By Sudha Ramachandran

Afghanistan currently finds itself in an exceptionally precarious position. To the west, neighboring Iran has become an active war zone, while to the east, Pakistan has initiated what it describes as an “open war” against Afghanistan. After decades of conflict, Afghanistan’s capacity to manage the far-reaching consequences of the situation in Iran remains severely limited. The country’s already fragile economy is being further strained by rising global oil prices. At the same time, its access to maritime trade routes via Pakistan has been effectively closed for several months, while alternative trade corridors through Iran, the only viable substitute, are increasingly under threat. The likelihood of a substantial influx of refugees, including returning Afghan nationals, is expected to exacerbate an already critical humanitarian situation. Concurrently, the Taliban authorities are closely observing how the Iranian government responds to external pressures aimed at regime change.

BACKGROUND:

On the night of February 21-22, Pakistan launched “Operation Ghazab Lil Haq” against Afghanistan. Islamabad said that its missile and air strikes were targeting camps and hideouts of the Tehreek-e-Taliban Pakistan and the Islamic State of Khorasan Province based on Afghan soil. Over the past month, Pakistan’s strikes have intensified and expanded in terms of the nature of targets and their geography. If initially Islamabad targeted border posts and alleged terrorist camps in Afghanistan’s border provinces, soon it was hitting Taliban military assets and ammunition depots as well as civilian targets, including a drug rehabilitation hospital in Kabul.  

Meanwhile, Afghanistan’s western neighbor, Iran, came under devastating missile and air strikes launched by the U.S. and Israel on February 28. Since then, leadership compounds, military infrastructure, and economic and energy locations, including the country’s oil production and storage facilities have been destroyed. Top Iranian political and military leaders have been killed in the strikes as have hundreds of civilians. The war has spread beyond Iran. Tehran retaliated to the U.S.-Israel attacks by hitting Israeli targets as well as U.S. bases and oil infrastructure in Gulf Cooperation Council (GCC) countries. South Asia was soon drawn into the war when the U.S. torpedoed an Iranian warship, IRIS Dena, 40 nautical miles off the Sri Lankan coast. On March 20, Iranian missiles reached deep into the Indian Ocean to target the U.S.-UK base in Diego Garcia. The war could draw in more countries, such as Pakistan. The destruction of production and refining infrastructure in the Gulf and Iran’s blocking of the Strait of Hormuz have led to fuel shortages and surging prices worldwide. What started as a war on Iran has set economies across continents ablaze. 

Among the countries that will be hit the hardest by the Iran war is Afghanistan. Several factors make it particularly vulnerable. It is Iran’s neighbor; the two countries share a 921 km-long border. Afghanistan is also a landlocked country, dependent on Iran and Pakistan for access to ports. Importantly, Afghanistan was ravaged by war for decades and internationally isolated since the Taliban captured power in August 2021. Its capacity to withstand the impact of the war in West Asia was limited to begin with. This capacity is being further weakened by Pakistan’s ongoing military strikes on Afghanistan.

IMPLICATIONS:

The Taliban regime strongly condemned the U.S.-Israeli airstrikes on Iran, describing them as an “act of aggression.” Following the assassination of Iranian Supreme Leader Ayatollah Ali Khamenei, it expressed its condolences to the Iranian government and people. Especially since the Taliban came to power in August 2021, relations between Iran and Afghanistan have grown, especially with regard to trade. Although there are several issues of conflict between the two, anti-Americanism serves as glue. The Taliban’s chief spokesperson, Zabihullah Mujahid, has said in the past that if Tehran requests assistance in the event of a U.S. attack, Afghanistan is ready and willing to extend help.

