With WTO accession underway, Uzbekistan has set high targets for increased trade and better access to global supply chains. Private-sector respondents confirm significant progress in the trade environment, with improved road quality, the digitalisation of trade procedures, and the construction of logistics centres. Yet, technical glitches, unreliable data exchange with customs and the multiplicity of agencies involved in border crossings constitute significant bottlenecks. Going forward, Uzbekistan’s adoption of the Trade Facilitation Agreement (TFA) should help. The country’s renewable energy agenda is already bearing fruit. The promotion of cleaner and less emissive vehicles in particular would reinforce progress toward the green transition.
Enhancing the Competitiveness of the Trans‑Caspian Transport Corridor in Central Asia
Abstract
This chapter begins with a review of Uzbekistan’s recent economic performance and reforms. The subsequent sections offer an up-to-date analysis of the development of the Trans-Caspian Transport Corridor (TCTC) in Uzbekistan, drawing from various sources: a thorough literature review on the TCTC, the OECD knowledge base, a survey of private firms, both local and foreign, OECD interviews with private-sector stakeholders and international organisations, and the government's responses to an OECD questionnaire. The analysis delves into critical areas for the corridor's growth, including progress in hard infrastructure, advancements in trade facilitation measures, and initiatives led by the private sector.
Uzbekistan’s diversified economy has fared well in recent years despite successive external shocks
The economy has outperformed expectations
Uzbekistan’s economy has grown steadily despite recent economic shocks. It avoided a recession during the COVID-19 pandemic and reaped short-term economic benefits from the impact of Russia’s war in Ukraine, due to increased remittances, exports and consumer demand, the latter partly driven by an influx of Russian migrants. In 2024, it achieved a 6.5% growth rate, surpassing expectations from the IMF, EBRD, ADB, and World Bank. The economy is diversified, with manufacturing industry, services, and agriculture each contributing roughly equal shares of GDP. Although the inflation rate has remained high and stood at 9.6% in 2024, it is on a downward trend (IMF, 2025[1]). Remittances from Uzbek citizens working in Russia amounted to 14.8 billion USD in 2024, representing close to 13% of GDP1 (Gazeta.uz, 2025[2]).
Source: (IMF, 2025[1])
On-going reforms have contributed to economic growth
Uzbekistan launched an extensive wave of reforms in late 2016 to liberalise the economy, beginning with liberalisation of the foreign-exchange regime, the removal of barriers to cross-border flows of goods and people, the improvement of diplomatic relations with neighbours, the elimination of forced labour and tax reforms (Foreign Policy Centre, 2020[4]). Crucially, the reform agenda has focused on reducing the state footprint in the economy and creating level-playing conditions among market participants. Over 500 state-owned enterprises (SOEs) and assets across sectors were identified for privatisation in a presidential decree in 2020 (Lex.uz, 2020[5]), with further legislative amendments introduced in 2024 to clarify the procedures governing the privatisation process (Lex.uz, 2023[6]). As a result, 1,200 SOEs were sold between 2019 and 2024 (World Bank, 2024[7]). However, large, strategically important enterprises mostly remain under state ownership (OECD, 2023[8]). The recent appointment of Franklin Templeton, an asset management firm, to improve the governance of 18 large SOEs and prepare them for an initial public offering (IPO) is a positive step towards this goal.
FDI start from a low base but are on the rise
In the fourth quarter of 2024, FDI inflows reached 3.87 billion USD, their highest level since 2021, while the FDI stock was estimated at 14.9 billion USD (14.6% of GDP) in 2023 (OECD, forthcoming[9]) (Kun.uz, 2025[10]). These inflows have come from an increasingly diverse range of partners: if China and Russia are still dominant, Uzbekistan has also attracted substantial investment from Saudi Arabia, the UAE and Germany in recent years (US Department of State, 2024[11]). The primary recipient sectors of FDI are energy, metallurgy and chemical industry (Lloyd's Bank Trade, 2024[12]).
Trade patterns and partners have evolved
The opening of Uzbekistan since 2017 has coincided with changes in the export and import baskets (Figure 7.3)The country has shifted from being a major exporter of mineral fuels and oils, particularly natural gas, to a net importer of the latter. In 2018, mineral fuels and oils accounted for 26% of Uzbekistan's exports. However, by 2023, this figure had dropped to just 4.6%, due to declining gas production. As a result, Uzbekistan has gradually increased its imports of natural gas from Turkmenistan (Kun.uz, 2023[13]) and Russia (Kun.uz, 2024[14]). The decline in gas exports has been partially offset by a substantial increase in gold exports. Gold's share in Uzbekistan's total exports rose from 23.6% in 2018 to 45.6% in 2023 (Observatory of Economic Complexity, 2025[15]). In the first quarter of 2024, gold exports reached 2.66 billion USD, representing 41.7% of the country's total exports (Times of Central Asia, 2025[16]). This shift has significantly affected Uzbekistan's trade relationships, particularly with China (Figure 7.4) (Figure 7.5) (Box 7.1). Interestingly, the United Kingdom's share among Uzbekistan's export partners rose from 1% in 2018 to 11% in 2023, likely reflecting single-off gold purchases (Figure 7.4). Regardless of gold increasing its share in the total value of exports, Uzbekistan has demonstrated a significant surge in monetary terms of exports of goods with moderate and high levels of value added (Table 7.1).
