By Eldaniz Gusseinov and Rassul Kospanov

Pakistan's declaration of “open war” on Afghanistan in late February 2026, following sustained airstrikes on Kabul, Kandahar, and Bagram airbase under Operation Ghazab Lil Haq, has effectively closed the principal corridor through which Afghan trade reached the sea. While attention has been concentrated to the immediate military dimension, a structurally more consequential process is unfolding in parallel: a reorientation of Afghanistan’s external economic links away from Pakistan and toward Central Asia. This shift was already underway, driven by periodic border disruptions, trade friction, and the steady maturation of northern infrastructure, but the war has compressed its timeline considerably. Three concurrent developments: the collapse of Pakistan-Afghanistan commerce, the ratification of a preferential trade agreement between Uzbekistan and Kabul, and the near-completion of the CASA-1000 power transmission project, suggest that Afghanistan's economic geography is quickly being redrawn.

Image Credit: View of the old city of Kabul, Afghanistan, first uploaded on Wikipedia Commons [http://en.wikipedia.org/wiki/User: Casimiri]

BACKGROUND:

Afghanistan’s economic dependence on Pakistan long predated the current escalation. The Torkham and Chaman crossings served as the country’s principal gateways to Karachi and Gwadar, providing access to maritime trade routes that Central Asian landlocked corridors could not replicate. Yet the relationship was structurally vulnerable. Kabul’s refusal to formally recognize the Durand Line as an international border underpinned recurring post‑2001 border closures and trade disruptions, and the Taliban’s return to power in August 2021 added a new layer of friction as Islamabad’s demands that Kabul curb TTP sanctuaries went largely unmet. By 2024, divergence was increasingly visible: Pakistan substituted Afghan coal for sea‑borne coal imports and other suppliers while Afghan exporters faced tightening customs and transit restrictions. Bilateral commerce between Pakistan and Afghanistan contracted from approximately USD 2.46 billion in 2024 to USD 1.77 billion in 2025. At the same time, Afghanistan’s trade with Central Asian countries increased significantly, rising by 77 percent. The main driver of this growth was trade between Uzbekistan and Afghanistan, which expanded by 53 percent, reaching approximately US$ 1.6 billion.

The February 2026 escalation removed whatever residual reliability the southern corridor retained. Pakistani airstrikes under Operation Ghazab Lil Haq targeted Taliban military infrastructure across multiple provinces, a full trade suspension was imposed, and buffer-zone operations along the Durand Line added a physical barrier to the political and commercial obstacles already in place. For Afghan business networks and logistics operators, the southern route shifted from periodically unreliable to operationally closed.

Uzbekistan’s Hairatan border crossing on the Amu Darya handled approximately 76 percent of Afghanistan’s northern freight transit before the current escalation, channeling goods toward Russia, China, and the Caspian. Afghanistan’s dependence on Central Asian electricity suppliers, principally Uzbekistan, Tajikistan, and Turkmenistan, which together provide 80-85 percent of the country's power imports, had established dense operational relationships at the border long before formal trade policy followed. Total transit volumes through Afghanistan reached 5 million tons in 2024, demonstrating that the trans-Afghan corridor had become integral to Central Asian commerce with South Asia. The Central Asian factor in Afghanistan’s economy was already structural; yet the war changed its relative weight.

IMPLICATIONS:

The most immediate institutional development is the Uzbekistan-Afghanistan Preferential Trade Agreement, signed at the Tashkent International Investment Forum on June 10, 2025, and ratified by President Mirziyoyev in March 2026. The agreement eliminates customs tariffs on 14 categories of goods, prioritizing Afghan agricultural exports, streamlines phytosanitary certification for Afghan farm produce, and formalizes 24-hour operations at the Hairatan-Termez border crossing to accommodate increased volumes. Tashkent’s stated ambition is to raise bilateral trade from roughly US$ 1.6 billion toward US$ 5 billion within five years. It is significant not merely as a commercial target but as a political signal. By institutionalizing preferences and creating a structured long-term framework, Uzbekistan has moved well beyond the ad hoc transactional engagement that characterized the immediate post-2021 period.

The CASA-1000 project, which will add approximately 300 megawatts to Afghanistan’s power supply via a transmission line from Kyrgyzstan and Tajikistan, has reached an advanced stage of completion on the Afghan segment, with commissioning targeted for 2027. Uzbekistan has separately committed US$ 1.15 billion in deals for gas-fired generation and transmission infrastructure within Afghanistan, while a 25-year contract for development of the Toti-Maidan gas field deepens the bilateral energy relationship further. In parallel, following the Kazakhstan–Afghanistan business forum held in Shymkent, Astana announced plans to begin geological exploration in Afghanistan’s Laghman province. As part of this initiative, the Kazakh companies Kazatomprom and Kazakhmys conducted two geological missions to assess the potential development of beryllium and lead deposits.

