UNITED NATIONS ECONOMIC COMMISSION FOR EUROPE

UNITED NATIONS CHILDREN’S FUND IN UZBEKISTAN

Road Safety Performance Review

Uzbekistan
 UNITED NATIONS ECONOMIC COMMISSION FOR EUROPE
UNITED NATIONS CHILDREN’S FUND IN UZBEKISTAN

Road Safety Performance Review

Uzbekistan

Geneva and Tashkent, 2024

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     Uzbekistan

Acknowledgements

The Uzbekistan Road Safety Performance Review is prepared as a report for the UNECE Sustainable Transport Division. The Review
is financed by UNECE (RPTC Programme) and the UNICEF Office in Uzbekistan.

The report is prepared by Mr Gela Kvashilava, Lead International Consultant in cooperation with Mr Matkarimov Anvar, National
Consultant, Mr Komil Ruziev, National Consultant and Ms Emma MacLennan, International Consultant.

The authors worked under the guidance of and benefited from significant contributions by Mr Nenad Nikolic, Regional Advisor
(UNECE). For their invaluable inputs and comments, the authors thank Mr Walter Nissler (UNECE).

The authors thank Ms Olga Kim, Mr Shukhrat Umarkhojaev and UNICEF Uzbekistan team for technical assistance during field
visits, communication with the Government and conducting workshops. The authors would like to thank all those who took the
time to respond to the questionnaires and surveys and find time for meetings during the field visits.

National Focal Point – Col. Olim Saidov, Mr Anvar Abdullajanov, Ms Yekaterina Dzhurayeva, Mr Mashrab Razzakov, Mr Fazliddin
Tashkenbaev and other employees of the Traffic Safety Service of the Ministry of Internal Affairs of Uzbekistan provided invaluable
assistance in the implementation of the project. Valuable comments were also provided by key experts from several institutions
and organizations in Uzbekistan: Ministry of Transport, Road Committee, Ministry of Investments, Industry and Trade, Ministry of
Public Education, NGOs and academic institutions.

The analysis presented in the Review reflects information and data collected with a cut-off date of April 2023.

In addition, the authors would like to express their gratitude to all those who provided inputs, advice and support during the
preparation of this publication, and particularly to the editor Ms Ilona Ilyasova.

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     Uzbekistan

United Nations Economic Commission for Europe

The United Nations Economic Commission for Europe (UNECE) is one of the five United Nations regional commissions. It was
established in 1947 with the mandate to help rebuild post-war Europe, develop economic activity and strengthen economic
relations among European countries, and between Europe and the rest of the world.

During the Cold War, UNECE served as a unique forum for economic dialogue and cooperation between East and West. Despite
the complexity of this period, significant achievements were made, with consensus reached on numerous harmonization and
standardization agreements.

Since the early 1990s, the organization has focused on assisting the countries of Central and Eastern Europe, the Caucasus and
Central Asia with their transition process and their integration into the global economy.

Today, UNECE supports its 56 member States in Europe, Central Asia and North America in the implementation of the 2030
Agenda for Sustainable Development with its Sustainable Development Goals (SDG). UNECE provides a multilateral platform for
policy dialogue, the development of international legal instruments, norms and standards, the exchange of best practices, and
economic and technical expertise, as well as technical cooperation for countries with economies in transition.

Offering practical tools to improve people’s everyday lives in the areas of environment, transport, trade, statistics, energy, forestry,
housing and land management, many of the norms, standards and conventions developed in UNECE are used worldwide, and a
number of countries from outside the region participate in UNECE’s work.

The multisectoral approach of UNECE helps countries to tackle the interconnected challenges of sustainable development in
an integrated manner, with a transboundary focus that helps devise solutions to shared challenges. With its unique convening
power, UNECE fosters cooperation among all stakeholders at the country and regional levels.