China has been Uzbekistan’s most important source of FDI inflows in most years since 2009, though China’s share has declined from 46% to 25.6% in 2023. In 2023, China was also Uzbekistan’s largest single creditor, with close to 4 billion USD owed by Tashkent, although the country has been mitigating credit risk by borrowing from various lenders, including a significant share of its debt owned by IFIs.
China is also a major trade partner, including through natural gas exports. Between 2018 and 2023, Uzbekistan's gas exports to China fell by more than half, from 1.29 billion USD to 495 million USD. Consequently, Uzbekistan's total exports to China fell from 2.24 billion USD to 1.82 billion USD during the same period. On the other hand, the volume of Chinese exports to Uzbekistan more than tripled between 2018 and 2023 (from 3.94 to 12.7 billion USD). China's share of Uzbekistan's total imports increased from 20.7% to 32.3% during this period.
Trade with the European Union has been increasing. Besides Uzbekistan’s traditional trade partners such as Russia, China, Kazakhstan, Türkiye and Afghanistan (these five countries consistently rank among Uzbekistan’s ten largest export destinations, see Figure 7.4), European countries such as Germany and France were among Uzbekistan’s top ten trade partners in 2023, while Lithuania, Italy, and Poland were also included in the top twenty (UZSTAT, 2024[18]). Approximately 60% of Uzbek exports to the European Union entered the European market under the GSP+ preferential scheme2 (EEAS, 2025[19]). Uzbekistan is actively working at enhancing other trade relationships, such as with the United Arab Emirates, with which trade turnover reached nearly 1.091 billion USD in 2023, compared to 274 million USD in 2018. Another emerging partner for Uzbekistan is Pakistan with which trade turnover rose from 94 million USD in 2018 to 385 million USD in 2023 (Observatory of Economic Complexity, 2025[15])
Uzbekistan joined several conventions and agreements to facilitate trade. In 2021, it acceded the Commonwealth of Independent States (CIS) free trade agreement, thus facilitating trade with its neighbours. To advance WTO accession, the country has significantly reduced its average most-favoured-nation tariff (ADB, 2025[20]) and concluded accession negotiations with major partners, such as the United States and China, entering the final stage of the accession process by the end of 2024 (Gazeta.uz, 2024[21]). In October 2025, Uzbekistan signed the Enhanced Partnership and Cooperation Agreement (EPCA) with the European Union and concluded bilateral negotiations on market access for goods and services under its ongoing WTO framework (EEAS, 2025[22]). These developments establish binding tariff commitments, strengthen the benefits of the existing GSP+ scheme, and aim to lower tariffs, streamline customs procedures, and align export standards with EU requirements. With WTO adhesion and related agreements, the country aims to better reach international markets and reduce border-crossing expenses, particularly important for a double-landlocked country (WTO, 2024[23]).
Source: Observatory of Economic Complexity, OECD analysis (2025)
Enhanced connectivity is a key objective of the country’s development strategy
Connectivity plans are ambitious
The government is pursuing an ambitious transport strategy to improve the country’s connectivity. The Uzbekistan 2030 Strategy outlines a roadmap towards better transport connectivity through infrastructure modernisation and construction. The goal of the Strategy is to reach 16 million tons in cargo volume passing through Uzbekistan’s territory, to reduce rail transport time by 40%, to electrify 65% of the country’s railroad network, to multiply the number of flights by 4 and to build 56 000 km of new roads by 2030 (Republic of Uzbekistan, 2023[24]). The "Strategy for the Development of the Transport System of the Republic of Uzbekistan until 2035" outlines conditions to increase the volume and quality of passenger and freight traffic, improve the transport sector management system, and introduce new approaches to the training and development of transport specialists.
Uzbekistan aims to improve its sea access and reduce shipment times to major markets
Uzbekistan has leveraged its central location in the region by developing multiple trade corridors. Historically, the country relied heavily on the so-called “Northern Corridor” through Russia for exports to the European Union, utilising Soviet-era road and railway infrastructure. The Iranian seaport of Bandar Abbas also served as a crucial maritime access point, though its use has been constrained by sanctions on Iran (Maritime Gateway, 2023[25]). Uzbekistan has focused on developing routes through Afghanistan and Pakistan to access Gwadar and Karachi ports and increase reach to South Asian markets. The three countries intend to build a Trans-Afghan railway, which would connect the rail networks of Uzbekistan, Afghanistan and Pakistan.
The TCTC can support the country’s export and transit goals
Russia's full-scale invasion of Ukraine has increased reliance on the TCTC. Uzbekistan is enhancing its co-operation with Turkmenistan, with the recent signature of a memorandum on co-operation in the areas of locomotive services and containerised cargo traffic (Daryo, 2024[26]). Uzbekistan and Kazakhstan also agreed on the creation of a joint venture which will provide cargo terminals on the Chinese Kazakh border and transport on the China-Kazakhstan-Uzbekistan corridor (The Times of Central Asia, 2024[27]). The two countries already registered a 17.2% increase in rail freight transport volume between 2022 and 2023 (from 26.8 million tons to 31.4 million tons) (Ministry of Foreign Affairs of the Republic of Kazakhstan, 2024[28]). The launch of the China-Kyrgyzstan-Uzbekistan railway is also seen by the two Central Asian countries as an opportunity to diversify routes, reducing reliance on the route through Kazakhstan while generating transit revenue for Uzbekistan and Kyrgyzstan. This new railway will also run near valuable mineral deposits, enhancing its strategic importance (The Central Asia-Caucasus Analyst, 2025[29]) (The Caspian Post, 2025[30]).
