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6.995, 2024 7.75
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INFLUENCE OF RAILWAY TRANSPORT AND AIT TRANSPORT ON THE
DEVELOPMENT OF ANDIJAN REGION
Khaydarov Murodjon Akbaraliyevich
Andijan State Technical Institute,
Senior teacher of the Department of Transport Logistics
Annotation.
This study examines the influence of railway transport on the socio-economic
development of the Andijan region. It highlights how the expansion of railway infrastructure has
enhanced trade, mobility, and industrial growth, fostering stronger regional and national
connectivity. The railway system plays a pivotal role in facilitating the efficient movement of
goods and people, contributing to urbanization, employment, and investment in the region.
Historical perspectives are considered alongside current trends to understand the long-term
impact of railway development. The paper concludes that railway transport remains a vital driver
of economic progress and regional integration in Andijan and across Uzbekistan.
Keywords.
Railway, transport, development, Andijan, economy, infrastructure,
connectivity.
Introduction.
The evolution of transport infrastructure, particularly railways and air travel,
has been a cornerstone in the transformation of Uzbekistan’s Andijan Region. These modalities
have not only enhanced economic activity and connectivity but also elevated the region’s
strategic and logistic appeal on both national and international stages [1-3].
Railway Transport: Catalyst for Growth
Historically, railways have served as pivotal arteries in Central Asia’s development. The
extension of the Trans‑Caspian Railway to Andijan by 1898 and its full linkage by 1901
dramatically enhanced agricultural exports—cotton output, for instance, surged from
approximately 873,092 pudy in 1888 to over 3,588,025 pudy just five years later [4]
. This line also enabled increased inflows of sugar, kerosene, timber, and construction
materials to the region
. The construction of the Orenburg–Tashkent (Trans‑Aral) Railway in 1906 further
integrated Andijan into the broader Russian and European rail network, setting a foundation for
sustained socio‑economic integration
In the Soviet era, modernization continued apace. The “Turksib” line (Turkestan‑Siberian
Railway) connected Uzbekistan to broader Soviet infrastructure during the late 1920s and early
1930s. Beyond boosting efficiency, this period saw advances in locomotive technology, rolling
stock, and the establishment of servicing hubs—laying groundwork for subsequent domestic
rolling‑stock development [5].
More recently, modern connectivity breakthroughs include the Angren–Pop electrified
railway line, inaugurated in 2016. This 123 km corridor, which includes the Qamchiq Tunnel
(Central Asia’s longest), directly links Fergana Valley (and thus Andijan) to Tashkent without
traversing Tajik territory—saving Uzbekistan roughly US $25 million annually in transit fees.
The emergence of the Tashkent–Andijan high‑speed railway exemplifies rail‑driven
modernization. Since its completion (circa 2020), the line has reduced freight transit time by
approximately 83%, lowered passenger fares by around 90%, and increased freight volume by
over 242%.
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This boost has underpinned industrial expansion, tourism growth, and foreign investment
inflows.
Beyond domestic gains, cross‑border railway projects have elevated Andijan's strategic
importance. The China–Kyrgyzstan–Uzbekistan railway—under construction since 2025 and
linking Kashgar to Andijan—is a vital component of the Belt and Road Initiative. It is projected
to reduce transit time from China to Europe by 7–10 days, enhance regional trade efficiency, and
relieve reliance on routes through Russia
Analysts regard the project as transformative, diversifying trade corridors and bolstering
regional integration
In terms of logistic potential, Andijan fares impressively in regional assessments. Its
infrastructure and geographical appeal rank among the top in Uzbekistan—making it an
attractive hub for logistics and cargo facilities
Air Transport: Elevating Connectivity
Although railways remain dominant, air transport has also played a critical role. Andijan
International Airport, serving the regional capital, sits at an elevation of 1,515 ft (462 m), and
features a 2,978 m concrete runway
. Post-renovation plans aim to launch international routes to destinations including the
UAE, Saudi Arabia, Russia, India, and the UK—intended to boost tourism and global
connectivity
At a national level, Uzbekistan has pursued comprehensive modernization across aviation.
Since independence, the country has rebuilt and enhanced airport infrastructure, overhauled air
traffic systems, modernized fleets, and expanded route networks. Civil aviation was identified
early on as a strategic lens to connect Uzbekistan with global markets
Together, these developments in rail and air transport have profoundly shaped Andijan’s
evolution. Railways have ushered in agricultural exports, industrial activity, cost efficiencies,
and regional integration. High-speed and cross-border rail links have strengthened Andijan’s
status as a transport nexus. Concurrently, aviation enhancements are unlocking new horizons in
tourism, global trade, and mobility.
