The Kyrgyz government’s interest in the TCTC lies to a great extent in its transit potential between China and the European Union. It aims to rely on the upcoming China-Kyrgyzstan-Uzbekistan (CKU) railway to provide an additional route for Chinese goods transiting through Kazakhstan. In parallel, the government pursues trade facilitation reforms with its Central Asian and EAEU neighbours. Yet challenges remain. Firms report unpredictable transport times, high prices and anti-competitive practices on the TCTC, which limits its use by Kyrgyz exporters. Some also report insufficient cargo, especially eastwards, leading to congestion in one direction and financial losses due to empty or partially filled vehicles and containers on return journeys. The lack of adequate trucks and storage facilities has also proven challenging for the export of food products. Despite these challenges, they believe that the current situation provides a momentum for the long-term reorientation of cargoes along the TCTC.
Enhancing the Competitiveness of the Trans‑Caspian Transport Corridor in Central Asia
Abstract
This chapter briefly describes the recent economic performance of the Kyrgyz Republic before turning to its actual and potential involvement in the Trans-Caspian Transport Corridor (TCTC). Drawing on OECD analytical work and best practices, a private-sector survey involving local and foreign firms, fact-finding interviews with government representatives, and the government's responses to an OECD questionnaire, the remaining of the chapter then provides a comprehensive and updated picture of latest developments on the TCTC in the country. The analysis focuses on areas crucial to the corridor's development, including advancements in hard infrastructure, progress in trade facilitation measures, initiatives supporting private-sector growth, and climate change impacts and related policies affecting connectivity.
Economic growth has been strong, driven by re-exports and skilled migration, but remains sensitive to global headwinds
Following the COVID-19-related contraction, the Kyrgyz economy experienced a V-shape recovery in 2021 (Figure 4.1). Despite an underwhelming performance in agriculture, the recovery in 2021 was supported by a low base effect and a rebound in activity in the services and industrial sectors. In 2022, growth was driven by the relocation of businesses and highly skilled workers from Russia. Exports of IT services surged from $9.4 million in 2021 to $70.5 million in 2023 (Tazabek.kg, 2024[1]). In 2023, the effect of the positive migration shock dissipated, but growth remained relatively strong, driven by expanding consumer demand and investment (EDB, 2024[2]). These factors, as well as re-export operations to Russia, provided substantial support to domestic demand and growth (IMF, 2024[3]). Strong growth, together with fiscal consolidation, helped reduce the public debt/GDP ratio from 64% in 2020 to about 36.6% in 2024 (IMF, 2025[4]).
Source: (IMF, 2024[5])
This positive outlook is subject to important downside risks stemming from global developments, including trade frictions among the major world economies (IMF, 2024[3]). As the country is implementing measures to avoid secondary sanctions, gains from re-export operations could decrease. In September 2024, the National Bank of the Kyrgyz Republic implemented policies that restricted the ability of companies to re-export goods from third countries to Russia. Such measures prohibit payments for goods from or to foreign countries unless those goods are physically delivered into the Kyrgyz Republic (National Bank of the Kyrgyz Republic, 2024[6]).
Note 1: 2024 preliminary
Note 2: Mining includes the relevant analytical line from the National Statistical Committee and mining activities originally classified under Manufacturing (Production of basic metals, finished metal articles excluding machines and equipment). Manufacturing excludes reclassified mining activities
Note 3: Data from the Kyrgyz authorities may not always align with IMF standards, the authorities are working with the IMF to standardise their reporting (Kabar, 2025[7])
Source: (National Statistical Committee of the Kyrgyz Republic, 2025[8]), OECD analysis
The structure of the economy has remained largely unchanged in the past 6 years, with broad-based growth across sectors (Figure 4.2). Preliminary 2024 data indicate that services, net taxes on products, mining and agriculture continued to be the key pillars of the country’s economy. The country’s export of locally produced goods is largely resource driven. In 2018, precious metals accounted for 51% of total exports, primarily due to a one-off contract with the United Kingdom which represented 99.4% of the Kyrgyz Republic’s bilateral trade with the UK in that year. Figure 4.3 also shows that the export structure has become more balanced since, though mining-related products continue to play a major role, along with mineral fuels exports (refined petroleum) and cotton (non-retail pure cotton yarn, heavy pure woven and raw cotton). Figure 4.4 and Figure 4.5 also highlight a shift in import and export partners, with Russia gaining a significant share as a (re-)export destination (with the share increasing from 14% in 2018 to 19% in 2023).