These linkages carry strategic weight beyond their technical specifications: a country that depends on Central Asia for the electricity powering its cities and industries has strong incentives to sustain institutional connectivity with the region, irrespective of the diplomatic nuances in its relations with individual Central Asian capitals.

The Trans-Afghan Railway, whose feasibility framework was signed in July 2025, constitutes the third pillar of this emerging architecture. The corridor, linking Uzbekistan through Mazar-i-Sharif toward South Asian ports, had historically been conceived as a north-south bridge serving Central Asian exporters seeking sea access through Afghanistan. 

Kazakhstan does not oppose Uzbekistan’s project but is promoting an alternative corridor through western Afghanistan. The route Turgundi–Herat–Kandahar–Spin Boldak is considered technically simpler due to its largely flat terrain, compared to the Uzbek route that passes through the high-altitude Salang Pass. Kazakhstan plans to invest around US$ 500 million, including the construction of railway segments and the creation of a logistics hub in Herat, which is expected to become a key “dry port” for Kazakh cargo.

If realized, this project would represent the first attempt since the nineteenth century to build a railway corridor in this direction. In 1879, British authorities considered constructing a railway to Kandahar. It was never implemented due to resistance from local tribal elites and the ongoing Anglo-Afghan War. After the Russian Empire captured the Panjdeh area north of Herat in 1885, Russian officials explored but never realized the possibility of extending the Trans-Caspian Railway from Krasnovodsk (now Turkmenbashi) through Merv to Herat. Kazakhstan is now demonstrating political boldness by advancing an ambitious initiative seeking to accomplish what the great empires of the past ultimately failed to achieve.

While the Pakistani military campaign has not eliminated the long-term logic of that corridor, it has introduced a medium-term disruption that reinforces Afghanistan’s own interest in northern connectivity, not merely as a transit function enabling others.

The structural dynamic underlying all three of these processes is that Central Asian states, particularly Uzbekistan, have pursued a consistently pragmatic engagement with the Taliban since 2021. Tashkent, Astana, and Ashgabat have avoided formal recognition while building dense working relationships on trade, border management, energy supply, and security coordination. For the Taliban, whose options have narrowed sharply as a result of the Pakistan conflict, this transactional model is comparatively attractive. Central Asian partners do not demand regime change or condition economic engagement on governance reforms and are geographically indispensable for the country’s energy supply. Tashkent and Kabul are not natural allies but increasingly unavoidable partners.

The risks in this trajectory lie in its structural fragility. Afghanistan’s trade deficit reached approximately US$ 9.4 billion in 2024, its export base remains concentrated in agricultural goods and coal, and its settlement infrastructure relies heavily on informal hawala transfers rather than banking channels. Northern trade growth has been accompanied by a persistent imbalance: Central Asian exports to Afghanistan are growing in volume while narrowing in variety, concentrated in flour, fuel, and electricity, with volatility coefficients suggesting that these supply chains remain sensitive to disruption. A durable transformation will require not merely preferential tariff access but energy and industrial investment capable of shifting Afghanistan from a consumer of basic goods to a contributor of productive capacity. For Central Asian states, this is not merely an altruistic objective: without a functional industrial base in Afghanistan, Central Asian exporters will face continued concentration risk in a market that is simultaneously growing and fragile.

CONCLUSIONS:

The Pakistan-Afghanistan war has accelerated Afghanistan’s northward economic pivot. By severing the southern corridor at precisely the moment that Central Asian infrastructure like CASA-1000, the Hairatan-Termez corridor, and the Trans-Afghan Railway framework are reaching operational maturity, the conflict has compressed a decade-long structural transition into a period of months. Uzbekistan has moved most aggressively to institutionalize this realignment through the Preferential Trade Agreement and its energy investment commitments, but the broader dynamic reflects a regional logic that extends to Kazakhstan, Tajikistan, and Turkmenistan: Central Asian states require a stable Afghanistan as a transit corridor and buffer against militant spillover, while Afghanistan requires Central Asian energy, markets, and institutional connectivity as substitutes for a now-hostile southern partner. Whether this convergence of interests consolidates into durable integration will depend on whether both sides can address structural fragilities such as payment infrastructure, export diversification, and logistics gaps, which continue to constrain the corridor’s full potential. The war has resolved an ambiguity in Afghanistan’s foreign economic orientation; the harder task of building a resilient northern integration architecture now begins.