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     Uzbekistan

Transport in UNECE

The UNECE Sustainable Transport Division is the secretariat of the Inland Transport Committee (ITC) and the ECOSOC Committee
of Experts on the Transport of Dangerous Goods and on the Globally Harmonized System of Classification and Labelling of
Chemicals. The ITC and its 20 working parties, as well as the ECOSOC Committee and its sub-committees are intergovernmental
decision-making bodies that work to improve the daily lives of people and businesses around the world, in measurable ways and
with concrete actions, to enhance traffic safety, environmental performance, energy efficiency and the competitiveness of the
transport sector.

The ECOSOC Committee was set up in 1953 by the Secretary-General of the United Nations at the request of the Economic and
Social Council to elaborate recommendations on the transport of dangerous goods. Its mandate was extended to the global
(multi-sectoral) harmonization of systems of classification and labelling of chemicals in 1999. It is composed of experts from
countries which possess the relevant expertise and experience in the international trade and transport of dangerous goods and
chemicals. Its membership is restricted to reflect a proper geographical balance among all regions of the world and to ensure
adequate participation of developing countries. Although the Committee is a subsidiary body of ECOSOC, the Secretary-General
decided in 1963 that the secretariat services would be provided by the UNECE Transport Division.

ITC is a United Nations centre providing a comprehensive platform for consideration of all aspects of inland transport development
and cooperation, with special attention to interregional and intraregional regulatory governance through the United Nations
transport conventions and other means. It was set up in 1947 to support the reconstruction of transport connections in post-
war Europe. Over the years, it has specialized in facilitating the harmonized and sustainable development of inland modes of
transport. The main results of this persevering and ongoing work are reflected, among other things, (i) in 60 United Nations
legal instruments and many more technical regulations which are updated on a regular basis and provide an international
legal framework for the sustainable development of national and international road, rail, inland water and intermodal transport,
including the transport of dangerous goods, as well as the construction and inspection of road motor vehicles; (ii) in the Trans-
European North-South Motorway, Trans-European Railway and the Euro-Asia Transport Links projects, that facilitate multi-country
coordination of transport infrastructure investment programmes; (iii) in road safety, ITC provides all relevant conventions to
build, improve and develop national road safety systems as described in its comprehensive ITC Recommendation for Enhancing
National Road Safety Systems; (iv) in the tool called For Future Inland Transport Systems (ForFITS), which can assist national and
local governments to monitor carbon dioxide (CO2) emissions coming from inland transport modes and to select and design
climate change mitigation policies, based on their impact and adapted to local conditions; (v) in transport statistics – methods
and data – that are internationally agreed on; (vi) in studies and reports that help transport policy development by addressing
timely issues, based on cutting-edge research and analysis. ITC also devotes special attention to Intelligent Transport Services
(ITS), sustainable urban mobility and city logistics, as well as to increasing the resilience of transport networks and services in
response to climate change adaptation and security challenges.

In addition, the UNECE Sustainable Transport and Environment Divisions, together with the World Health Organization (WHO) –
Europe, co-service the Transport Health and Environment Pan-European Programme (THE PEP).

Finally, since 2015, the UNECE has hosted the secretariats for the Secretary General’s Special Envoy for Road Safety and the UN
Road Safety Fund.

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     Uzbekistan

Contents

1. COUNTRY SNAPSHOT (TRENDS)...................................................................................................................1

1.1. Population and demographic ..................................................................................................................................... 1

1.2. Economic......................................................................................................................................................................... 1

1.3. Topography, climate and geography......................................................................................................................... 2

1.4. Energy (consumed in transport)................................................................................................................................. 3

2. ROAD SAFETY TRENDS 2015-2021 ..............................................................................................................4

2.1. Road infrastructure ....................................................................................................................................................... 4

2.2. Road vehicle fleet........................................................................................................................................................... 8

2.3. Road Safety Indicators................................................................................................................................................11

3. ROAD SAFETY SYSTEM AREAS ...................................................................................................................18

3.1. Road Safety Management .........................................................................................................................................18

3.1.1. Transposition of international legal instruments and agreements ...................................................................18