The country aims to address its “transport dead-end problem”, with the development of the TCTC seen as a way to make transit from China to Europe more efficient
The National Development Strategy for 2018-2040 explicitly states that the Kyrgyz Republic aims to become a “transit country with safe and demanded corridors to facilitate the transit of passengers, goods and cargo” (Government of the Kyrgyz Republic, 2018[10]). The medium-term National Development Programme until 2026 further stresses that transport and logistics integration is one of the country’s most important priorities to address its “isolation” (Government of the Kyrgyz Republic, 2024[11]). Key measures include the construction of the China-Kyrgyzstan-Uzbekistan railway, the development of highways linking Kashgar to several Kyrgyz cities, the construction of an alternative North-South highway, the reconstruction of several roads, the development of a cargo centre at Manas International Airport, and air transport liberalisation (ibid). The strategies further highlight that the Kyrgyz Republic needs to accelerate the implementation of Eurasian Economic Union (EAEU) measures, as well as to pursue bilateral co-operation with China and Uzbekistan to remove barriers to regional trade.
The government is working to increase the country’s role on the TCTC by facilitating traffic flows from China. Since the lifting of COVID-19 restrictions by China in 2023, the government has reported traffic increases towards Europe. As a result, it has started expanding the capacity of existing border crossing points (BCPs) on the Kyrgyz-Chinese and Kyrgyz-Uzbek borders and opened new BCPs. It is also in the process of streamlining customs processes by delegating some functions from the transport authority to the State Customs Service, which now also coordinates sanitary-quarantine, phytosanitary, veterinary, transport, and customs-related checks in relation to goods and vehicles crossing the automobile checkpoints on the customs border of the Eurasian Economic Union in the Kyrgyz Republic.
Source: OECD and Pictoris (2025)
Hard infrastructure
Road is the preferred mode of transport for Kyrgyz companies, despite increasing congestion
The government is investing in new roads and has nearly completed the new North-South Road between Issyk-Kul and Jalal-Abad. This road aims to reduce delivery times for goods from Issyk-Kul and Chui oblasts to the south and Uzbekistan. The State Customs Service is also increasing the capacity of existing BCPs and building new ones. Thus, at the end of 2024, the newly constructed “Kensai Avtodorozhnyi” border crossing point resumed operations. The State Customs Service is also considering the reopening of the "Yntymak" checkpoint to reduce congestion at the "Dostuk Avtodorozhnyi" checkpoint on the Kyrgyz Uzbek border and better distribute cargo flows. Other significant road infrastructure projects include new logistics centres in At Bashi and Chernaya Rechka, and a new border crossing with China at the Bedel BCP in Issyk-Kul oblast. Following the resolution of the border dispute between the Kyrgyz Republic and Tajikistan, four border crossing points on the Kyrgyz-Tajik border resumed operations.
Road remains the main transport mode due to price competitiveness and improving road quality. This also reflects the specific challenges to rail development found in many mountainous countries. Respondents to the private-sector survey indicated that road transport is almost equal in price to rail transport from the EU/Türkiye to the Kyrgyz Republic, and much cheaper from the Kyrgyz Republic to the EU/Türkiye. At the same time, delivery times by rail are much higher. Private-sector respondents also highlighted improvements in the quality of roads, made possible thanks to road repairs and the 3,500 km of roads asphalted in the past four years (Akchabar, 2024[12]) (Logistan, 2024[13]).
Road quality improvement has not kept up with traffic growth, so congestion has increased. The main causes of congestion mentioned were insufficiently wide roads and missing border crossing points (BCPs). Half of the respondents mentioned growing bottlenecks at the borders with Kazakhstan, in particular. By contrast, traffic jams at Uzbekistan’s borders have lessened thanks to infrastructure upgrades on the Uzbek side.
Private companies also expressed concerns about outdated border infrastructure. Many BCPs currently lack modern inspection equipment and terminals. While some BCPs are officially open 24 hours, they may not operate at night. As a result, drivers face challenging work conditions, as there are no heated areas and warm boxes in which to rest, nor are there facilities for internet access, phone charging or dining. This makes compliance with labour laws challenging and raises road safety risks due to driver fatigue.