Source: OECD and Pictoris (2025)
Hard infrastructure
More than 90% of the total volume of cargo was transported by road in 2024
Road quality is improving in the back of road construction, with a focus on toll highways and rural road development. The majority of OECD private-sector survey respondents recognised the improving quality of roads. As in other countries of the region, road haulage is preferred by private-sector respondents due to more flexible route planning, increased delivery speeds, higher asset turnover and a lower cost compared with rail transport. However, some respondents mentioned that the quality of intercity roads in Uzbekistan could be improved, and better roads could reduce delivery times significantly. Improved roads could also help reduce congestion at the borders with Kazakhstan, with private-sector respondents particularly reporting congestion at the Yallama and Saryagach BCPs.
Uzbekistan's road development strategy is underpinned by the development of toll roads through Public-Private Partnerships (PPPs) to generate revenue for further infrastructure development. With IFI support, the government plans to build its first toll roads by 2030 to link the country’s largest cities to each other. Projects foreseen include the Tashkent-Samarkand, Tashkent-Andijan, and Samarkand-Bukhara highways (Gazeta.uz, 2024[31]). It is also planning renovation works to improve capacity of existing infrastructure, with projects such as the construction of the Takhtakaracha tunnel, the ring road in Chirchik, and the renovation of the Samarkand-Karshi highway, all to be completed by 2030.
Domestic network enhancement is also a key component of the road development strategy. The World Bank has supported Uzbekistan in a project to construct and renovate regional roads, addressing the under-investment in smaller highways (World Bank, 2025[32]). The ADB is currently supporting Uzbekistan in the renovation of the Denov-Darband road (ADB, 2025[33]), which will enhance connectivity between Uzbekistan’s main highways and the Surkhandarya province, with connections to Afghanistan through Termez and to Tajikistan through the Denov-Sariasiya route. Additionally, the project supports the reconstruction of the Bukhara-Gazli section of the A380 highway (ADB, 2024[34]), as well as the renovation of several rural roads in the Bukhara and Surkhandarya regions.
Caspian Sea crossing is unpredictable
From the private sector’s perspective, the efficiency comparison between Aktau and Turkmenbashi ports remains nuanced, but many respondents report a preference for Aktau due to its better multimodal infrastructure. Aktau's higher throughput capacity gives it an edge for cargo movement from Azerbaijan and Türkiye, while Turkmenbashi's containerisation focus may slow transit times for perishable goods. Although Turkmenistan offers lower transit tariffs and less congestion, it lacks adequate rail-to-ferry transhipment infrastructure. Both ports, along with Alyat in Azerbaijan, face operational challenges due to insufficient crane infrastructure, particularly with increasing Chinese cargo flows. Respondents mention that expanding the ferry fleet could alleviate these bottlenecks and facilitate faster development of freight transport, despite the current challenges posed by lengthy ferry crossings and intermodal transfers.
Rail infrastructure needs renewal, while varying standards and requirements among national railway operators hamper regional trade
Rail transport in Uzbekistan faces several challenges, including a shortage of modern wagons, exacerbated by increasing traffic from China, Europe, and Korea, with many freight wagons dating back to the Soviet era. Varying national safety standards and technical requirements for railway equipment also slow cross-border transport, with Uzbekistan focusing on high-speed infrastructure and operational safety regulations (CIS Legislation, 2020[35]), while Kazakhstan has more detailed accident investigation protocols (Adilet, 2019[36]), and the authorised speed limits are lower in Kyrgyzstan and Tajikistan (CIS Legislation, 2015[37]) (CAREC, 2021[38]). Uzbekiston Temir y’o’llari (UTY), the national railway company, currently has agreements with 78 private transport and shipping companies; however, firms reported that UTY works through six subsidiary monopoly companies rather than directly with logistics firms, which they find adds complexity and inefficiency. Altogether, these issues have led many firms to switch to road transport, despite improved speed for container trains running between China and Uzbekistan.
New railway construction, electrification and the modernisation of the locomotive fleet are among the government’s priorities for railway development. Key construction projects include the China-Kyrgyzstan-Uzbekistan railway and a separate railway line for high-speed trains along the Tashkent-Samarkand route. The country is also seeking EU funding for a potential Uchkuduk-Kyzylorda railway linking Uzbekistan to Kazakhstan. Along with the China-Kyrgyzstan-Uzbekistan railway project, Uzbekistan aims to develop a southern transport route to the Indian Ocean through Afghanistan and Pakistan with the Trans-Afghan railway. Despite the difficulties linked to security concerns, adjustments in the rail layout and the search for financial partners, Uzbekistan expects the project to begin in 2025 (Tashkent Times, 2025[39]). The ADB is currently supporting Uzbekistan in the electrification of the Bukhara-Miskin railway section along with the AIIB, as well as in the electrification of the Pap-Namangan-Andijan railway (CAREC, 2025[40]). The country is also investing in the renovation and modernisation of its locomotive fleet, with 210 million USD to be allocated to renew Uzbekistan Railways’ locomotives (Daryo, 2024[41]).