AUTHOR’S BIO: 

Eldaniz Gusseinov is Head of Research and сo-founder at the political foresight agency Nightingale Int. and a non-resident research fellow at Haydar Aliyev Center for Eurasian Studies of the Ibn Haldun University, Istanbul. Rassul Kospanov is a Senior Researcher at the National Analytical Center under Nazarbayev University, where he coordinates socio-political research projects and prepares analytical reports and policy recommendations for central and local government bodies. His work focuses on political processes in Kazakhstan and across Central Asia, as well as issues of regional cooperation.

By Saima Afzal

The escalation of conflict in the Middle East following U.S. and Israeli strikes on Iran is exposing the geopolitical vulnerability of Central Asia’s trade diversification strategy. Over the past decade, Kazakhstan and Uzbekistan have invested significant political and financial capital in developing alternative transit corridors including southbound routes through Iran, Afghanistan, and Pakistan to reduce reliance on northern pathways historically oriented toward Russia and to secure access to global maritime markets.
The current crisis is rapidly testing their underlying assumptions. Instability across key transit regions now threatens emerging logistics networks, raising concerns about the reliability of corridors that were intended to enhance economic resilience.

BACKGROUND:

The latest escalation in the Middle East is reverberating well beyond the immediate theatre of conflict, disrupting energy markets, trade routes, and regional economic planning. Oil prices rose sharply following strikes on Iran and subsequent retaliation, reviving concerns about disruption in the Strait of Hormuz, a critical artery through which a significant share of global oil supplies transits daily. For energy-importing economies across Asia, the shock echoes earlier inflationary pressures experienced during previous geopolitical crises.

For Central Asia, the effects are both systemic and immediate. As landlocked economies, states such as Kazakhstan and Uzbekistan have long prioritized the diversification of trade routes as a strategic objective. This has involved developing southbound connectivity through Iran, Afghanistan, and Pakistan, alongside east–west alternatives linking the region to China and Europe.

Iran has played a central role in these plans, offering access to maritime trade via ports such as Chabahar within the framework of the International North-South Transport Corridor (INSTC). Regional initiatives such as the proposed Uzbekistan-Afghanistan-Pakistan railway have likewise aimed to provide direct access to Pakistani ports and shorten transit times to global markets.

These initiatives were conceived well before the current crisis. What the escalation has done is bring into sharper focus the extent to which their viability depends on political stability across multiple transit regions.

At the same time, the conflict is already producing tangible disruptions. Airspace closures and security risks have forced flight cancellations and rerouting, reduced cargo capacity and raising transport costs. Border crossings that serve as key trade arteries are also under pressure, with increased congestion and tighter controls affecting both freight and passenger movement.

In several cases, these disruptions intersect directly with everyday economic activity. Iran’s temporary suspension of selected exports and interruptions in cross-border trade have affected the flow of food and consumer goods into neighbouring Central Asian markets, particularly in countries with strong import dependence. Localized shortages and price increases have already been reported in border regions reliant on Iranian supplies.

IMPLICATIONS:

The unfolding conflicts across Iran and the Afghanistan-Pakistan corridor highlight a structural feature of Central Asia’s connectivity strategy: diversification reduces dependence on any single route, but it also distributes exposure across multiple geopolitical environments.

Southern corridors illustrate this dynamic most clearly under current conditions. Routes passing through Iran now face heightened uncertainty linked to maritime disruption, rising insurance costs, and sanctions-related risks. Even without a formal closure of the Strait of Hormuz, security concerns have slowed tanker traffic and increased freight premiums, costs that are disproportionately borne by landlocked economies.

Overland connectivity through Afghanistan and Pakistan remains constrained by persistent insecurity and fragile political relations. Escalating tensions between Kabul and Islamabad further complicate both the implementation and long-term reliability of projects such as the Uzbekistan-Afghanistan-Pakistan railway. Existing road and rail links are vulnerable to disruption, while transit agreements risk suspension under political pressure, creating uncertainty for trade flows.

Energy and infrastructure initiatives are similarly affected. Projects such as the Turkmenistan-Afghanistan-Pakistan-India (TAPI) natural gas pipeline and the CASA-1000 electricity transmission line depend on stable transit conditions across regions that continue to experience volatility. These risks are not new, but they are in the current environment becoming more acute and more difficult for investors and policymakers to discount.

Beyond infrastructure, the economic transmission mechanisms are already visible. Rising fuel prices are feeding into inflation across import-dependent economies such as Kyrgyzstan and Tajikistan, increasing the cost of food, transport, and basic goods. Disruptions to supply chains-particularly for agricultural products and consumer goods imported via Iran are compounding these pressures. At the same time, any slowdown in major partner economies such as Russia or China would have secondary effects through trade, investment flows, and remittances.