So far, Afghanistan has not been hit by Iranian or U.S/Israeli drones or missiles. Indeed, it is western and south-western Iran that has borne the brunt of U.S. and Israeli strikes. Eastern Iran, which borders Afghanistan, has escaped being hit so far. It is therefore an attractive safe haven for those fleeing western Iranian cities and towns. These internally displaced people can be expected to cross into Afghanistan and Iran’s other eastern neighbors should the war intensify, prolong or spread to eastern Iran. Afghanistan is already grappling with the economic burden imposed by the mass deportation of an estimated 5.4 million Afghan refugees from Iran and Pakistan since October 2023. The new refugee flows from Iran will substantially intensify the humanitarian crisis in Afghanistan. Persecution of Afghan refugees in Iran is set to increase as Iranians have often suspected that they are spying for Israel. Such perceptions are likely to intensify. They will be hounded by Iranian police and people, forcing them to join the exodus into Afghanistan.

Afghanistan’s weak economy is poised to fray further amid fuel shortages and surging prices. Given its low capacity for manufacturing, Afghanistan has depended on Iran for consumer goods. Afghanistan’s landlocked status has made it dependent on Pakistan and Iran for access to the sea, however, as access to Pakistani ports has been shut off, Afghan dependence on Iranian markets and trade corridors to the sea have deepened. Although Iranian border posts remain open to Afghan goods, the trade corridor through Iran to the sea is insecure as it runs through the conflict zone. While it continues to function, it is vulnerable to missile strikes as the war in Iran intensifies. There is a risk that Chabahar port could be bombed. The closure of the Iranian trade corridor would bring the Afghan economy to its knees and shatter Afghan lives and livelihoods. Afghanistan will have to strengthen its trade and transit ties with other Central Asian states.

Notwithstanding its condemnation of the U.S and Israeli strikes on Iran, Pakistan has benefited somewhat from the war in Iran. As the international community is preoccupied with the West Asia crisis, it has ignored the Pakistani military strikes on Afghanistan. Pakistan has therefore escaped global opprobrium for the horrific suffering its strikes have caused to Afghan civilians. Meanwhile, the Taliban regime is watching how Pakistan is responding to the crisis in West Asia. Should the Saudis decide to join the war against Iran, Pakistan, which has a mutual defense pact with Riyadh, is obligated to join the Saudis. Drawn into the West Asian crisis, the Pakistani military would need to halt its ongoing “open war” against Afghanistan. A termination of ‘Operation Ghazab Lil Haq’ would be welcomed by Afghanistan.

Taliban leaders will also be watching Iran closely to see how pressure from outside in the form of military strikes and war impacts an authoritarian regime. Will decapitation and war trigger unrest and lead to regime change? Or will it strengthen national unity and see the population rally behind the regime against the foreign invader? In the event of regime change in Iran, its leaders could seek sanctuary in Afghanistan.

CONCLUSIONS:

The conflict involving Iran has arisen at a particularly challenging moment for Afghanistan, which is simultaneously facing missile and air strikes from Pakistan. As a landlocked state, Afghanistan is especially vulnerable to external disruptions; its economic difficulties are likely to intensify due to fuel shortages linked to the conflict in Iran and the resulting constraints on access to seaports. In addition to its geographic proximity to the West Asian conflict zone, Afghanistan’s already limited institutional and economic capacity is expected to come under severe strain. This pressure will be exacerbated by a further economic downturn and by the anticipated influx of refugees, including returning Afghan nationals, from Iran.

AUTHOR’S BIO: 

Dr Sudha Ramachandran is an independent South Asian political and security analyst. She is also South Asia editor at The Diplomat. Her articles have appeared in publications like The Diplomat, Asia Times, China Brief and Terrorism Monitor.

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 Suren Sargsyan

On November 17, U.S. Deputy Secretary of State for Political Affairs Alison Hooker visited Yerevan and Baku to promote the U.S. president’s vision of regional peace and security. During the visit, she discussed the Trump Route for International Peace and Prosperity (TRIPP) project with the leadership of both countries. On November 18, Jonathan Asconas, Senior Advisor at the U.S. Department of State, visited Georgia to discuss the country’s possible participation in TRIPP. Beyond the economic implications of the route, these steps indicate an evolving regional U.S. approach toward the South Caucasus.