Steps towards the development of multimodal infrastructure
Private-sector respondents welcomed the development of several logistic hubs for multimodal transport. On border rail stations, logistic centres have also been installed for the loading and unloading of cargo. However, the respondents also point out the lack of multimodal infrastructure on the TCTC, such as in the port of Turkmenbashi or in Georgia and Azerbaijan, which hampers the development of this route in the long term. In Uzbekistan, further work is needed to develop container transport by rail, alongside ongoing reforms to improve railway operations. As part of these efforts, a new transport and logistics hub is planned in Andijan, in partnership with the German company Rhenus Logistics (Rhenus Logistics, 2024[42]).
In 2023, Uzbekistan Railways established JSC Temiryulkargo as part of a broader restructuring of the railway sector and the development of multimodal transport across the country. The company is responsible for operating multimodal logistics terminals, the maintenance of freight wagons and containers, and providing ‘’door-to-door’’ transport operations (Yuz.uz, 2023[43]). Temiryulkargo is currently expanding its wagon fleet, supported by domestic production of spare parts through subsidiaries such as the Foundry-Mechanical Plant and the Andijan Mechanical Plant. The restructuring of the railway sector also included the creation of additional enterprises alongside Temiryulkargo to separate freight services, infrastructure management, and passenger operations into distinct entities. For instance, JSC Temiryo‘lfratuzilma is responsible for track infrastructure, signalling, and maintenance of freight stations, while JSC Temiryo‘lkrExpress oversees high-speed passenger rail services. In parallel with these reforms, Uzbekistan has also worked toward strengthening regional connectivity: the Termez river port on the border with Afghanistan saw its activity increase as part of Uzbekistan’s broader strategy to enhance connectivity with Afghanistan and Pakistan (The Daily Spokesman, 2024[44]), and the local logistics centre is now solar-powered (UNHCR, 2024[45]).
Infrastructure financing
Uzbekistan leverages domestic and international finance
Uzbekistan uses diverse sources of funding to finance its infrastructure projects, including state budget allocations for socially significant projects and funds from the state-established Uzbekistan Fund for Reconstruction and Development for large projects. Loans from IFIs (World Bank, ADB, AIIB, EBRD, EIB among others) are also a significant source of funding for infrastructure projects, as well as loans from local commercial banks. FDI projects are frequently financed through concessions: concession agreements give private investors the right to build, operate and maintain infrastructure in exchange for a user fee.
Although most infrastructure projects are funded through government funds or IFIs, some projects are to be financed through PPPs, mostly in the road sector, with plans for the construction of new toll roads on PPPs, including the Samarkand-Bukhara, Tashkent-Samarkand and Tashkent-Andijan highways, as well as the Takhtakaracha tunnel on the route from Samarkand to Shakhrisabz (Anews, 2025[46]).
Recommendations
Renovate some segments of the rail network, including the Uzbek section of the Nukus-Beyneu railway
Many private-sector respondents preferred to use the Kazakh port of Aktau when transporting cargo through the TCTC, notably for its better multimodal infrastructure. To enhance Uzbekistan’s connectivity with Aktau, the government could renovate the existing railway going from Nukus through Karakalpakstan to the Kazakh town of Beyneu, and further to Aktau (EBRD, 2023[47]). The renovation would lead to shorter transit times and greater capacity on the line.
Accelerate technology adoption to optimise transport and storage processes
The logistics sector has registered impressive development in recent years, but the private sector would welcome a wider implementation of real time GPS-tracking of cargo and the creation of online platforms. This would allow all the actors of the transportation chain to have access to necessary information about cargo, its shipping and storage status. Storage in particular is an area where the implementation of new technologies is necessary: as of today, most of Uzbekistan’s warehouses rely on outdated and manual handling. More class A warehouses are needed to handle increasing e-commerce demand.
Adapt road infrastructure to climate challenges
Uzbekistan’s road infrastructure faces numerous challenges due to rising temperatures. The major risks include heat, frequent freeze-thaw cycles, water runoff and silting (ADB, 2023[48]). According to the latest assessments, it would require 60 billion USD for Uzbekistan to mitigate climate risks on roads, bridges, irrigation, labour productivity and livestock (ADB, 2024[49]). The government should generalise the measures it took to make the A380 highway more resilient, namely the use of a rigid pavement structure, the reinforcement of the subgrade with the help of hydraulic binders, the resizing of the drainage system, the upsizing of culverts and the planting of saxaul trees (ADB, 2023[48]). The optimisation of water use will also be an important factor, as water is a scarce resource in certain regions of the country but is needed to reach the optimal moisture content in road pavements. Recycling the existing road materials has also been mentioned as an efficient way to optimise water consumption and improve carbon performance (ADB, 2023[48]).
Trade facilitation
According to the 2024 OECD Trade Facilitation Indicators, Uzbekistan is the top trade reformer in the Europe and Central Asia region for the 2022-2024 period and scores an average of 1.071 for 2024. However, the fact that Uzbekistan is not yet a WTO member has an impact on the country’s figures, which may be underestimated. Uzbekistan has made significant progress in internal and external border agency co-operation, governance and impartiality, information availability, and the involvement of the trade community.