Rather than triggering a shift in strategy, the crisis is reinforcing an existing trend toward hedging. Central Asian states are likely to deepen engagement with alternative corridors perceived as comparatively stable. The Trans-Caspian International Transport Route, linking the region to Europe via the South Caucasus, has gained prominence as an east-west option that avoids both Russian territory and southern conflict zones. Similarly, established rail connections to China provide access to global supply chains through more predictable logistical networks.

This does not signal a retreat from southern connectivity. Instead, it reflects a growing emphasis on redundancy-maintaining multiple routes to manage disruption rather than relying on any single corridor to deliver uninterrupted access.

CONCLUSIONS:

At the core of this challenge is a structural dilemma: while diversification reduces dependence on any single route, it also distributes exposure across multiple geopolitical environments. As a result, Central Asia’s broader transport strategy is increasingly shaped not only by infrastructure development, but by the political and security dynamics of regions far beyond its borders. The current Middle East conflict underscores the extent to which this impacts Central Asia’s economic integration. Connectivity initiatives designed to expand access to global markets are now being evaluated through the lens of geopolitical risk and operational resilience.

The immediate impact is not the abandonment of diversification strategies, but their recalibration. Policymakers are increasingly approaching connectivity not only as an economic objective, but also as a risk management tool, placing greater emphasis on flexibility, redundancy, and continuous reassessment of external exposure.

At the same time, the crisis highlights how quickly geopolitical shocks translate into everyday economic pressures-from rising food and fuel prices to disrupted transport links and constrained trade flows. Even without direct involvement in the conflict, Central Asian states are already absorbing its effects.

Ultimately, the resilience of Central Asia’s trade ambitions will depend not only on infrastructure investment, but on the capacity to navigate an increasingly complex and unpredictable geopolitical environment.

AUTHOR’S BIO: 

Saima Afzal is an independent and freelance researcher specializing in South Asian security, counter-terrorism, the Middle East, Afghanistan, and the Indo-Pacific region. Her work focuses on geopolitical developments, strategic affairs, and regional conflict dynamics. She holds an M. Phil in Peace and Conflict Studies from the National Defence University, Islamabad, Pakistan.

By Nargiza Umarova

During the first week of February, the leaders of Kazakhstan and Uzbekistan paid state visits to Pakistan. For Islamabad, these visits represented a new stage in relations with the Central Asian states, based on shared interests in trade, transport logistics, industrial production, and military affairs. Thus, the prospect of Pakistan becoming a key link in the emerging regional connectivity architecture is becoming increasingly realistic, which could accelerate the development of joint infrastructure projects with the active participation of Afghanistan.

BACKGROUND:

Due to its geographical isolation from the open seas, Central Asia is extremely interested in making effective use of Pakistan’s transit capabilities, particularly its maritime infrastructure, which has undergone extensive development in recent years thanks to China’s Belt and Road Initiative. The Pakistani ports of Karachi and Gwadar are seen by regional countries as an alternative outlet to the Indian Ocean, complementing Iran’s southern ports. The fastest route to Pakistan is via neighboring Afghanistan, where large-scale infrastructure projects involving Uzbekistan, Turkmenistan and Kazakhstan are underway. Despite continuing tensions on the Afghan–Pakistani border and the conflictual nature of relations between New Delhi and Islamabad, these states are accelerating their strategic initiatives in Afghanistan. 

On January 27, Kazakhstan’s ambassador to Pakistan announced that Astana was prepared to cover the full cost of constructing the western Trans-Afghan Railway, from Torghundi to Herat, Kandahar and Spin Boldak, with an extension to Chaman in Pakistan’s Balochistan province and on to the country’s seaports. The preliminary cost of the project is approximately US$ 7 billion, and the route’s length will be 687 kilometers. Construction is expected to be completed within three years.

This decision is clearly driven by Kazakhstan’s desire to strengthen its position in north-south transit transport, encompassing existing routes through Iran and emerging transport corridors crossing Afghanistan.

Meanwhile, Astana expresses support for the creation of the Kabul Corridor along the Termez-Naibabad-Maidanshahr-Logar-Kharlachi route proposed by Uzbekistan in 2018. In July 2025, the Uzbekistan-Afghanistan-Pakistan (UAP) railway project entered a new stage of development when a trilateral intergovernmental framework agreement on the joint development of the project’s feasibility study was signed. On February 4, 2026, Uzbekistan ratified the agreement and agreed with Pakistan to begin field studies on the transport corridor.