Companies pointed to a lack of sufficient infrastructure to store and transport perishable goods safely, including refrigerated trucks and climate-controlled warehouses needed to ensure the uninterrupted cold-chain transport of perishable goods. Furthermore, the incomplete implementation of green corridors, which are designed to enable expedited and prioritised customs clearance of goods, poses business risks for exporters of refrigerated produce. This issue becomes particularly pressing during the high-export seasons of spring and summer, as increased congestion at borders coincides with rising temperatures in the region. Additionally, exporters of perishables have noted that many customs officers are not aware of the need for expedited clearance for such goods, further exacerbating the problem. Some private sector actors started to address the issue of insufficient storage capacity: outside Bishkek, IBC Global oversees the construction of Global Hub, a multi-temperature, class A warehousing facility of 132.000 square meters with dry, freezing and fresh food storage spaces. The construction is expected to be finalised by the end of 2028 (IBC Global, 2025[14]).
Rail transport is being developed following a prolonged period of underinvestment
The private-sector feedback points to an aging, expensive, and slow railway network. The current network was inherited from the Soviet Union. Since then, it has lacked investment in maintenance and expansion due to financial constraints, a challenging geography and competing railways going through Kazakhstan. In addition, it does not reflect current internal flows of people and goods, as the Kyrgyz Republic’s railway network was designed to link the country to Moscow through connections with Kazakhstan in the north (through Bishkek), and to Uzbekistan in the south (through Osh). It does not link the northern and southern regions to each other. Survey respondents also noted the persistence of problems such as shortages of containers and significant delays, in particular for the transfer a cargo from or to rail, as well as rising railway transport prices.
Both private-sector respondents and the government consider the upcoming China-Kyrgyzstan-Uzbekistan (CKU) railway as a milestone in developing the Kyrgyz Republic’s connectivity. The railway, for which construction is ongoing, is to start in Kashgar, China, cross into the Kyrgyz Republic via the Torugart Pass, passing through Jalal-Abad, and going on to Andijan in Uzbekistan. When completed, the project will directly link the Kyrgyz Republic to China by rail, without the need for rail traffic to transit through Kazakhstan, as is currently the case (Eurasianet, 2025[15]) (Logistan, 2024[16]). Countries involved in the project also hope that the railway will reduce transit times from China to Europe by up to a week and will boost Chinese and Central Asian exports to Europe, as well as Chinese imports of Central Asian foodstuffs and raw materials (Eurasianet, 2025[15]). Private-sector respondents in the Kyrgyz Republic expect that higher competition among transport alternatives could help reduce transport prices.
Businesses acknowledge infrastructure improvements to sea transport, but these are insufficient to catch up with increasing traffic
Private-sector representatives from the Kyrgyz Republic are generally positive about port infrastructure developments in Kazakhstan and Turkmenistan but are dissatisfied with longer queues and ever-increasing fares. Positive changes in port infrastructure are generally offset by a lack of ferries, the number of which is insufficient to meet the increase in trade volumes. Transport times can become unpredictable “with queues as long as 400 cars” (OECD, 2024[17]) during the winter and spring, when weather conditions in Aktau limit ferry services, sometimes resulting in no service at all. Consequently, transport operators face significant delays. When planning routes, carriers consider multiple factors, including the heavy traffic at Aktau port in both directions and the more predictable conditions at Turkmenbashi port, which however only handles traffic towards Europe. Despite these complexities, the route through Kazakhstan remains more popular due to fewer border crossings and a visa-free regime. In search of more economical and predictable routes, some companies opt for alternatives, through Iran or Russia, especially when there is insufficient cargo for Central Asia and carriers seek full loads.
