After 27 years of twists and turns, the China-Kyrgyzstan-Uzbekistan railway project has finally made significant progress and successfully signed a cooperation agreement in Beijing.
However, shortly after this announcement, a small incident occurred: Uzbekistan decided to award the railway contract to South Korea instead, adding further uncertainty to the future of the China-Kyrgyzstan-Uzbekistan railway.
What reasons led Uzbekistan to suddenly change its mind?
Where will the future of the China-Kyrgyzstan-Uzbekistan railway project go from here?
The China-Kyrgyzstan-Uzbekistan railway project originated in 1997 and is considered a crucial regional cooperation initiative spanning China, Kyrgyzstan, and Uzbekistan.
This railway is planned to traverse these three countries, starting from Kashgar in Xinjiang, China, and ending in Andijan in eastern Uzbekistan.
The total length is approximately 523 kilometers, with about 213 kilometers in China, 260 kilometers in Kyrgyzstan, and 50 kilometers in Uzbekistan.
As a key component of the Belt and Road Initiative, this railway aims to enhance connectivity between China and Central Asian countries, fostering regional economic development.
Once completed, it will provide China with the shortest freight route to Europe and the Middle East, reducing transport distances by 900 kilometers and cutting delivery times by 7 to 8 days.
This infrastructure project will not only optimize Uzbekistan's transport infrastructure, increase railway capacity and cargo throughput, but also create new job opportunities, improve living standards, and enhance economic development locally.
For landlocked countries like Uzbekistan, the completion of the China-Kyrgyzstan-Uzbekistan railway will provide a significant advantage by offering its first maritime outlet, fundamentally altering its geographical limitations.
For China, especially Xinjiang, the project holds equal importance. Its completion will transform the region's existing transportation network, providing a convenient, fast, and secure artery for transportation and a new energy corridor, thus promoting industrial restructuring and sustained economic development in Xinjiang.
In essence, the completion of the China-Kyrgyzstan-Uzbekistan railway is not just a critical infrastructure project but also a vital platform for regional connectivity, economic development, and international cooperation, bringing tangible economic benefits to the countries along its route.
According to plans, construction of the railway was originally scheduled to start in autumn 2023 but has been delayed due to various reasons, including geopolitical factors, particularly Russia's stance as a significant influencer in Central Asia.
Despite the multiple benefits the completed railway would bring to the countries along its route, Russia has remained cautious.
Even after the dissolution of the Soviet Union, Russia continues to view Central Asia as its traditional sphere of influence and is reluctant to let other countries expand their influence in the region.
Therefore, despite signing cooperation agreements with China over 20 years ago, substantive progress on the China-Kyrgyzstan-Uzbekistan railway project has been delayed.
However, with the outbreak of the Russia-Ukraine war, Russia has gradually realized that its relations with Europe will no longer be as friendly as before.
After facing continued sanctions from Western countries, Putin eventually changed his stance and announced that Russia would no longer oppose the construction of the China-Kyrgyzstan-Uzbekistan railway.
In this context, China, Kyrgyzstan, and Uzbekistan have actively pushed forward with the project's implementation.
However, shortly after the cooperation agreement was signed, South Korea unexpectedly intervened.
During South Korean President Yoon Suk-yeol's visit, Uzbekistan claimed that it had promoted cooperation between the South Korean high-speed train manufacturer Rotem and Uzbekistan, with the cooperation amounting to over 1.4 billion RMB.
This indicates comprehensive action by South Korea in the region.
Under the contract, South Korea will export six high-speed trains capable of speeds up to 250 kilometers per hour to Uzbekistan, each consisting of 7 cars totaling 42 cars.
Additionally, South Korea will provide maintenance services to Uzbekistan, including 2 years of minor repairs and 9 months of major repairs.
However, while South Korea's high-speed trains operate well domestically, their performance in Uzbekistan's complex and varied terrain and environment remains uncertain.
In contrast, China's high-speed rail technology is more mature, having undergone extensive technological innovation and validation under complex domestic terrain conditions.
Therefore, cooperating with China on high-speed rail would undoubtedly be a more suitable choice for both parties.
So why did Uzbekistan choose South Korea this time?
From the current situation, Uzbekistan's cooperation with South Korea extends beyond railway construction alone.
Reportedly, South Korea actively provided a large-scale infrastructure cooperation investment document spanning 17 pages, which is undoubtedly a highly attractive option for Uzbekistan, which urgently needs to revitalize its economy.
Therefore, Uzbekistan's choice to cooperate with South Korea can also be seen as a coordination and balance of multiple interests behind the China-Kyrgyzstan-Uzbekistan railway.
It can be seen that the strategies of Central Asian countries in international cooperation are becoming increasingly flexible, not only maintaining close cooperation with China and Russia but also actively seeking cooperation opportunities with other countries such as South Korea.
Whether Uzbekistan's decision is a helpless move or a clever strategy remains to be seen.
Ultimately, who will emerge as the winner in this silent competition, we will have to wait and see.
Comments