Logistics is the bottleneck for grain exports from Central Asia, where agricultural production and processing have significantly increased in recent seasons. This issue and ways to address it were the key focus of the panel discussion “Central Asia - a new global hub for grain logistics and trade” at the VI International Conference Asia Grains&Oils Conference in Tashkent 2026.

“We are producing and shipping more than ever, but volume is only the first part of the equation. The growing flow is reshaping routes. But is Central Asia ready for the new architecture? The flow is already unified, but the system is not. The gap between physical grain volumes and digital (regulatory) integration is the region’s biggest missed opportunity,” the discussion participants agreed.

Shukhrat Adilov, Director of Atameken Agro Trade LLP, believes that a single grain market between Kazakhstan and Uzbekistan does not de facto exist yet.

“But once the level of trust between Kazakhstan and Uzbekistan grows enough for us to be seen as reliable wheat suppliers to the Uzbek market, because we produce wheat better and cheaper than anyone else, that is when we will become a single market,” he said.

Uzbek colleagues agreed that Kazakhstan’s climatic conditions are better suited to wheat production, but noted that clear rules of the game will be crucial for a single market, particularly regarding regulation (duties and tariffs). Otherwise, it will be a game with “one side having all the advantages.”

Zhandos Kuanyshev, First Vice President of Astyk Trans JSC, continued the discussion of bottlenecks in trade. He pointed to pronounced seasonality in grain trade: there are enough wagons for transportation, but active shipping takes place for only 3-4 months of the year, while for the rest of the time the fleet is effectively idle.

“All this leads to a rush and higher logistics costs,” he stressed.

Another problem is the “bottlenecking” of export flows at key points. A classic example cited by the discussion participants is the Saryagash international crossing, through which a significant share of Kazakhstan’s exports to Central Asian countries passes. Kuanyshev recalled that in the fourth quarter of last year, loading restrictions on this route were in effect for 30 out of 90 days.

Abdusamat Muminov, General Director of Temiryo‘l Cargo JSC, acknowledged that these problems existed last year but said they have already been resolved.

“We have expanded Saryagash, and this year we plan to expand it almost twofold again. In addition, our Kazakh colleagues are building the Darbaza-Maktaaral railway line, which should ease the flows,” he said.

However, the speaker stressed that efforts by Kazakhstan and Uzbekistan alone are not enough to develop logistics. The two countries are investing billions of dollars in infrastructure, but ultimately the issue comes down to problems on the end-consumer side, such as Afghanistan and Tajikistan.

“Infrastructure needs to be developed across the entire region!” the discussion participants concluded.

In addition, synchronization is needed: harvests, export flows, railway and terminal capacity need to be planned as a single, interconnected system.