The UAP project is paving the way for a new north-south trade route through Kazakhstan, Uzbekistan and Afghanistan. This route will provide the fastest land connection between Europe, Russia and South Asia, eliminating the need for sea crossings. Against this backdrop, Tashkent has proposed the creation of a multimodal corridor connecting Belarus, Russia, Kazakhstan, Uzbekistan, Afghanistan and Pakistan, which is three times shorter than sea delivery routes. Following the launch of the Kabul Corridor, the 5,532-kilometer trade route to South Asia will be entirely rail-based. This will enable Kazakhstan to receive an additional transit flow of up to 20 million tons per year — the same amount as Uzbekistan. The projected transit volumes for Kyrgyzstan and Tajikistan are estimated at 5 million tons per year, thanks to the attraction of Chinese cargo.

IMPLICATIONS:

Astana’s participation in transit traffic from Belarus to Pakistan was discussed during bilateral talks held during Kazakh President Kassym-Jomart Tokayev’s state visit to Pakistan on February 4 , 2026. The parties also discussed the prospects for the Turkmenistan-Afghanistan-Pakistan (TAP) Railway Corridor.

Kazakhstan joined the initiative to construct a railway from Torghundi to Spin Boldak in Kandahar Province, which represents an alternative to the Kabul Corridor, in 2024 at the invitation of the Turkmen side. In July 2025, Astana and Kabul signed a memorandum to implement the project. Kazakhstan has announced that it will allocate US$ 500 million towards the construction of a railway line to Herat and the necessary accompanying infrastructure, including a logistics hub in northern Afghanistan. The stake has now been raised to cover the entire budget for the Western Trans-Afghan Route.

Astana’s active interest in the TAP project may be linked to current dynamics regarding the development of the Turkmenistan-Afghanistan-Pakistan-India (TAPI) gas transport corridor. Work began on laying the Afghan section of the 1,840-kilometer pipeline in December 2024. It is expected to reach Herat Province by the end of 2026.

Russia is paying close attention to TAPI, viewing it as an opportunity to diversify and stabilize its energy exports following the loss of the premium European market. In this context, Kazakhstan can expect to earn transit profits, providing additional expectations for the profitability of the railway from Torghundi to Spin Boldak, as the two transport routes will clearly be synchronized.

On February 1, 2026, a meeting was held in Herat between Mullah Abdul Ghani Baradar, Afghanistan’s Deputy Prime Minister for Economic Affairs, and Rashid Meredov, Turkmenistan’s Foreign Minister. They discussed the progress in constructing the TAPI gas pipeline, the power line between Turkmenistan, Afghanistan and Pakistan, and the Torghundi-Herat railway.

Both Ashgabat and Kabul are seeking to accelerate the TAPI project. At a recent meeting between Turkmenistan’s Ambassador, Khoja Ovezov, and Afghanistan’s Minister of Mines and Petroleum, Hedayatullah Badri, they noted the rapid pace of work on the Afghan section of the gas pipeline. It is reported that part of the route has already been prepared for pipe installation.

According to Afghan authorities, the Saudi Arabian company Delta International is interested in investing in the purchase of gas under the TAPI project, expanding Turkmenistan’s major gas fields and constructing and extending the gas pipeline from Guzara District of Herat Province to Spin Boldak District of Kandahar Province, and then on to the Indian border. The project would also involve building a large, modern gas hub at Pakistan’s Gwadar port.

CONCLUSIONS:

The dynamic development of relations with Afghanistan presents Central Asian states with the challenge of strengthening mutual coordination to ensure their infrastructure initiatives have complementary political and economic effects. To this end, it is advisable to hold regular consultations at the level of the heads of the Ministries of Foreign Affairs and other relevant ministries in the region, to agree on a unified negotiating position when interacting with the governments of Afghanistan and Pakistan, and to ensure the involvement of all five republics in interregional connectivity projects.

AUTHOR’S BIO: 

Nargiza Umarova is a Head of the Center for Strategic Connectivity at the Institute for Advanced International Studies (IAIS), University of World Economy and Diplomacy (UWED) and an analyst at the Non-governmental Research Institution ‘Knowledge Caravan’, Tashkent, Uzbekistan. Her research activities focus on developments in Central Asia, trends in regional integration and the influence of great powers on this process. She also explores Uzbekistan’s current policy on the creation and development of international transport corridors. She can be contacted at This email address is being protected from spambots. You need JavaScript enabled to view it. .

By Stephen Blank

While Central Asian cohesion and regional cooperation grow; the South Caucasus is fragmenting. This process increasingly affects the nature and scope of regional interactions with key international actors. Russian influence has declined precipitously in Armenia, which is turning to the West, and Azerbaijan, which is expanding its circle of partners. However, in Georgia the state increasingly resembles Russia in its autocratic and legal structure and thus its state practices.