Infrastructure financing
The government hopes to leverage PPPs to alleviate stretched financing capacities
The financing of transport infrastructure projects mainly comes from the state budget, China and IFIs. Investments in the China-Kyrgyzstan-Uzbekistan railway, construction of which began on 27 December 2024, is projected to cost $8 billion (Fergana, 2024[18]), with most of the financing to be provided by China. The project holds great potential but also poses risks to the Kyrgyz Republic’s debt burden (36.6% government gross debt to GDP in 2024 (IMF, 2025[4]). Although debt levels are currently sustainable, the IMF points to very large expenditure on the railway relative to the size of the economy. The Kyrgyz Republic plans to invest $130.5 million in the CKU railway project's joint venture company, but the total investment could reach $700 million, representing 14.5% of the country's 2025 budget (Kaktusmedia, 2024[19]). Government representatives noted the possibility of attracting financial support from various bilateral and multilateral institutions. Several road reconstruction projects have also involved IFIs, such as the OPEC Fund for International Development, the EBRD, and the IsDB.
The Kyrgyz Republic has worked to improve its regulatory framework for public-private partnerships (PPPs). In early 2025, the country signed its first railway-sector PPP, the “Trans-Eurasian Route,” connecting Karakol and Makmal, with a U.S.-based consortium, (The Times of Central Asia, 2025[20]). The World Bank (2024[21]) notes improvements in the country’s regulatory landscape. The country has introduced new PPP-specific legislation and repealed and replaced earlier stand-alone PPP laws. In addition, various measures have already been implemented to increase private-sector participation in PPP-based infrastructure projects, including improving the legislative framework (updating the PPP law and developing new regulations), creating institutional support through government agencies and PPP centres, attracting international experience, and providing financial and fiscal incentives such as tax breaks and investment return guarantees. In addition, the regulations emphasise transparency of processes (transparent tenders and risk management), the protection of foreign investors' rights, the implementation of pilot projects, provision of state guarantees and subsidies, and the conclusion of long-term contracts. While progress has been made in improving the legislative conditions, effective and consistent implementation will be critical – and challenging.
Recommendations
Renovate the infrastructure around border crossing points
Further works could focus on developing the number of lanes to address insufficient road width. Private-sector respondents mention traffic jams when approaching the borders, where one-lane roads are often encountered. In addition to the creation of new border crossings, the government should consider modernising old ones. Measures include increasing the number of terminals and modern inspection equipment, installing heated rest areas and warm boxes for drivers. Respondents also reported that roads in Kazakhstan may be closed due to weather conditions in the winter, causing, according to many respondents, a significant obstacle to transport. Communicating this hurdle to Kazakh road authorities in due course could help alleviate the issue.
Ensure cold-chain transport by developing refrigerated transport and storage capacity
The government should ensure the availability of appropriate storage facilities. It could either invest in infrastructure or allow importers and exporters to use their own facilities under regulated conditions (OECD, 2021[22]), as well as provide subsidies for firms to build cold storage space. Given the limited resources available, it could focus first on supporting facilities for high-value exports (such as apples, raspberries, etc). It could also strengthen the transport network by subsidising the purchase of modern refrigerated trucks and containers (CAREC, 2022[23]).
In addition, it could enhance compliance with agreements to which it is a party. For instance, the government could refer to the WTO Trade Facilitation Agreement, which contains specific provisions pertaining to perishable goods, which require countries to ensure the shortest possible release time for perishable goods and to introduce arrangements to allow the release of these goods outside of the customs’ business hours, whenever possible (OECD, 2021[22]). In addition, despite being a signatory to the Agreement on the International Carriage of Perishable Foodstuffs and on the Special Equipment to be Used for such Carriage (ATP), ATP compliance has been unsatisfactory due to insufficient testing facilities, cold chain gaps, and weak enforcement, not least due to the fact there is no centralised ATP enforcement authority in place (UNECE, 2024[24]).
As a major trade hub as well as a country subject to high temperatures, the UAE has been developing several advanced solutions for refrigerated warehousing, refrigerated transport and the organisation of its cold chain.
The UAE hosts a dense network of modern cold storage facilities equipped with mobile racking systems for deep-freeze storage, advanced temperature control and real-time monitoring using the Internet of Things and AI solutions, which ensures product integrity for perishable goods such as fruit, vegetables and berries.
Among refrigerated transport solutions, temperature-controlled refrigerated trucks, crucial for last mile delivery as well as long-distance transport, support the domestic shipping of perishable products. Logistics providers use real-time temperature tracking, radio frequency identification (RFID) and artificial intelligence-driven monitoring systems to improve the reliability of their cold chain operations.