Credit: Diego Delso

BACKGROUND: The announcement regarding the construction of TRIPP and an increased U.S. activity in the South Caucasus has received significant political and analytical attention. However, five months after the announcement, it remains unclear what the timeline for implementation will be and which company will handle its operations. 

The announcement of the TRIPP project and the increase in U.S. activity in the South Caucasus have attracted significant political and analytical attention. However, five months after the announcement, it remains unclear what the implementation timeline will be and which company will be responsible for operating the project.

The central question is whether the U.S. is seeking a strategic foothold in the South Caucasus, a goal it has historically avoided, or whether its involvement remains primarily economic and business-oriented. Washington’s previous approaches towards the South Caucasus have fallen short of both a coherent strategy or ambitions to establish a lasting strategic presence in the region. In light of developments over recent months, it is therefore important to assess how U.S. policy toward the South Caucasus is evolving under the revitalized approach of the Trump administration.

TRIPP is primarily a business project, but it also has the potential to develop into a strategic asset by giving Washington a new presence in a region traditionally viewed as Russia’s sphere of influence. While it would first create a commercial foothold, the route could acquire broader strategic importance by connecting Asia and Europe while bypassing both Russia and Iran. The inclusion of pipelines, oil and gas corridors, and railway links would also allow Central Asian energy resources to reach Europe through the Caspian Sea, fully circumventing Russian territory.

On December 17, 2025, the Armenia–U.S. Bilateral Working Group, established to support the outcomes of the August 8, 2025, Peace Summit, held its inaugural meeting. 

IMPLICATIONS: To establish lasting influence in the South Caucasus, a global power must exert leverage over at least two of the region’s three states. At present, no external actor meets this condition, unlike Russia, which for years maintained decisive influence by using the Nagorno-Karabakh conflict to exert control over both Armenia and Azerbaijan. This conflict-based dependence shaped their political priorities, foreign policy orientations, and economic choices, while also preventing the development of effective regional cooperation mechanisms.

Russia deliberately relied on the continuation of conflict as a tool of influence, a well-established method of maintaining strategic presence. When conflicts end, however, influence weakens and a vacuum emerges, which is often filled by another power. By contrast, the U.S. is seeking influence through the promotion of peace, economic development, and mediation between Armenia and Azerbaijan, presenting itself as an arbiter seeking to maintain long-term engagement in the region. The possible inclusion of Georgia in discussions on TRIPP further increases the strategic importance of this approach.

While Moscow relied on managed instability, Washington is investing in regional consolidation based on shared economic interests. This approach inevitably conflicts with the interests of states that oppose both TRIPP and the expansion of U.S. influence. Given the deep historical, institutional, and economic links between the South Caucasus and Central Asia, through organizations such as the EAEU, CSTO, CIS, and the Organization of Turkic States, any change in the balance of influence in one region will directly affect the other.

Within this broader framework, the Trump administration has sought to extend the Abraham Accords beyond their original Middle Eastern context. By including economically important, Muslim-majority but secular states such as Azerbaijan and Kazakhstan, both of which already have strong relations with Israel, the aim is not normalization, but the institutionalization of cooperation. This approach represents another U.S.-led multilateral mechanism designed to promote regional prosperity while expanding long-term strategic influence.

Judging from recent practical developments, it becomes clear that current U.S. policy toward the South Caucasus is growing more complex and nuanced. On November 30, 2024, the U.S. suspended its strategic partnership agreement with Georgia, a document it had been the first among South Caucasus states to sign in 2009. Shortly thereafter, in the final days of the Biden administration, the U.S. signed a strategic partnership agreement with Armenia on January 14, 2025. On November 8, 2025, the Trump administration signed a memorandum with Azerbaijan to establish a working group tasked with preparing a strategic partnership agreement. At the same time, President Trump waived Section 907, enabling expanded cooperation between Azerbaijan and the U.S. across a range of areas. 

