Transport minister Ilhom Mahkamov and customs committee chairman Akmalhuja Mavlonov presented the half-year figures on 2 July, alongside a report to President Mirziyoyev on the logistics programme.
The strain shows at the crossings. About 5,100 cargo trucks now cross Uzbekistan’s borders daily, a 70% rise over three years. The country’s 5 operating customs logistics centres no longer cope; 9 more are under construction, and Mirziyoyev ordered them finished urgently, with checkpoints rebuilt and joint border posts run with neighbours on a single-window model. After the upgrades, officials expect capacity above 10,000 trucks a day.
The trucks came first: 5,100 a day, at posts built for far fewer.
The wider network is being pushed upmarket: 27 logistics centres operate today, 24 of them in the UN ESCAP registry, and a resolution offering incentives for new Class A international logistics centres has been approved for signing.
The strategy hangs on three corridors: the China–Kyrgyzstan–Uzbekistan railway, which officials say will cut delivery times from China to 8 days and open routes to Karachi and Gwadar; the Trans-Afghan line, which for now points into a war; and the Middle Corridor westward, where Tashkent’s new Georgian partnership fits (see above).
The scale is stated plainly by the ministry itself: Uzbekistan carries 1 to 2% of China–Europe cargo today. It values an added 15 to 20 million tonnes a year at $400 to 600 million in revenue and $3 billion in investment. The constraint list reads border capacity, Class A warehouses, refrigeration, containerisation, digitisation. The 43% came anyway.