Along with private actors, the government acts as a major financing force behind the modernisation of the UAE’s warehousing facilities and transport. The government’s National Strategy for Food Security 2051 aims at providing its citizens with high-quality produce, thus encouraging innovation in the field of transport and storage of perishable goods.
Trade facilitation
According to the 2024 OECD Trade Facilitation Indicators, the Kyrgyz Republic is the 2nd top trade reformer in the Europe and Central Asia region for the 2022-2024 period and scores an average of 1.204 for 2024, ranking 2nd in Central Asia after Kazakhstan. The Kyrgyz Republic has made some progress in internal and external border agency co-operation, as well as information availability. The Kyrgyz Republic also scores best among Central Asia countries in governance and impartiality.
Source: (OECD, 2025[29])
The Kyrgyz Republic is part of several regional trade platforms
The Kyrgyz Republic is actively involved in several initiatives to harmonise its legal trade and transport connectivity framework with those of its partners. In addition to the EAEU, the Kyrgyz Republic is involved in the Organisation for Cooperation between Railways (OSJD), the Shanghai Cooperation Organisation (rail transport), UNECE SPECA (road and rail transport), UN ESCAP and the Organisation of Turkic States (OTS). The Kyrgyz Republic is also a member of the Unified Railway Law, a UN-backed system that seeks to create a unified framework, potentially replacing OSJD (SMGS) and OTIF (CIM).
Integration with the Eurasian Economic Union (EAEU) has brought tangible benefits but could slow further integration with other markets
The Kyrgyz government's responses to the OECD questionnaire highlight a significant emphasis on further integration within the Eurasian Economic Union (EAEU). Thus, the Concept for the Development of the Customs Service of the Kyrgyz Republic for 2022-2024 aligns with the EAEU’s digital agenda and the border of the Kyrgyz Republic is referred to as "the Kyrgyz section of the external border of the Eurasian Economic Union", which reflects the EAEU’s position as a single economic space. Bringing the transit system in line with EU standards does not seem to be a short-term priority.
According to private-sector respondents, EAEU integration has led to increased transport efficiency, notably through the implementation of mandatory electronic navigation seals for certain types of goods1. These seals enhance transparency by enabling real-time cargo tracking and storing essential information, including customs and transport documents. The technology also simplifies border crossings and accelerates delivery times. Additionally, it ensures that cargo remains securely sealed, preventing unauthorised access. Although renting, placing and removing the seal entail costs, the seal reduces carriage expenses by minimising the risk of loss or damage, making cargo insurance cheaper.
Integration with the EAEU is sometimes in tension with the country’s participation in global trade initiatives and conventions. For instance, the e-TIR implementation in the Kyrgyz Republic is facing delays due to discrepancies in transit document requirements, which contradict other document harmonisation efforts. More specifically, the EAEU uses different languages for text fields, mandates additional data, and uses a distinct format and structure for exchanging messages between controlling bodies. In July 2024, the UNECE proposed a technical solution to connect EAEU countries to the e-TIR system (UNECE, 2024[30]). Despite differences in the required minimum data set, transport under TIR Carnets still takes place, with the electronic version (e-TIR) requiring holders to provide supplementary information either directly or through intermediaries (ibid).
Opaque transit permit allocation and lack of harmonisation represent obstacles to the TCTC's development
Respondents consistently emphasised the need to simplify border-crossing and transit-permit procedures for the corridor’s development. A major challenge highlighted was obtaining transit permits, known as "dozvoly," which are issued by relevant transport authorities in the countries of the region (by the Department of Land and Water Transport under the Ministry of Transport and Communications in the case of the Kyrgyz Republic). Despite the creation of a web portal for issuing permits and the introduction of digital payments, firms mentioned the limited availability of these permits (“transport companies often run out of them”) and their inflated prices, driven by resale by companies that hold them in excess (OECD, 2024[17]).. Respondents suggested that the availability problem might stem from inaccurate data analysis, hindering the responsible authority's ability accurately to forecast annual demand. Alternatively, it could be linked to reduced quotas, where permits are allocated on a parity basis. This has been particularly problematic with European countries, especially Lithuania, due to decreasing transport flows following restrictions on the use of the Northern Corridor.