These steps suggest that the Trump administration is prioritizing a regional approach toward the South Caucasus. In addition, the U.S. provided Armenia with US$ 145 million in assistance as part of the first tranche of funding for the TRIPP project and related agreements reached on August 8. This support is intended to finance investments in trade, infrastructure, critical mineral supply chains, and border security.

As for Georgia, despite tensions in bilateral relations, the country continues to play an important role in U.S. regional policy. Georgia has sought to align itself with Washington’s agenda of promoting peace in the South Caucasus, while also discussing possible participation in the TRIPP project and its implementation. This approach appears to correspond with U.S. expectations, as Washington moves toward deeper engagement with Georgia within this framework.

Current U.S. policy extends beyond the bilateral level and has regional ambitions, seeking to strengthen cooperation with South Caucasus states individually while emphasizing shared regional priorities. 

CONCLUSIONS: Despite the apparent principled agreement of all parties on the route, its timeline for implementation and the duration of the process remain unclear. If realized, the route would give the U.S. a unique opportunity to establish a presence in the South Caucasus, and this commercial presence could evolve into a strategically significant one, especially if the route’s scale and capacity become significant enough for Azerbaijan, Armenia, and the U.S. companies responsible for its operation and security. Whether the U.S. can counter the long-standing influence of Russia and Iran in the region, both of which may view the project as undermining their interests, will depend on the consistency of the Trump administration’s policy, its sustained commitment, and the broader competition among global actors in the South Caucasus.

According to Armenian authorities, Yerevan and Washington plan to establish a consortium that would act as the main company responsible for constructing and operating the railway. The consortium could also build, manage, and operate pipelines, power transmission lines, and other related infrastructure. In addition to road transport, rail capacity is crucial to sustain the transport of Chinese goods along this route in order to ensure its economic viability and maximize cargo volumes.

From this perspective, overall U.S.–China relations are also critical. As a result, the U.S. faces the compound challenge of promoting peace and stability in the region and limit potential spoilers, while simultaneously improving relations with China and resolving outstanding tariff issues, tasks that pose a particularly difficult test for the Trump administration.

AUTHOR’S BIO: Suren Sargsyan is a PhD candidate Political Science. He holds LLM degrees from Yerevan State University, the American University of Armenia, and Tufts University Fletcher School of Law and Diplomacy. He is the director of the Armenian Center for American Studies.

By Nargiza Umarova

The Islamic Republic of Iran is intensifying its transport diplomacy with Central Asian states, driven by a shared interest in enhancing their competitive positions in transit transport amid the growing importance of east–west and north–south land corridors. Despite international economic sanctions and sustained pressure from the U.S., Iran continues to pursue mutually beneficial partnerships with neighboring countries to consolidate its role as a regional transit hub. This strategy is particularly evident in its promotion to Europe of the Southern Corridor, which involves virtually all Central Asian states, as well as China

BACKGROUND: In recent years, Central Asia has emerged as a focal point in the transformation of Eurasia’s transport architecture, reinforcing momentum for the development of sustainable trade routes through Iran to West and South Asia and to Europe. This trend aligns with China’s Belt and Road Initiative, which Iran formally joined in 2021 following the signing of a 25-year comprehensive cooperation agreement with Beijing.

China has shown growing interest in operating the southern branch of the New Silk Road, as heightened maritime tensions and the war in Ukraine, which have constrained the Northern Corridor through Russia and Belarus, have compelled Beijing to redirect part of its Europe-bound cargo to continental routes. Central Asia and the South Caucasus provide an alternative through multimodal transport across the Caspian and Black Seas. China is already engaged in trans-Caspian logistics: in 2024, cargo volumes transported from China via the Middle Corridor exceeded 27,000 containers, representing a 25-fold increase compared to 2023. At the same time, Beijing is pursuing the development of the Southern Transit Route for both economic and geopolitical reasons.