BACKGROUND:

Writing in 2024, the Azeri scholar Gulshan Pashayeva observed that a defining feature of the Caucasus was its fragmentation. This fragmentation is deepening and in effect, relationships between the South Caucasus and key external actors have quickly grown and assumed new shapes in 2025. Georgia’s dependence on Russia has grown, whereas Russian influence in Armenia and Azerbaijan has visibly declined as these states are turning to Washington and Europe. 

Georgia is paying the supreme price of colonial status as it over time loses territory to Russia as both South Ossetia and Abkhazia virtually included in the Russian Federation. The Russian-driven borderization whereby Russian or pro-Russian forces either overtly or surreptitiously move border posts demarcating Russian-controlled from Georgian territories to expand Russia’s holdings occurs with impunity.

The mounting discord between the Georgian government and the EU also exemplifies Georgia’s regression. Georgia’s government, possibly at Moscow’s behest, is trampling upon processes necessary for Georgian admission into the EU and frustrating both Brussels’ conditions and the continuing support for EU membership among a majority of the Georgian population. 

Armenia’s government is implementing a program of democratic reform and ultimate membership in the EU while striving to make a conclusive peace with Azerbaijan and normalize ties to Turkey despite staunch resistance by domestic, diasporic elements, the Church and Russian influencers. None of these groups supports peace and many of them, including Russia, fear democratization as signaling a decisive political defeat at home as well as a threat to Russia. It is no surprise that the Church with Russian backing emerged as the leader of an attempted coup in 2025 to replicate Russia’s success in Georgia and reverse Yerevan’s turn to the West.

Azerbaijan’s case is even more striking. Beyond its military-diplomatic success in forging an alliance with Turkey and partnership with Israel to strengthen its military capability, it neutralized Russian support for Armenia while improving ties with key European states and the U.S. The Trump Administration has now built a permanent monument to its military-economic presence in the Caucasus, namely the Trump International Road for Peace and Prosperity (TRIPP). This project brings Washington into the Caucasus as a permanent player and checks Iranian threats to Azerbaijan and links to Armenia, while giving Yerevan a tangible reward for its pro-Western and anti-Russian policies. Meanwhile, Russia’s downing of an Azerbaijani airplane in 2024 and attacks on Azerbaijani residents in Russia have generated enormous resentment in Azerbaijan. 

IMPLICATIONS:

The Caucasus has become a battleground where the great powers and their favored local governments are not only on opposite sides, but where these powers’ rivalry also spills over into trade routes. The TRIPP has duly triggered Georgian apprehension since that project’s inauguration may well push aside Georgia as a preferred partner in the Middle Corridor project that ties together China, Central Asia, and ultimately Europe. But the significance of TRIPP far transcends its potential impact upon Georgia.

This project is only the latest manifestation of the declining Russian influence in the Caucasus and the parallel ensuing fragmentation of the region. While Moscow still holds many levers of influence and has no scruples about using them; they are fewer, less potent than before, and Russia faces a greater and more sustained foreign presence in the Caucasus than at any time since the disintegration of the USSR. Neither is this foreign influence strictly economic as in China’s case and as seen in its sponsorship of the Middle Corridor trade and transportation route through Azerbaijan that bypasses Russia. Türkiye’s alliance with Azerbaijan is of an explicitly military nature that provides an enduring supply of weapons, training, and presumably logistical and intelligence support for Azerbaijan. Türkiye also buttresses this support by providing the primary terminus for Azerbaijan’s increasing energy exports to Europe. Beyond these increasingly deep-rooted connections to Azerbaijan, through the Organization of Turkic States Türkiye now also has an institutional base for enduring outreach to Central Asia and the provision of all manner of military and economic ties to that region. 

Azerbaijan is also increasingly tied to the Middle East through its long-running defense and economic ties to Israel, their mutual collaboration against Iran and its membership in both the Abraham Accords and President Trump’s Board of Peace. Likewise, the EU and Azerbaijan have embarked upon a mutually rewarding series of ties independent of Russian influence and also primarily based on Azerbaijani energy exports in return for EU investment and political support.

