Uzbekistan is advancing a broad transport modernisation programme designed to strengthen its position on the shortest land route between the Pacific and Europe while giving domestic manufacturers and exporters more reliable access to international markets. By 2030, the country aims to double the volume of transport services, attract $9.1 billion in sector investment and raise service exports to $5.7 billion.
Airports and highways move into the investment spotlight
Two major airport projects are already under way in Tashkent and Bukhara, with a combined estimated cost of almost $3 billion. The first phase of the new Tashkent International Airport is planned to accommodate 20 million passengers a year. Public-private partnership agreements have been signed, while site preparation and the relocation of utility networks are in progress.
At Bukhara’s new international airport, airfield infrastructure is being built and an international tender is under way to select a private partner for the construction and operation of the passenger terminal. Public-private partnership projects are also being implemented to modernise the airports of Urgench and Namangan, while Andijan Airport is being upgraded with the participation of a private operator. Together, the projects are expected to increase airport capacity and bring passenger services closer to international standards.
Road connectivity is receiving similar attention. Construction has begun on the $2.2 billion Tashkent – Samarkand toll road, while Uzbekistan’s first toll highway, linking Urgench and Khiva, has entered service. The authorities are now addressing the financing of subsequent stages of the Tashkent – Samarkand project, selecting investors for the planned Tashkent – Andijan and Tashkent – Bostanlyk toll roads, and preparing the next phase of practical work.
Rail capacity becomes a strategic constraint
Uzbekistan’s rail network is already operating under heavy pressure on several key transit routes. Growing industrial cargo volumes and the launch of additional high-speed trains are expected to increase the load further. Proposed upgrades cover the Maktaaral – Syrdarya, Angren – Pap, Tashguzar – Baysun – Kumkurgan, Tashkent – Samarkand and Tukimachi – Angren sections.
An estimated $200 million in investment could raise the capacity of these routes by 25 – 30 percent. The programme also includes the China – Kyrgyzstan – Uzbekistan railway, a dedicated high-speed line between Tashkent and Samarkand, and the expansion and electrification of regional railway infrastructure. Authorities are additionally considering the renewal of the freight wagon fleet and a larger role for private companies in financing and managing that process.
New corridors reach beyond Central Asia
Uzbekistan is seeking to diversify its international supply routes by developing logistics infrastructure at the Caspian ports of Aktau, Turkmenbashi and Baku, as well as at Poti and Anaklia on the Black Sea. An agreement has been signed to establish a logistics centre at the port of Poti, and a feasibility study is being prepared. The country is also assessing participation in Anaklia’s development and in the construction of the Nakhchivan railway, which would provide access to Turkey’s ports of Samsun and Istanbul.
These links are intended to create more route options for Uzbek textile exports and reduce dependence on individual corridors. The strategy also calls for a larger network of logistics centres inside Uzbekistan. Seventeen projects for logistics centres and terminals are planned in Tashkent, Tashkent Region, Andijan, Surkhandarya and Bukhara. Khanabad and Angren, together with the Yangiyul, Akhangaran, Alat and Termez districts, are being positioned for more specialised transport and logistics activity. Their implementation will require decisions on land allocation, investor selection, financing and supporting infrastructure.
Digital controls target an opaque freight market
Digitalisation is being presented as a key condition for making the new infrastructure commercially effective. The shadow economy is still estimated to account for more than 42 percent of freight transport activity. Among the sector’s main weaknesses are the absence of a single register of domestic freight vehicles and the lack of an integrated electronic platform covering order placement and transport services.
The proposed response is a unified digital transport system, a national carrier register and an aggregator for electronic waybills and freight orders. Authorities also plan to expand the exchange of electronic permits and introduce real-time cargo tracking for international shipments. The measures are intended to simplify work for carriers, bring informal services into the legal economy and improve transparency across the market.
For international furniture, construction, interior and textile companies, the programme points to both opportunity and execution risk. Better airports, toll roads, rail links, ports and logistics terminals could shorten delivery routes and make Uzbekistan more attractive as a manufacturing or distribution base. At the same time, investors will need to monitor project financing, implementation schedules, private-sector participation and the effectiveness of the planned digital reforms before committing to large-scale expansion.