Source: (OECD, 2025[50])
The government works at streamlining trade procedures as part of Uzbekistan’s WTO accession process
WTO accession has driven trade reforms. The Customs Committee under the Ministry of Economy and Finance implemented the Single Window system in 2020, which fostered the integration of governmental institutions involved in trade and facilitated the issuance of transport documents. The Uzbekistan Trade Info platform was then created in 2022 under the EU-funded Ready4Trade Central Asia project, providing easy access to guidance on trade procedures to private-sector actors (EEAS, 2022[51]). Several platforms have also been created to facilitate trade procedures via a dialogue between state and private actors, like the Interdepartmental Customs and Tariff Council and the National Trade Facilitation Committee (Muminov, 2024[52]). From September 1, 2026, the Customs Committee, together with the Ministry of Investment, Industry and Trade and other relevant agencies, will launch a new integrated platform for foreign economic activity. The platform will allow users to submit applications through a unified form, record export and import contracts, and obtain permits electronically. It will also support banking operations, inspections, and the handling of customs and cargo procedures (Lex.uz, 2025[53]). Uzbekistan is the first country in Central Asia to have adopted EU weight and dimension standards and ratified the ADR agreement (EBRD, 2023[47]). Uzbekistan has implemented an e-Permit system with Türkiye and Kazakhstan (Kun.uz, 2024[54]), and it has recently removed its cargo transport permit requirements with Tajikistan, an initiative very much welcomed by private-sector respondents (Daryo, 2024[55]). Uzbekistan no longer requires a phytosanitary certificate in cases where provision of such certificate is not necessary under international practice (Nuz.uz, 2024[56]).
The government is working at harmonising administrative procedures and trade practices with international standards, notably with plans to join the Agreement on the Unified Customs Transit System of the EAEU and a Third Party and implementing the standards outlined by the Convention on Harmonisation of Frontier Controls of Goods and the Kyoto Convention standards. Uzbekistan is participating in international projects aimed at enhancing transit, such as the “Seamless transit” project with Kazakhstan and the Advanced Transit System (CATS) project financed by ADB (CAREC, 2024[57]). Uzbekistan is harmonising its legislation with WTO requirements as part of its WTO accession process. To this goal, the government seeks to standardise customs and transit procedures and trade logistics in line with the WTO’s Trade Facilitation Agreement (TFA). The adoption of TFA provisions will facilitate customs clearance through pre-processing and risk management, reduce documentation requirements and promote free and unrestricted transit.
As part of WTO accession requirements, Uzbekistan is currently liberalising its tariff system for rail freight. A new law “On Railway Transport” was adopted in 2024, allowing rail operators to establish tariffs depending on market conditions and principles. The new law also stipulates that cross-subsidisation from rail freight transport to rail passenger transport should be terminated, and the losses incurred by rail passenger transport will now be compensated by the state budget. Besides conformity with WTO standards, this new policy aims at attracting foreign investment into Uzbekistan’s rail transport sector (Gazeta.uz, 2024[58]) (Lex.uz, 2025[59]). In May 2025, Uzbekistan reached an agreement with several countries, including Kazakhstan and Turkmenistan, on the harmonisation of rail transport tariffs to streamline train cargo flows (News Central Asia, 2025[60]).
Unpredictable border crossings remain a key point of concern for the private sector
Private-sector stakeholders report significant challenges in cross-border procedures, citing frequent instances of bribery, the non-recognition of certain documents, and difficulties obtaining trucking permits. The transport of cargo from the European Union to Uzbekistan via Russia has become more complex, with carriers now required to provide guarantees to EU customs that their cargo will not be sold in Russia. Document standardisation issues persist, leading to frequent non-acceptance of certain paperwork between customs authorities. This lack of uniformity significantly prolongs customs procedures, especially for shipments from China to Uzbekistan. The "dozvoly" (trucking permit) system remains a persistent obstacle across Central Asia, with private-sector representatives emphasising the difficulty in obtaining them.
Respondents question the viability of the TCTC in the long run
Private-sector respondents are concerned about the corridor’s long-term economic sustainability. This reluctance is partly driven by speculation that sanctions against Russia might be eased or removed in the future, potentially altering the business case for the corridor. The TCTC is perceived as more expensive and less reliable, primarily due to inadequate multimodal infrastructure. Firms report that the port of Aktau often operates below full capacity due to deteriorating weather conditions, while the port of Turkmenbashi lacks sufficient multimodal infrastructure for rail-sea connections and does not offer sufficient water depth. Additionally, the Turkmen commercial fleet is small and in need of upgrading. Similar infrastructure challenges are noted by private-sector respondents in Georgia and Azerbaijan, where the lack of multimodal infrastructure challenges the transport of dangerous cargo.
Digitalisation
Customs procedures have been digitalised to a large extent
Since 2017, Uzbekistan has carried out several reforms to digitalise its customs system. Customs clearance and data processing centres have been built to accelerate procedures, customs posts were provided with modern equipment, and 35 digital information systems were launched to reduce export procedures from nine to three stages (UzDaily, 2025[61]). Almost all the documents necessary for import and export are digitalised and available on the Single Window, with a document digitalisation rate of 98% (Muminov, 2024[52]). All certificates and permit documents related to the import, export, and transit of goods in Uzbekistan are to be processed exclusively through the Single Window from October 2025 (Norma.uz, 2025[62]). Uzbekistan has recently finalised the CART.IS pilot project carried out by ITC to identify gaps in the digitalisation of administrative procedures (ITC, 2024[63]). Private-sector respondents observe substantial progress in the digitalisation of border procedures. The digitalisation of all transport documents in accordance with UN/CEFACT standards, the introduction of digital personal identification and the tracking of cargo transport by rail and more recently by road have had very positive effects on the speed of border-crossing procedures.
e-TIR and e-CMR implementation is still ongoing (CAREC, 2024[57]). Uzbekistan is at the pilot stage of the integration of its customs with the e-TIR system (EBRD, 2023[47]), the first in the Central Asia region. . Uzbekistan also participates in a data-exchange project with Kazakhstan and Kyrgyzstan within the e-CMR system, which is ongoing implementation as well. Uzbekistan has implemented the e-Permit system with Türkiye and Kazakhstan, and plans to implement it with Azerbaijan and Turkmenistan in the near future (Kun.uz, 2024[54]) (TRACECA, 2024[64]).
