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WEEKLY NEWSLETTER
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Uzbekistan
Index
Uzbekistan inherited Soviet-era methodology and systems in both its
transportation and telecommunications networks. That legacy has meant a
gradual process of reorientating lines whose configuration was determined
by Uzbekistan's need for a primary connection with the Russian Republic of
the Soviet Union.
Transportation
The Soviet legacy included a relatively solid transportation and
communications infrastructure in Uzbekistan, at least relative to other
less developed countries. The landlocked position of the country
determines Uzbekistan's transportation needs, especially as commercial
ties are sought with more distant partners in the post-Soviet era. On the
eve of independence in 1991, Uzbekistan could boast an extensive railway
and road network that connected all parts of the country. Rail transport
is the major means of freight transport within Uzbekistan, but the country
has an extensive road network as well. On the eve of independence,
Uzbekistan had close to 3,500 kilometers of rail lines and nearly 80,000
kilometers of roads. Most cities and urban settlements in Uzbekistan also
provided local transportation networks. In 1991, some seventy-three of 123
urban settlements offered their citizens internal bus transport, and more
than 100 offered transport on trolley lines. Although the structure of
national transportation is regarded as adequate, much transportation
equipment and application technology is of 1950s and 1960s vintage (see
fig. 14).
Railroads
In 1990 railroads carried about 75 percent of Uzbekistan's freight,
excluding materials carried by pipeline. In 1993 the rail system included
about 3,500 kilometers of track, of which 270 kilometers were electrified.
More than 600 mainline engines served the system. However, an estimated
1,000 kilometers of track require rehabilitation, and 40 percent of the
locomotive fleet has exceeded its service life.
Because the main line connecting Uzbekistan with the Black Sea crosses
the Turkmenistan border twice, the withdrawal of the latter country from
the Central Asia rail system in 1992 cut that line (which also must pass
through Kazakstan and Russia) into several parts. The segments now are
alternately controlled by the Turkmenistani or the Uzbekistani national
railroad authorities. The Transcaspian Railroad between the Amu Darya in
the southwest and Tashkent in the northeast is the main transportation
route within Uzbekistan, connecting Bukhoro and Samarqand in the south
with the capital city in the northeast. The Transcaspian line also has two
major spurs to other parts of the country. One spur runs southeast from
Kagan, near Bukhoro, through Qarshi to Termiz, reaching the southeastern
oases of the Qashqadaryo and Surkhondaryo valleys. The second spur
branches from the main Samarqand-Tashkent line east of Jizzakh, passing
northward to serve the Fergana Valley cities of Angren, Andijon, Farghona,
and Namangan.
In the Fergana Valley, a number of short spurs reach the local mining
centers of that region. The Kazalinsk line goes northwest from Tashkent,
across Kazakstan and into Russia; its main role is moving cotton to the
Russian mills. Especially for natural gas, a pipeline network also is well
developed, linking Uzbekistan to the neighboring Central Asian countries
and to the central regions of the former European Soviet Union and the
Urals. The share of the railroads in passenger transportation is much more
modest than that in freight transportation; in 1990 less than one-third of
passenger kilometers was traveled on the rails.
Roads
The road network in Uzbekistan includes approximately 67,000 kilometers
of surfaced roads and an additional 11,000 kilometers of unsurfaced roads.
At a density of about six kilometers per 1,000 inhabitants, the network is
about twice as dense as the average for the entire Soviet Union in 1991
and about the same density as the current average for East European
countries. (Density by territory is about half that of Eastern Europe.)
The highway system carries about one-fourth of freight traffic and about
two-thirds of all passenger traffic (of which the bulk is accounted for by
bus lines.) The three major stretches of highway are the Great Uzbek
Highway, which links Tashkent and Termiz in the far southeast; the
Zarafshon Highway between Samarqand and Chärjew in northeastern
Turkmenistan; and the connector road between Tashkent and Quqon. The
Samarqand-Chärjew route connects with a road that roughly parallels
the northwestward course of the Syrdariya along the
Uzbekistan-Turkmenistan border, passing through Urganch and Nukus before
ending at Muynoq, just south of the Aral Sea. The Fergana Ring connects
industries and major settlements in the Fergana Valley.
Air Travel
In 1993 Uzbekistan had nine civilian airports, of which four were large
enough to land international passenger jets. Tashkent's Yuzhnyy Airport,
the largest in the country, now serves as a major air link for the other
former republics of the Soviet Union with South Asia and Southeast Asia,
as well as a major hub linking Central Asia with Western Europe and the
United States. The addition of Tashkent to the flight routes of Germany's
national airline, Lufthansa, greatly increased this role, and Uzbekistan's
own airline, Uzbekistan Airways, flies from Tashkent and Samarqand to
major cities in Western Europe and the Middle East. In 1994 its fleet
included about 400 former Soviet aircraft, including the Yakovlev 40,
Antonov 24, Tupolev 154, Ilyushin 62, 76, and 86, and two French Airbus
A310-200s.
Transportation Policy
Because of the country's long political isolation from its historical
trading partners to the south, Uzbekistan's transportation infrastructure,
aside from air transport, is largely designed to tie the region to Russia.
The only rail outlets are northward. Uzbekistan's nearest rail-connected
ports are in St. Petersburg, 3,500 kilometers to the northwest; the Black
Sea ports, 3,000 kilometers to the west; and Vladivostok and the main
Chinese ports, 5,000 kilometers to the northeast and east, respectively.
Moscow is 3,500 kilometers away. Such distances add significantly to
export prices. For example, the transportation of one ton of cotton sold
in Western Europe adds as much as US$175 to the selling price. Land routes
to potential customers rely on the stability and the transport system
reliability of the several countries through which Uzbekistani goods must
pass. Because of these conditions, transportation planners have emphasized
the availability of alternative routes and modes, relying mainly on roads
and railroads. To improve versatility, in 1993 the national airline signed
intergovernmental treaties with China, the United Kingdom, Germany, India,
Israel, Pakistan, and Turkey.
Connections with the Iranian rail system and with the Pakistani highway
system are in the long-term planning stage. Under discussion is a series
of rail links that would connect Central Asia's rail network with those of
the region's southern neighbors. Rail and road links planned with China
through Kyrgyzstan and Kazakstan also will expand Uzbekistan's reach and
help to gradually reverse the influence of Soviet-era commercial patterns
on the configuration of Uzbekistan's transportation network.
Data as of March 1996
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