Disruptions in global supply chains and the search for alternative routes between Europe and Asia are increasing interest in Central Asia as a transit region. However, as noted by INFOLine agency head Ivan Fedyakov, this interest stems from recent instability, including the pandemic, wars, and tensions in the Middle East. Companies are diversifying delivery routes and increasing warehouse stocks, which enhances the importance of alternative corridors, including Central Asia.

The region's key advantage is its geographic location: situated between Europe and Asia, where the main global trade flow passes. While sea transport remains cheaper, land routes offer advantages in speed and less dependence on climatic conditions. According to Fedyakov's estimates, if shipping via the Suez Canal takes two weeks or about a month to bypass Africa, via Central Asia it could be reduced to a week, and with developed infrastructure, to 2-3 days.

Yet, experts emphasize that the region should not be limited to a transit function. Fedyakov argues that if the region is viewed merely as a "desert" through which goods pass, sustainable development is unattainable. Using Uzbekistan as an example, it is crucial not only to facilitate flows but also to integrate into production chains, creating local added value. DP World representative Philip Nissen also contends that the region's evolution as a full-fledged trade participant stabilizes interest.

Despite potential, the region faces several constraints. The primary issue is infrastructure deficiency: railways, warehouse capacities, and access roads require substantial investments. Slow border procedures can extend road delivery times to 18-25 days, while rail transport is limited by technical barriers, such as gauge differences. Fedyakov further notes that high state involvement and limited private sector participation reduce logistics efficiency.

Geopolitical factors also play a role: the difficulty of bypassing the Caspian Sea necessitates multimodal transport, increasing costs and time. Although opportunities have emerged after conflict resolution in the South Caucasus, full connectivity remains a future task. Fedyakov suggests that developing a route through Iran could form a single transit node linking Central Asia, the Caucasus, and Turkey to European markets.

In the near term, basic infrastructure is more critical than innovations. Uzbekistan's warehouse capacities, particularly modern refrigerated facilities, lag not only behind developed countries but also neighboring states. Fedyakov and Nissen highlight that advancing warehouse logistics helps lower goods prices, explaining why some items in Moscow are cheaper than in Tashkent due to superior infrastructure. Thus, the key task is establishing a foundational logistics system.

Source: www.gazeta.uz