The government has introduced e-Phytos (electronic phytosanitary) certificates and is exchanging them with 83 countries through an internet system established by the International Plant Protection Convention. Uzbekistan is the only CAREC country to have introduced e-Phytos, so the full benefits of this measure are yet to be reaped (CAREC, 2024[57]).
The government is working at streamlining digital information exchange: Uzbekistan is part of an ADB pilot project to improve information exchange with Turkmenistan, Azerbaijan and Georgia, and has implemented electronic data exchange between railway carriers, railway and maritime carriers, and customs services with eight countries. For the railway sector, the government also introduced the CIM/SMGS joint consignment note system. Other completed projects include electronic signatures, an electronic delivery note system, an electronic system of international consignment notes and an online access to updated quotations.
Technical glitches, insufficient data storage capacity and voluntary use of the electronic queue management system challenge the gains from digitalisation
Despite the digitalisation of administrative procedures, private-sector stakeholders report several persistent challenges with the e-Tranzit system. This online platform, designed for submitting transit declarations and fee payments, is criticised for its inflexibility and technical limitations. Users note that minor errors in declarations can result in significant delays at BCPs, sometimes spanning several hours. The system's performance is further hampered by slow processing times and frequent server-related issues, particularly during high-traffic periods. A major concern highlighted by respondents is the e-Tranzit system's limited storage capacity. This constraint often prevents transporters from uploading all required documentation, forcing them to send additional files directly to customs inspectors by email. This work-around not only undermines the intended efficiency of the digital system but also introduces potential inconsistencies in the customs clearance process.
Private-sector respondents report that several initiatives are yet to yield significant improvements in border-crossing procedures. For instance, the digital queue management system at the Uzbek Kazakh border has not demonstrated improvements in terms of efficiency. While booking systems exist in both countries, their optional nature results in limited adoption by transport operators, undermining the system's effectiveness (CAREC, 2024[57]). Overall, paper-based procedures still appear to be prevalent at BCPs, with numerous required documents contributing to cumbersome processes. Although the government says it has introduced automated information exchange between railways and customs, industry representatives indicate that digital integration across different transport modes and government agencies remains insufficient.
Transparency
Customs procedures remain cumbersome
Many private-sector respondents highlight the inefficiency of border procedures, resulting in extensive queues at BCPs. The delays are particularly problematic during the peak agricultural export season, with transporters of perishable goods facing significant challenges due to prolonged wait times that can stretch from hours to days. For instance, apricots can suffer significant quality degradation or even complete loss due to extended waiting periods at BCPs (EastFruit, 2024[65]). Despite having priority for border crossing, long queues and their mismanagement prevents their faster clearance.
Several respondents point out that despite the improvements, the partial digitalisation of customs leaves several issues pending, such as the duplication of procedures and the long sanitary and epidemiological inspections. Uzbekistan’s customs services are not the sole body carrying out inspections on BCPs, as some formalities are under the responsibility of security, phytosanitary and veterinary organs. This fragmentation makes border procedures time-consuming (CAREC, 2024[57]). Customs agents have been reported to ignore information about cargo in the certificates of origin and thus not consider certain duty exemptions.
Information about transport modalities and traffic is not easily accessible
While the Uzbekistan Trade Info platform and relevant ministry websites offer information on border-crossing, export, and import procedures, there is room for enhancement in their presentation and accessibility according to the survey respondents. These resources could benefit from a more user-friendly organisation, clearer articulation of the current regulatory framework, and more timely updates. Moreover, some important information, like fees and necessary permits for trucks crossing Uzbekistan’s territory, is missing or difficult to access, which gives latitude for customs officials to request additional, undue payments at BCPs (CAREC, 2024[57]). There is no government platform transport operators can use to get traffic updates at BCPs, which leads to sub-optimal route selection and more traffic at multiple BCPs. Private-sector respondents said that they find information about traffic on BCPs through chats on Telegram or WhatsApp, or through platforms like fafa.kz (CAREC, 2024[57]). There is no consensus among private-sector respondents regarding the accessibility of information on rail freight tariffs. Only respondents who frequently use rail freight services access this information without difficulty.
Recommendations
Appoint a National Transit Coordinator (NTC) to comply with WTO standards and simplify transit through Uzbekistan
The TFA recommends the appointment of a National Transit Coordinator (NTC) (CAREC, 2024[57]). According to the TFA’s article 11 on the freedom of transit, an NTC is a body responsible for addressing the proposals from other countries concerning the good functioning of transit operations through the country in question (WTO, 2025[66]). In Azerbaijan and Kazakhstan, the Co-ordinating Council on Transit Freight (CCTF) and the State Revenue Committee under the Ministry of Finance, respectively, have been given NTC prerogatives (CAREC, 2024[57]). The existence of an NTC in Uzbekistan would facilitate communication with neighbouring countries on transit-related themes, foster regional co-operation and promote the standardisation of transit policies at the regional level. The designation of an NTC would also bring Uzbekistan closer to compliance with article 11 of the TFA and to WTO accession.