The EU is China’s second-largest trading partner. Mutual trade reached US$ 762 billion in 2024 and rose to almost US$ 850 billion in 2025. Given that Chinese exports to the EU are dominated by high-technology goods, Beijing naturally prioritizes containerized transport for overland logistics. From a technical perspective, the transit corridor through Iran is particularly well suited to this purpose. This corridor is expected to become monomodal following the completion of the China–Kyrgyzstan–Uzbekistan railway and the railway line linking Marand in Iran with Cheshmeh Soraya and onward to the Turkish border in the Aralık region. The latter project will eliminate the need for ferry transport across Lake Van in Turkey, which currently constrains the smooth functioning of the Southern Corridor.

In 2025, Iran’s Ministry of Roads and Urban Development announced plans to construct nine transit railway corridors with a total length of 17,000 kilometers, at an estimated cost exceeding US$ 10 billion. Upon completion, Iran’s rail network is expected to handle up to 60 million tons of cargo annually. Several of these projects, including the 200-kilometer Marand–Cheshmeh Soraya railway, are aligned with the Southern Railway Corridor and are intended to position it as the shortest trade route between East and West.

IMPLICATIONS: The granting of exclusive rights to the U.S. to develop the Zangezur Corridor, proposed to be named the “Trump Route for International Peace and Prosperity” (TRIPP), is increasingly prompting China to provide tangible support for the Southern Corridor through Iran. A joint venture, the TRIPP Development Company, has been announced, with the U.S. holding a 74 percent stake. Beijing may interpret this initiative as an effort by Washington to gain leverage over freight transport along the Middle Corridor. To mitigate this risk, China requires reliable transport routes that bypass the Caspian Sea.

China is currently constructing the Sarakhs railway terminal on the Turkmenistan–Iran border, a project expected to accelerate container transport along the China–Central Asia–Iran–Turkey–EU and Gulf routes. In August 2025, Iranian authorities reported that more than half of the project had been completed.

Beijing and Tehran have also agreed to electrify a 1,000-kilometre railway section from Sarakhs to Razi on the Turkish border. The project includes the construction of additional track segments, which are expected to triple freight capacity to 15 million tons annually.

Meanwhile, Iran and Turkmenistan plan to lay additional 1,435 mm- and 1,520 mm-gauge tracks between the Sarakhs stations to accelerate freight movement and expand border-crossing capacity. The objective is to raise cross-border freight volumes to 20 million tons annually, including up to 6 million tons transported by rail. Both countries have reaffirmed their commitment to strengthening the Southern Railway Corridor westward and the Central Asia–Persian Gulf multimodal transport corridor, the latter launched in 2016 under the Ashgabat Agreement by Uzbekistan, Turkmenistan, Iran, and Oman.

Uzbekistan’s policy of diversifying its trade flows and establishing efficient transport links with global markets has provided significant momentum to the development of the southern branch of the East–West transit corridor. As early as 2022, Tashkent, in cooperation with Ankara, launched freight rail services along the Uzbekistan–Turkmenistan–Iran–Turkey route. This corridor, with potential extension to the EU, was presented as the fastest and most efficient option for bilateral export and import deliveries.

Tashkent views the Southern Corridor, whose current capacity is limited to 10 million tons per year for technical and political reasons, as a potential driver of its own economic growth through a significant expansion of transport service exports. This prospect is closely linked to the completion of the China–Kyrgyzstan–Uzbekistan railway, scheduled for 2030. Once integrated with Iran’s rail network within the framework of the Shanghai Cooperation Organization’s unified transport space, the East Asia–Europe route will be shortened by approximately 900 kilometers, reducing delivery times by seven to eight days. As a result, the Southern Railway Corridor is expected to become the shortest monomodal link between these two economically advanced regions. In parallel, the construction of an international highway connecting China with Tajikistan and Uzbekistan is projected to generate additional cargo flows in the Iran–Turkey direction and to support the development of the China–Tajikistan–Uzbekistan–Turkmenistan–Iran–Turkey/EU multimodal transit corridor. Pilot implementation of this project is expected in 2026.