Moreover, the advent of the TRIPP has launched what looks like a sustained U.S. presence in the Caucasus. This project is taking physical shape and Vice-President Vance’s visit to Armenia and Azerbaijan demonstrates that sustained interest. Under this project, “American companies could develop railways, roads, and pipelines linking Azerbaijan proper to its Nakhchivan exclave via a corridor through the south of Armenia’s Syunik Province.” Since Azerbaijan is now providing Armenia with energy, a formal peace treaty terminating the state of war over Nagorno-Karabakh under U.S. auspices seems likely. Beyond those signs of U.S. influence, President Trump has just stated that Vance’s tour will, “strengthen our strategic partnership with Azerbaijan, a beautiful Agreement for Peaceful Nuclear Cooperation with Armenia, Deals for our Great Semiconductor Makers, and the sale of Made in the U.S.A. Defense Equipment, such as body armor and boats, and more, to Azerbaijan.” If this lasting multi-domain U.S. presence materializes, it will represent a major blow to Russian ambitions but also codify the fragmentation of the Caucasus and exclude Georgia from the growing and long-term international competition in the region for a long time to come.

CONCLUSIONS:

Russia certainly still has cards to play. It has a long-term military base at Gyumri, Armenia, and well-established connections among the Armenian opposition that is both unreconciled to the loss of Nagorno-Karabakh and to the Pashinyan government’s democratizing reforms and efforts to join the EU. Russia also has substantial economic connections to Georgia and what looks like a secure base of influence in Georgia’s government. 

Nevertheless, it is a declining power economically if not militarily and cannot stop the rising foreign presence in the Caucasus. Indeed, it depends on trade coming from Armenia and Central Assia to circumvent Western sanctions and access vital Western goods. Iran, whose back is to the wall due to combined U.S., Israeli, and European military-economic pressure, cannot bail it out. Nor will China, the primary sponsor of the Middle Corridor, rescue it in the Caucasus. Despite the Russo-Chinese “no-limits” partnership, Beijing has never lifted a finger to allow Russia to become a viable economic competitor across Eurasia or regarding inter-continental trade, transport, and connectivity issues.

Therefore, the fragmentation of the South Caucasus and the heightened presence of competing major international actors is likely to continue. Central Asian states, in contrast, forge ahead with mounting cohesion and collaboration. Indeed, those states, recognizing Azerbaijan’s critical geographic position and rising heft, have now included it in what used to be the 5+1 relationship with Washington, transforming it into a 6+1 formation. This development will also contribute to regional fragmentation. Azerbaijan is increasingly a power whose perspectives must embrace Washington, Europe, the Middle East, and Central Asia, not just the Caucasus.

The ethnopolitical rivalries that made the Caucasus a zone of conflict for a generation after 1991 may, however, be coming to an end as the new ties between Baku and Yerevan and greater foreign connections show. To the extent that Georgia can be helped to resolve its ethnic and other domestic cleavages that Russia continues to exploit, it may become possible for the South Caucasus to emulate the discernible regional cooperation now appearing in Central Asia.

That outcome would be to the benefit of the entire Caucasus as well as to its neighbors and interlocutors. While disappointing to Moscow, its regional clients and those “dead-enders” who wish to rekindle the fires of ethnic conflict, that way has been tried and founds wanting in the balance.

AUTHOR’S BIO: 

Stephen Blank is a Senior Fellow with the Foreign Policy Research Institute (www.fpri.org.)

By Eldaniz Gusseinov & Sardor Allayarov, 

Following the conclusion of a peace treaty between Azerbaijan and Armenia, three key trends are likely to shape the South Caucasus within broader global geoeconomic processes. Peace between Armenia and Azerbaijan may facilitate the emergence of the South Caucasus as a more integrated regional entity, rather than three distinct states occupying a shared geographic space. The region’s future can be understood through three interrelated dynamics: the expansion of overland infrastructure, intensified competition for markets, and increasing complexity in its geoeconomic architecture.

BACKGROUND:

An initialed peace agreement between Armenia and Azerbaijan, which was announced on August 8, 2025, under U.S. mediation, formally ended the protracted conflict and aimed to normalize bilateral relations. Despite sharing a common geographic space, the South Caucasus states differ markedly in their political, economic, and security orientations, which has historically constrained regional integration. Armenia is a member of the Eurasian Economic Union (EAEU) and the Collective Security Treaty Organization (CSTO) while simultaneously expressing aspirations for EU membership. Georgia has maintained a broadly pro-Western orientation, though less pronounced than in the past, whereas Azerbaijan prioritizes integration within the Organization of Turkic States. At the same time, both Armenia and Azerbaijan have expressed interest in joining the SCO. Additionally, Azerbaijan has attained permanent status among the consultative meetings of the Central Asian heads of states. 

Similar processes can be observed in Central Asia, where the resolution of several border disputes enabled intensified cooperation through the integration of transport routes and energy hubs. Comparable developments may emerge in the South Caucasus, as border openings are likely to necessitate infrastructure expansion, followed by the harmonization of tariffs and customs procedures.