Complete the implementation of the e-TIR and e-CMR systems, and expand the scope of the e-Permit system
The e-TIR system, which has already been working in pilot mode with Azerbaijan and Kazakhstan, could be fully implemented. Uzbekistan should also take steps towards the implementation of e-CMR, as the related agreement has already been ratified: a dialogue with major stakeholders would help the authorities draft the technical modalities of this process efficiently, notably about the possibility of a partnership with IRU (as it was done for the e-TIR system) or independent implementation. The scope of the e-Permit system could be expanded to other countries, as Uzbekistan is currently finalising its implementation with Azerbaijan and Turkmenistan.
Make pre-registration through the eQMS mandatory for goods vehicles
The current electronic queue management system on the Uzbek Kazakh border does not seem to work as well as expected, especially on the Uzbek side (CAREC, 2024[57]). While the system aims to streamline border crossings, its effectiveness is hindered by the optional nature of electronic booking. Many transport operators still arrive at BCPs without prior reservations, and the lack of dedicated lanes for registered vehicles further diminishes the system's efficiency. To enhance border management and reduce congestion, Uzbekistan should consider making electronic booking mandatory for all vehicles crossing the border. This approach would provide customs authorities with more accurate predictions of expected traffic at BCPs, allowing for better queue organisation and resource allocation.
Ensure the effective rollout of the 2026 integrated information platform
The current e-Tranzit online system for submitting transit declarations and paying transit fees experiences regular technical glitches which requires to switch back to manual documentation handling and prevents the full digitalisation of these procedures. It is now critical to ensure that the new platform effectively addresses existing weaknesses. This includes allowing modifications to transit declarations, investing in additional server storage capacity to prevent overload issues, and providing transport operators with real-time traffic information at BCPs to help optimise their routes. This platform could also offer simplified access to transport modalities, required documentation and up-to-date legislation. Implementing such measures would not only advance digitalisation but also minimise opportunities for corruption, which often arise due to limited digital solutions, excessive queues at BCPs and inadequate access to relevant information.
Streamline the number of government bodies responsible for border inspections
The government could streamline the number of bodies involved in border inspections to fasten border crossings. The authority of phytosanitary and veterinary organs could be transferred to the State Customs Committee in order to simplify the inspection process, as in Kazakhstan (Box 7.2) and the Kyrgyz Republic. Such a transfer could be made with the provision of trainings to customs agents if necessary. To conform with WTO standards outlined in TFA’s article 10 (WTO, 2025[66]), the necessary documentation to provide during border crossings should be reduced.
According to current legislation on the matter, most of the border controls on Kazakhstan’s borders are delegated to the customs service. Besides usual customs control, the verification of transport documents and permits (“dozvoly”) as well as the check of weight and dimensions, the customs authorities carry out most of the necessary controls including official sanitary, phytosanitary, veterinary and radiation controls, the only exception being laboratory controls.
Phytosanitary, veterinary and other authorities relevant for different types of controls intervene only in the case of non-conformity, leaving the customs service handle most vehicles. Customs authorities and border control agents conduct joint inspections of vehicles, and the results of these inspections are recognised by the border police, which prevents repeated inspections of the same vehicle. The model is based on close inter-operability between different state bodies.
Source: (UNECE, 2021[67])
Sustainability and climate change
The sustainability agenda encourages greener transport and electricity generation
The Strategy for the Transition to a Green Economy (2019-2030) sets out targets to improve energy efficiency and reduce emissions, increase the use of natural resources, develop sustainable transport and adopt new irrigation technologies (World Bank, 2022[68]). The country has significantly invested in installing renewable energy capacity and improving energy efficiency, emerging as a leader in Central Asia for attracting low-carbon investments. Since 2022, Uzbekistan has awarded tenders for utility-scale solar and wind capacity equivalent to 55% of its installed generation capacity to foreign investors. FDI in renewable energies increased eight-fold over the last decade and now make up 50% of total greenfield FDI in the country, exceeding FDI in fossil fuels between 2019-2023 (OECD, forthcoming[9]). The government has also promoted the switch to electric vehicles, and the installation of solar panels by businesses and households (Kun.uz, 2025[69]) (Gazeta.uz, 2025[70]). In 2024, the government also announced its intention to complete a key phase of electricity and gas tariff reforms by 2025. A competitive wholesale and retail electricity market is expected to start operating in 2026 (UZ Daily, 2024[71]) (UZ Daily, 2025[72]).
Firms are slowly integrating sustainability initiatives in their business but need better fuel and infrastructure quality
Most respondents are aware of the government’s green transport policies. Some of them mentioned that they find policies limiting the use of vehicles below certain emission standards to be beneficial. Companies also increasingly purchase electric vehicles, a development supported by the government’s exemption of import tariffs on electric vehicles. Electric vehicle imports reached 1.26 billion USD between 2017 and 2023, with around 86% of these being light-duty vehicles (LDVs) (Asian Transport Outlook, 2024[73]). However, there is a need for charging station infrastructure to be installed beyond Tashkent, and firms using fuel-run vehicles indicated that the low quality of fuel available in the country prevents the wider use of vehicles with higher Euro emission standards. Other respondents mentioned initiatives such as generating electricity with solar panels to reduce production costs, or the acquisition of reusable soft containers that can last up to 70 years. Despite these initiatives, around two-thirds of respondents do not integrate environmental measures to their business but would do so if there were a strong business case for them.