At the same time, the China–Kazakhstan–Uzbekistan–Turkmenistan–Iran–Turkey/EU and China–Kazakhstan–Turkmenistan–Iran–Turkey/EU railway corridors are under development. Their advancement is being coordinated through regular consultations among the railway authorities of the six participating countries, with two meetings held in 2025. The first took place in Tehran in May, after which China dispatched its first freight train from Xi’an to Aprin, Iran’s largest dry port, via Kazakhstan and Turkmenistan. This route reduces delivery times to approximately 15 days, around half the duration of maritime transport. By the end of 2025, 40 cargo trains had been dispatched from China to Iran, compared to only seven over the previous seven years. The significance of these developments extends beyond China–Iran trade, contributing to broader improvements in transport connectivity between East Asia and Europe.

On August 2, 2025, the heads of the railway companies of Iran, Kazakhstan, China, Uzbekistan, Turkmenistan, and Turkey held a further round of negotiations in Beijing on the operation of the southern branch of the East–West Corridor. Building on the May meeting, the parties elaborated a preliminary agreement establishing uniform transport tariffs along the China–Kazakhstan–Uzbekistan–Turkmenistan–Iran–Turkey/EU railway route, as well as measures to increase freight volumes, including standardized delivery times and simplified procedures.

Central Asian states seek transit through Iran not only to access Turkey and Europe by land, but also to reach the Indian Ocean via Iran’s major southern ports of Chabahar and Bandar Abbas. In 2023, Uzbekistan announced plans to build a terminal and warehouse facilities at Shahid Beheshti Port in Chabahar. In 2025, Kazakhstan declared its intention to construct a transport and logistics terminal at Shahid Rajaee Seaport, part of the Bandar Abbas Port. Tajikistan and Kyrgyzstan likewise attach high priority to transport cooperation with Tehran and are developing access to Iranian maritime infrastructure via Uzbekistan and Turkmenistan. These developments reflect the accelerated expansion of multimodal transport corridors along the north–south axis and the growing importance of Central Asia in global logistics.

CONCLUSIONS: Amid ongoing transformations in Central Asia’s logistics landscape, cooperation between the region’s states and Iran, whose geography provides ocean access and a diversified transport infrastructure ranging from highways to major seaports, is becoming increasingly critical. Despite international sanctions, the five Central Asian republics have adopted a flexible and pragmatic approach toward Iran, using transport diplomacy to strengthen their transit capacities. The key challenge ahead is the collective resolution of bottlenecks along the Southern Transit Corridor. This will require harmonization of transport policies and legislation, technical and technological standards, the adoption of unified transport documentation, and the establishment of a coordinating body to align the activities of the railway administrations along the route. 

It is equally critical to develop a consolidated approach to the conflict-generating situation in Iran, which poses a serious threat to the prospects of regional transport projects. In this context, Central Asian states should clearly define and defend their interests vis-à-vis Western partners, including the U.S., by seeking favorable conditions for promoting trans-Iranian routes.

AUTHOR’S BIO: Nargiza Umarova is 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 Anna Gevorgyan

The foreign and security architecture of Armenia has been largely shaped by the transformations of the role and capacity of regional actors after the 2020 Second Karabakh War. Russia’s continuing weakness due to its invasion of Ukraine, Turkey’s growing role in the region, and Iran’s increasing vulnerability due to security challenges and economic crisis have been the key drivers shaping regional developments. At the global level, the US's growing interest in involvement in regional affairs has become another important feature in Armenia’s future.

Read Crossroads of Uncertainty