The private sector underlines that the lack of uniform solutions brings unnecessary complexity and drives up costs – particularly for SMEs, which have less ability to adopt tailored solutions due to capacity constraints and higher market research costs. For instance, respondents mentioned the absence of a comprehensive, end-to-end cargo insurance for transport across the region, which requires them to obtain an insurance policy in each country. This makes smaller carriers with fewer vehicles and less regular transport in both directions less competitive and creates room for artificial price increases by larger market players. Smaller firms also tend to underinsure due to high premia for multiple single-shipment policies, posing significant risks to the continuity of their business in case of unforeseen events.
Restrictions on competition at the regional level hinder the competitiveness of the TCTC
Despite an overall positive dynamic of co-operation in the region, firms report anti-competitive practices by governments aimed at favouring domestic carriers over foreign ones. These practices include targeted corruption requests, excessive cargo demands (such as requiring sealed transit shipments under TIR Carnet), lengthy delays in cargo inspections that can last weeks, and unfair accusations of non-compliance with labour laws. For instance, foreign companies may face penalties for having drivers work more than nine hours, in accordance with the EAEU Customs Union laws, harmonised with the European Agreement on the Work of Crews of Vehicles Engaged in International Road Transport. However, as mentioned above, the infrastructure for driver rest remains limited, which challenges compliance with labour laws. In addition, protectionist barriers mandating local insurance providers increase costs for transhipments. On a positive note, private-sector representatives in the Kyrgyz Republic have reported improvements in trade relations with Uzbekistan, largely due to easier entry procedures, faster border crossings, and new road infrastructure (OECD, 2024[17]).
Digitalisation
Customs digitalisation has enabled smoother information and data exchange
The State Customs Service spearheads two ongoing initiatives to improve digital information flows at different stages of customs control. The first one, Sanarip Tamga (Digital Letter, carried out with GIZ support), allows the authorities to receive advance information and determine which forms and types of controls need to be performed before goods arrive at the BCPs. Businesses can use this new portal to submit preliminary information before arriving at the border, while government agencies can exchange information. The project was implemented at all border crossing points located on the external border of the EAEU in the Kyrgyz Republic that handle the movement of goods.. Another on-going project aimed at the digitalisation and simplification of customs procedures is the Smart Bazhi (Smart Customs) system. It records the entire customs control process and aims to serve as a single information system.
At the regional level, the Kyrgyz Republic is increasingly cooperating with its neighbours on data exchange. The most recent initiative includes the signing of a Protocol between the Customs Committee of Uzbekistan and the State Customs Service of the Kyrgyz Republic on procedures defining customs data exchange and statistics. An automated information system, "Portal of Information Interaction with the Republic of Uzbekistan", was developed to transmit, receive, store and process data on goods and vehicles. This system will help assess customs risks, make preliminary decisions on the choice of forms of customs control and measures to ensure customs control. Work is also under way to sign similar agreements with Iran, Turkmenistan and Pakistan. In addition, the Customs Code of the Eurasian Economic Union (EAEU) already prescribes customs data exchange among its members. Alongside this, within the framework of the signed Memorandum on the implementation of the electronic permit exchange function “e-Permit,” the departmental information system “Electronic Transport Control” has been upgraded. As part of this work, integration with the information systems of the State Customs Service has been implemented, as well as with the systems of Uzbekistan, Azerbaijan, and Turkey. Expansion of integration with the information systems of Kazakhstan, China, and Georgia is under consideration.
On-going digitalisation reforms aim to enhance truck flow management
The authorities reported the installation of an automatic weight and dimension control system at road checkpoints to detect the movement of vehicles that exceed permissible weight and size limits. At the end of 2024, on the principle of a public-private partnership (PPP), the National Agency for Investment Promotion conducted an international tender to select a contractor for the implementation of an automatic weight and dimension control and fee collection system (AWDC). Currently, a working group has been established by the Ministry to oversee the implementation of the AWDC, studying international experience in implementing such a system and the necessary technical documentation. They are also planning the introduction of an IT system for digital toll collection and control.