Private sector development
The logistics sector is rapidly expanding warehouse capacity
Respondents acknowledged the rapid expansion of storage space. Uzbekistan’s warehouse market registered a 165% increase in high-quality warehouse space from the previous year, with total high-quality warehouse area surpassing 500,000 square meters by the end of 2024 (Daryo, 2025[74]). Storage expansion has been largely fuelled by private-sector companies, both domestic and international. For instance, in 2024, the country’s national marketplace Uzum Market opened a 112,000 square-meter warehouse complex (UzDaily, 2025[75]). International players include Russian companies such as Wildberries and Ozon, the German Rhenus Group (see above) and Chinese investors. Such developments are timely, as Uzbekistan faces a shortage of high-quality warehouse space and high rental prices as a result. Private sector respondents mentioned long waiting times for the issuance of land permits for the construction of warehouses, and highlighted the lack of affordable banking solutions, either domestic or from IFIs, to finance new warehouse projects. In addition, most of the warehouse space is located in Tashkent region (Daryo, 2025[74]), although a multimodal logistics park is scheduled to open in Samarkand by the end of 2025 (EDB, 2025[76]).
There is increasing demand for Uzbek truck drivers internationally
Uzbek truck drivers are becoming increasingly involved in the international transport sector. In the face of a shortage of truck drivers in Europe, Latvia and Germany recently announced initiatives to train Uzbek drivers to European standards, enhance their professional skills and offer them employment contracts (Daryo, 2024[77]) (Daryo, 2025[78]). One logistics company which responded to the survey reported that it had allowed its drivers to operate and live in Europe to handle cargo between the European Union and the CIS. However, European business associations have flagged the poor working conditions of some truck drivers recruited outside of the European Union, including from Central Asia and Uzbekistan in particular (Trans Info, 2024[79]).
Recommendations
Encourage the use of cleaner fuel in transport
Firms’ responses point to their readiness to upgrade their fleet to less emissive vehicles, particularly so to comply with EU regulations. The government could introduce stricter fuel-quality standards, such as adopting Euro 6 or 7 standards, which set limits on pollutants in vehicle emissions. Economic incentives could include the reduction of subsidies for lower-quality fuels, tax incentives for the import and distribution of higher-quality ones, and financial incentives for refineries to upgrade their facilities for cleaner fuel production. With the on-going integration of digital solutions to transport, the optimisation of road planning and load sharing will also help improve fuel use (EDP Sciences, 2021[80]). These measures would also align with Uzbekistan’s broader green investment priorities, ensuring that cleaner fuels in transport go hand in hand with energy transition goals, including phased investments in solar and wind (OECD, forthcoming[9]).
In addition, the government should pursue the implementation of regulations and technical standards favouring the adoption of clean vehicles. The government could introduce measures such as tax benefits or reduced road tolls for electric or low-emission vehicles. It should also plan the development of a network of charging and refuelling stations along major routes in the country beyond Tashkent. This would make the case for the purchase of long-distance electric trucks.
Pursue monitoring developments in the warehousing sector to ensure fair market conditions
As Uzbekistan’s warehousing sector continues to expand, the government should actively monitor market developments to ensure competitive conditions remain. This includes addressing regulatory barriers such as restrictions on market entry, state-owned enterprise (SOE) dominance, and non-tariff barriers, while monitoring potential monopolistic practices in logistics (OECD, 2021[81]). The Competition Committee has identified Uzbekistan’s largest marketplace, Uzum, as a dominant entity in the e-commerce marketplace sector (Kun.uz, 2025[82]). The Russian online retailer Wildberries has also expanded its footprint with the launch of operations and building of logistics facilities in Tashkent region. In October 2025, Wildberries & Russ acquired a significant stake in the privatisation of Uzbekistan’s national postal operator, Uzpost (Spot.uz, 2025[83]). Oversight of dominant players is critical to ensure a level playing field in the provision of high-quality warehouse services. To support this, policies could focus on removing rate-setting guidelines for logistics services, amending legislation to ensure that freight transport and logistics are governed by market principles, removing barriers to entry, and relaxing the foreign-ownership limitations in the logistics sector (OECD, 2021[81]). The OECD has already been supporting Uzbekistan in this direction, with a dedicated project on the development of the country’s competition framework.
The Fair Market Conditions for Competitiveness in Uzbekistan project, funded by the Siemens Integrity Initiative, supported the government of Uzbekistan from 2021 to 2024 with its efforts to strengthen its competition framework and align it with international best practices.
In particular, the project:
raised awareness of OECD standards and good practices in anti-corruption, integrity, and fair competition,
provided insights into the strengths and weaknesses of Uzbekistan's competition regime,
offered recommendations to improve the legal and enforcement framework,
built capacity and fostered the implementation of OECD recommendations to enhance transparency, efficiency of competition authorities, and corporate governance standards.
A report on the country’s competition law and policy framework was also published within the framework of the project.
Source: (OECD, 2022[84])
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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← 1. Note that remittances do not count towards GDP.
← 2. The European Union’s Generalised Scheme of Preferences Plus (GSP+) encourages developing countries to promote sustainable development and good governance by offering them duty-free access on over two-thirds of their exports, provided they implement 27 international conventions on human rights, labour rights, the environment, and good governance.