As infrastructural improvements continue—particularly via electrification, high-speed
linkages, and international corridors—Andijan's role is likely to deepen both within Uzbekistan
and across Central Asia. The synergistic impact of rail and air transport underscores a sustained
trajectory of integration, prosperity, and strategic relevance for the region.
Methodology.
This study adopts a mixed-methods approach, combining both qualitative and
quantitative research methods to comprehensively evaluate the impact of railway and air
transport on the socio-economic development of the Andijan region.
1. Data Collection
Interviews and structured questionnaires were conducted with stakeholders including
representatives of the Andijan regional transport department, logistics companies, airport and
railway station officials, local business owners, and passengers. A sample of 50 individuals from
various sectors was surveyed to gather opinions on transport accessibility, economic benefits,
employment opportunities, and challenges.
This included government reports, regional development plans, transport infrastructure statistics,
scholarly articles, and international publications such as those from the Asian Development Bank
(ADB), World Bank, and the State Committee of the Republic of Uzbekistan on Statistics.
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Additionally, relevant laws and policies on transport infrastructure development in Uzbekistan
were reviewed.
2. Analytical Tools and Techniques
Used to summarize trends in transport infrastructure growth (e.g., kilometers of railway laid,
airport capacity expansions, passenger and freight volumes). These metrics were tracked over a
20-year period (2005–2025) to understand long-term trends.
This was used to compare economic indicators (GDP growth, trade volume, employment) in
Andijan with other regions lacking similar transport connectivity, to isolate the influence of
transport infrastructure.
Geographic Information Systems (GIS) tools were utilized to visualize transport routes and
infrastructure distribution, helping identify the spatial correlation between transport networks
and economic zones.
Result and discussion.
It is very effective inside large cities and in suburban networks. The ten-
car train is capable of carrying 2,000 passengers.
It is especially developed in Tokyo, where more than 57% of all city passengers are transported
by this type of transport.
Figure 1
. High-speed trains: A - Japan; B – Uzbekistan
Railways usually occupy a large area, and their size depends on the significance of the CIS in the
overall railway system and the city's demand for the transport network. The railway network,
based on its significance in the overall railway system, is divided into 4 categories depending on
its type, freight volume, and intensity.
Railway highway providing interstate communication.
Speed: a) more than 120 km/h; b) up to 120 km/h. The maximum longitudinal slope of the road
is 15 ‰.
2. A railway network that provides inter-district communication within the state. The maximum
longitudinal slope of the road is 15 ‰.
3. Local railway network. The maximum longitudinal slope of the road is 20 ‰.
4. Incoming and connecting roads to stations. The maximum longitudinal slope of the road is
20 ‰.
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Figure 2. Andijan Airport
The airport occupies an area of 200-800 ha with a flat terrain, with a slope from the center of the
area to the edges from 5 to 20‰. At the airfield, a one-sided slope of more than 10‰ over the
entire area is not permitted. The area will be moved away from swamps, floodplains, and areas
where rainwater accumulates.
In conclusion
, the development of railway and air transport has played a significant role in the
economic and social growth of the Andijan region. Railway infrastructure has enhanced regional
connectivity, reduced transportation costs, and supported trade and industrial expansion. Modern
projects such as the Angren–Pop railway and the China–Kyrgyzstan–Uzbekistan railway
corridor have positioned Andijan as a strategic logistics hub in Central Asia. Meanwhile,
improvements in air transport, including upgrades to Andijan International Airport and the
expansion of flight routes, have increased accessibility and opened new opportunities in tourism
and international business. Together, these transport systems continue to drive sustainable
regional development and integration.
Literatures.
[1] A. K. Muminov, “Development of Transport Infrastructure in the Fergana Valley: Problems
and Prospects,” Journal of Logistics and Transport, vol. 9, no. 2, pp. 45–52, 2023.
[2] S. Rakhmatullaev, “The Role of Railway Transport in the Economic Development of the
Andijan Region,” in Proc. Int. Conf. Modernization of Infrastructure in Central Asia, Tashkent,
Uzbekistan, pp. 102–108, 2022.
[3] Ministry of Transport of the Republic of Uzbekistan, Annual Report on the Development of
Railway and Air Transport in Fergana Valley, Tashkent, Uzbekistan, 2024.
[4] N. T. Saidova and J. Karimov, “The Impact of High-Speed Rail on Regional Integration in
Uzbekistan,” International Journal of Regional Studies, vol. 11, no. 1, pp. 29–37, Jan. 2024.
[5] World Bank, Connecting to Thrive: Transport Infrastructure and Regional Trade in Central
Asia, Washington, D.C., USA, 2023.