The government recently introduced an electronic queue management system (e-QMS) to enhance truck flow management at border crossing points with Uzbekistan. The pilot project was initially launched at the Kyzyl-Kiya border crossing point (Vesti.kg, 2024[31]), allowing preliminary queue booking when leaving Kyrgyz territory and automatic booking when importing goods into the country. Building on this, the system has now been launched at the Dostuk/Dustlik border crossing point. Implemented with the support of the International Trade Centre (ITC) within the framework of the EU-funded Ready4Trade Central Asia project,the e-QMS enables advance online vehicle registration, reducing waiting times and improving the predictability of border crossings (ITC, 2025[32]).
The implementation of the e-TIR and e-CMR is still pending
The Kyrgyz Republic is working to implement the digital versions of international transport conventions. It acceded to the e-CMR protocol in 2022 and is still testing its practical implementation. The e-CMR allows the electronic submission and tracking of transit declarations. In November 2024, a pilot project on e-CMR implementation was launched within the EAEU (Trans.ru, 2024[33]). In addition, the country applied for accession to the e-TIR in April 2024. However, as mentioned above, e-TIR implementation is taking more time than planned due to conflicting requirements for transit documents between the EAEU and the International Road Transport Union (IRU), the operator of the e-TIR. The e-TIR system facilitates electronic data exchange and the advance receipt of cargo information by customs, which fasten border crossings.
Paper-based documentation is still required
More than 60% of the survey respondents expressed their desire for the customs declaration procedures to become fully digital. Some respondents identify the partial implementation of electronic document management as the main issue hindering the development of the transport corridor, as currently only pre-declaration can be done electronically. In addition, the current form of electronic document management is not harmonised with neighbouring countries. Some respondents noted that drivers are still required to carry hard copies of documents or to send documents to inspectors at customs ahead of the crossing (OECD, 2024[17]).
Working risk-based assessment systems at BCPs can alleviate risks of commercial loss
A significant number of respondents emphasised the pressing need to scale up the introduction of risk-based border control systems (as opposed to blanket inspections)2 at all BCPs. Such systems are currently in place at EAEU border crossings only. According to the government, they have already reduced the good release time for exports and imports to 30 minutes from the time of registration of the customs declaration for goods along the green corridor. A time limit of no more than three hours was also set for placing goods under customs procedures. Private-sector representatives suggest that the large-scale introduction of a risk system could start with a separate, priority line for perishable goods, as they both increase total queue time and need faster clearance. However, the majority of the survey respondents reported that existing green corridors did not work.
Tariff policy
While information on tariffs is accessible, firms mention that transport prices unexpectedly vary
A majority of respondents indicated that information on tariffs was rather accessible and available to all market participants. Dissatisfaction mainly relates to unpredictable increases in transport prices, frequent tariff changes and lack of pricing transparency. One private-sector respondent said that tariffs could change during the actual carriage of cargo, even after transport costs have been agreed upon with the customer (OECD, 2024[17]). While state intervention on tariff setting for road transport may not be appropriate, reducing unpredictability around the time needed for border crossing could lowering costs and enhance vehicle utilisation.
Inter-operability
The Kyrgyz Republic has ratified the ADR to improve its road safety standards
The Kyrgyz Republic just joined the Agreement concerning the International Carriage of Dangerous Goods by Road (ADR) (The Cabinet of Ministers of the Kyrgyz Republic, 2025[34]). This agreement, which had been identified as a priority area for reform in the EU-commissioned EBRD study, aims to standardise the safety and documentation requirements of the transport of hazardous materials (EBRD, 2023[35]). Yet, although truck weights and dimensions are harmonised with other countries of the region (except for Uzbekistan), standard requirements for truck weight and dimensions differ from EU standards. In July 2025, there was no indication that harmonisation was foreseen.
Recommendations
Make the criteria for transit permits (dozvoly) allocation more transparent
Despite notable improvements in the allocation of transit permits, thanks to the introduction of digital payments, the private sector still notes significant issues obtaining them. Problems are mainly associated with the cost and availability of transit permits. Towards the end of the year, when such permits run out, companies spend unnecessary time and energy to find alternative carriers which can still offer permits. If they deem it inappropriate to disclose publicly the number of permits issued per year, the Kyrgyz authorities could still make the criteria for issuing permits more transparent and consider introducing an electronic transit permit system. As a first step, electronic invoices for the transit permits should be introduced to enable companies to report permit expenses to the tax authorities. Authorities also need to consider how to regulate the hoarding of permits by some market participants.