IMPLICATIONS:

At the initial stage, the institutionalization of meeting formats among South Caucasus leaders is likely to occur, both within a trilateral framework and through a 3+3 format involving other key regional actors. The Central Asia–South Caucasus format also appears promising, as the two regions are increasingly interconnected through the development of transport corridors.

The first trend is the growing demand for overland transport corridors driven by increased tensions between China and the U.S. Following significant progress in the normalization of Armenian–Azerbaijani relations, the South Caucasus, together with Central Asia, is likely to be perceived by Beijing as a relatively stable region for investment. In Central Asia, the development of overland routes is already well advanced. Kazakhstan, for example, has launched the second track of the 836-km Dostyk–Moyinty railway, increasing capacity fivefold to 60 pairs of trains per day. With a cost of nearly US$ 1 billion, it is the largest railway project undertaken since independence and a key enhancement of China–Europe transport connectivity. 

However, China’s westward transport expansion through Central Asia and the South Caucasus will also underscore the need for enhanced security cooperation. In this context, Beijing may seek deeper engagement within the SCO, potentially conflicting with Georgia’s and Armenia’s aspirations to strengthen cooperation with NATO and with Azerbaijan’s efforts to advance the military dimension of integration within the Organization of Turkic States.

Kazakhstan became the second country after Russia to utilize the opening of transit routes to Armenia via Azerbaijan. The new corridor (Kazakhstan/Russia–Azerbaijan–Georgia–Armenia) reduces logistics costs and enables regular deliveries, with Kazakhstan planning to transport up to 20,000 tons of grain per month.

In parallel, construction of the China–Kyrgyzstan–Uzbekistan railway is advancing rapidly. These dynamics are likely to extend to the South Caucasus as China and the EU seek to expand overland connectivity to facilitate trade and access stable markets. This process will further link Central Asia and the South Caucasus and will require enhanced coordination to improve connectivity among major economic centers, giving rise to a second trend: the increasing complexity of the region’s geoeconomic architecture.

Despite these developments, the South Caucasus continues to consist of three states sharing a common geographic space but pursuing distinct foreign policy orientations. A comparable situation previously existed in Central Asia and did not prevent regional consolidation, as multiple institutional platforms were leveraged to advance regional interests. Similarly, the EAEU can support trade with Russia, the SCO can provide additional security frameworks for transport corridors, and both the EU and China can serve as key financiers of transport infrastructure.

The third and most significant trend is that the opening of transport links in the South Caucasus will further liberalize the market and intensify competition. For Armenia, this is likely to result in more active competition between Russian and European food producers. Modeling-based studies suggest that Russia’s effective market share will decline as Armenia’s borders open, with Europe and Turkey gaining ground. The central challenge will be to maximize the benefits of this competition by creating conditions that allow actors who compete bilaterally to nonetheless engage in trade and pursue joint projects within the South Caucasus.

Armenia’s largest solar power plant, Masrik-1, with a capacity of 62 MW, was developed by FRV and commissioned in June 2025 in the Gegharkunik region, supplying clean energy to more than 21,000 households. The project was financed with support from international banks and an EU grant, while the main construction works were carried out by the Chinese state-owned corporation CMEC. This project represents one of the clearest regional examples of cooperation among competing powers and may serve as a model for other South Caucasus states.

CONCLUSIONS:

In sum, the peace treaty between Azerbaijan and Armenia constitutes a critical turning point for the South Caucasus, positioning the region as an increasingly important transit and connectivity hub linking Central Asia, Europe, and East Asia. The region’s future trajectory will be shaped by its capacity to manage a more complex geoeconomic architecture involving multiple external actors with overlapping interests. Divergent foreign policy orientations among regional states may create opportunities to leverage a wide range of institutional platforms and investment sources. Ultimately, the impact of the peace agreement will depend on whether the regional states can translate improved connectivity and heightened competition into cooperative economic projects. The long-term success of the regionalization process will therefore hinge on the ability of regional states to manage diversity in external partnerships by preventing geopolitical competition from obstructing economic cooperation. If effectively managed, the South Caucasus can move beyond a legacy of protracted conflict and emerge as a stable, competitive, and strategically significant component of broader Eurasian geoeconomic processes.

AUTHOR’S BIO: 

Eldaniz Gusseinov is a Head of Research and сo-founder at the political foresight agency Nightingale Int. and a non-resident research fellow at Haydar Aliyev Center for Eurasian Studies of the Ibn Haldun University, Istanbul.

Sardor Allayarov is an International relations expert with a research focus on theories of international relations, international order, China, Eurasia, and foreign policy. He currently serves as a Research Assistant at Urgench State University in Uzbekistan.