3.1.2. Institutional set-up for road safety and coordination..............................................................................................20

3.1.3. Strategic framework.............................................................................................................................................................24

3.1.4. Funding and resource allocation ....................................................................................................................................25

3.1.5. Research and development and knowledge transfer.............................................................................................27

3.1.6. Monitoring and evaluation................................................................................................................................................28

3.1.7. Proposed measures and conclusions ...........................................................................................................................31

3.2. Safer roads and network.............................................................................................................................................35

3.2.1. Road standards, road signs and signals and ITS deployment...............................................................................38

3.2.2. Design, construction and maintenance standards and guidelines....................................................................38

3.2.3. Road infrastructure safety management.....................................................................................................................40

3.2.5. Road work zones...................................................................................................................................................................46

3.2.6. Proposed measures and conclusions............................................................................................................................48

3.3. Safe vehicles..................................................................................................................................................................51

3.3.1. Fleet and importation of motor vehicles .....................................................................................................................51

3.3.2. Technical and roadside inspections...............................................................................................................................53

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3.3.3. Right-hand drive vehicles..................................................................................................................................................53

3.3.4. Vehicle emission standards...............................................................................................................................................54

3.3.5. Used car parts/unlicensed car services ........................................................................................................................54

3.3.6. Carriage of dangerous goods ..........................................................................................................................................54

3.3.7. Use of the tachograph.........................................................................................................................................................55

3.3.8. Transportation of schoolchildren....................................................................................................................................56

3.3.9. Use of the safety belt...........................................................................................................................................................56

3.3.10. Proposed measures and conclusions ...........................................................................................................................57

3.4. Safe road user behaviour............................................................................................................................................60

3.4.1. Education of children as road users ..............................................................................................................................60

3.4.2. Child and youth road safety (case study).....................................................................................................................61

3.4.3. Driver’s license and novice drivers .................................................................................................................................66

3.4.4. Professional drivers..............................................................................................................................................................67

3.4.5. Vulnerable road users..........................................................................................................................................................68

3.4.6. Drink and drive practices...................................................................................................................................................74

3.4.7. Proposed measures and conclusions ...........................................................................................................................76

3.5. Post-crash care..............................................................................................................................................................78

3.5.1. Introduction............................................................................................................................................................................78

3.5.2. Post-crash emergency response and care in Uzbekistan ......................................................................................79

3.5.3. Rehabilitation.........................................................................................................................................................................82

3.5.4. Insurance and legal support.............................................................................................................................................83

3.5.5. Proposed measures and conclusions ...........................................................................................................................84

4. CROSS CUTTING AREAS................................................................................................................................87

4.1. Safe urban mobility.....................................................................................................................................................87

4.1.1. The E-A-S-I framework.........................................................................................................................................................88

4.1.2. Proposed measures and conclusions ...........................................................................................................................93

5. Conclusions.....................................................................................................................................................97

6. Annexes........................................................................................................................................................ 108

References .............................................................................................................................................................. 109

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List of Figures
Figure 1 Map of Uzbekistan.......................................................................................................................................................................................................................... 2

Figure 2 International Transport corridors of Uzbekistan .......................................................................................................................................................... 5

Figure 3 Road types of Uzbekistan........................................................................................................................................................................................................... 6

Figure 4 Annual Expenditures of the Committee of Roads....................................................................................................................................................... 6

Figure 5 Production of automotive industry in Uzbekistan during 2016-2020............................................................................................................ 9

Figure 6 Number of registered vehicles................................................................................................................................................................................................ 9

Figure 7 Number of vehicles per 100 households....................................................................................................................................................................... 10

Figure 8 Registered vehicle types (01/01/2022)............................................................................................................................................................................ 10

Figure 9 Age of vehicle fleet...................................................................................................................................................................................................................... 11

Figure 10 Number of road accidents...................................................................................................................................................................................................... 12

Figure 11 Number of killed and injured in road accidents........................................................................................................................................................ 12

Figure 12 Number of road accidents by type of vehicles.......................................................................................................................................................... 13