Solve compatibility issues between EAEU and TIR requirements
The digitalisation of document management requires completion to meet the private sector’s needs. Key issues include the absence of electronic transit permits and the de-facto requirement for drivers to carry hard copies of documents. At present, only the pre-declaration is conducted electronically, and e-CMR is not operational yet. As a first step, the government should consider UNECE’s proposed technical solution which would allow to maintain dual compatibility between the Eurasian Customs Union and TIR Convention provisions to implement the e-TIR.
Closer working-level dialogue between authorities can ease business operations
Relatively simple measures can be taken to smooth border crossings. For instance, private-sector respondents mentioned the unpredictable and inconsistent implementation of working hour schedules between customs on two sides of the border. Customs could therefore agree with their counterparts on the other side of the border on consistent schedules, and better communication on holidays and scheduled closures.
Roll out risk-based assessment systems and lanes at all BCPs
The existing risk system needs to be expanded to all BCPs to accommodate the growing volume of shipments, together with road widening and the creation of coloured lanes. Addressing these challenges requires not only to expand the total number of corridors but also to diversify their types by creating specialised corridors for different categories of cargo: perishable goods, dangerous goods, goods requiring special control (e.g., sanctioned goods), and transit goods.
Sustainability and climate change
Most firms do not integrate environmental considerations in their operations but would be willing to do so under certain (mostly financial) incentives
The majority of respondents confirm that they would be ready to make their business greener were financial and tax incentives available. Several firms report that they have limited or no financial capacity for such investments, which they consider unprofitable. Only a few firms reported that they were trying to make their businesses greener. Several respondents expressed concern at the alarming drop in the level of the Caspian Sea (OECD, 2024[17]).
The government focuses on building bypass roads around major cities to mitigate congestion and improve air quality. Recent infrastructure initiatives include constructing bypass roads in key regions such as Uzgen and Issyk-Kul. These projects are designed to divert traffic away from densely populated urban centres, decreasing both travel times and local pollution, and improving road safety. For example, the Uzgen bypass—a PPP project—comprises over 14 km of new roads, several bridges, and a toll system, and is expected to reduce congestion on the Bishkek–Osh highway, which experiences high vehicle traffic (The Times of Central Asia, 2024[36]). Recent ITF-SIPA analysis, however, indicates that current and future freight resilience policies are not prioritised by the government (ITF-SIPA, 2024[37]). In addition, the upcoming CKU railway is not foreseen to be electrified, due to engineering and technical challenges, high construction costs and power grid limitations.
Recommendations
Support less emissive road transport
Given that road remains the main mode of transport in the country, the government could do more to minimise its environmental impact. It could study Uzbekistan’s experience, as the country has been implementing incentives to reduce emissions, including promoting EV adoption in urban transport. A comprehensive roadmap to approach the problem of reducing the environmental impact of commercial transport and reach carbon neutrality has been proposed by the International Road Transport Union (IRU) – the IRU Green Compact. The framework consists of five pillars, which are: alternative fuels (including fuel quality standards), efficient logistics, efficient vehicles, efficient drivers and collective mobility (IRU, 2023[38]).
Consider providing support to firms adopting green practices
A mix of financial instruments, regulatory measures, and training could encourage and support the green transition of companies involved in or reliant on transport. The policy mix should account for the heterogeneity of the private sector. When providing sector-specific measures; tax incentives and favourable loans should be preferred over direct subsidies (OECD, 2018[39]), while fossil fuel subsidies should be phased out (IEA, 2022[40]). Measures which include mechanisms that create and expand green markets with public procurements standards and change firm behaviour (e.g., with energy efficiency standards) can also stimulate the demand for green solutions (OECD, 2024[41]).
Awareness-raising through communication campaigns should be carried out to support firms’ sustainability endeavours. Many businesses report a lack of awareness regarding the government’s initiatives, including the previous Green Economy Development Programme for 2019-2023. Therefore, strengthening the government’s communication strategy is critical to achieving the goals of the next programme. The campaign can go beyond mentioning the incentives and their concrete benefits, as it can also educate businesses on the concept of sustainability, its importance and practical steps they can take to green their operations.
The table below summarises the findings described in the chapter and suggests a set of measures to address the challenges identified.
Source: OECD analysis
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