Figure 13 Number of killed in road accidents by category of road users........................................................................................................................ 13

Figure 14 Number of injured in road accidents by category of road users.................................................................................................................... 14

Figure 15 Share of killed and injured women in road accidents........................................................................................................................................... 14

Figure 16 Killed in road accidents by age group............................................................................................................................................................................. 15

Figure 17 Number of accidents by road types.................................................................................................................................................................................. 15

Figure 18 Share of road accidents by road types............................................................................................................................................................................ 16

Figure 19 Age group of respondents to the online Safety belt use questionnaire.................................................................................................... 16

Figure 20 Results of questionnaire conducted on Safety belt................................................................................................................................................ 17

Figure 21 Road Safety Management, ITC Recommendations for Enhancing National Road Safety Systems........................................... 18

Figure 22 Organizational arrangements according to the Law on Road Safety.......................................................................................................... 22

Figure 23 Data published by the State Statistics Committee on the numbers of road accidents and victims........................................ 28

Figure 24 Procedure for approval and approval of the design............................................................................................................................................... 39

Figure 25 Types of design by stage of the project.......................................................................................................................................................................... 39

Figure 26 Number of prosecuted due to speeding....................................................................................................................................................................... 44

Figure 27 Number of accidents due to speeding........................................................................................................................................................................... 44

Figure 28 Number of killed due to speeding..................................................................................................................................................................................... 45

Figure 29 The proposal to reduce the speed in the cities and residential areas of Uzbekistan from 70 to 60 km/h............................ 45

Figure 30 Organization of the road work zone................................................................................................................................................................................. 47

Figure 31 Road signs in work zone........................................................................................................................................................................................................... 47

Figure 32 Age of vehicle fleet (01/01/2023)....................................................................................................................................................................................... 51

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Figure 33 Trainings held by the Traffic Safety Service................................................................................................................................................................... 61

Figure 34 Number and share of killed and injured children age 0 - 16 years................................................................................................................ 61

Figure 35 Blank form of the driving permit ........................................................................................................................................................................................ 66

Figure 36 Fatality rate of vulnerable road users .............................................................................................................................................................................. 69

Figure 37 Number of killed and injured vulnerable road users.............................................................................................................................................. 69

Figure 38 Number and share of killed and injured vulnerable road users in road accidents.............................................................................. 70

Figure 39 Share of killed and injured vulnerable road users in road accidents............................................................................................................ 70

Figure 40 Lack of proper infrastructure................................................................................................................................................................................................. 71

Figure 41 Violation of traffic rules.............................................................................................................................................................................................................. 71

Figure 42 Bicycle parking in Sakhand village of Namangan region.................................................................................................................................... 73

Figure 43 Statistics on driving under the influence of alcohol............................................................................................................................................... 75

Figure 44 Number of persons prosecuted for drunk driving................................................................................................................................................... 75

Figure 45 The EASI conceptual framework for steering public action towards sustainable accessibility and mobility..................... 88

List of Tables

Table 1 List of public roads of the Republic of Uzbekistan...................................................................................................................................................... 5

Table 2 Data on objects financed by international financial organizations in Uzbekistan in 2017-2022................................................... 7

Table 3 Published data by the Traffic Safety Service and SSC for years 2107-2018............................................................................................... 29

Table 4 Assigned Roles of Authorities................................................................................................................................................................................................ 36

Table 5 Categories of Public Roads..................................................................................................................................................................................................... 37

Table 6 The total length of road network in Uzbekistan........................................................................................................................................................ 37

Table 7 Number of cars produced ...................................................................................................................................................................................................... 52

Table 8 Requirements for emissions of harmful substances............................................................................................................................................... 52

Table 9 Traffic rules education for children for 2022-2026................................................................................................................................................... 60

Table 10 Age requirements to driving categories in Uzbekistan........................................................................................................................................ 64

Table 11 Minimal numbers of formal training hours in driving schools of Uzbekistan ....................................................................................... 65

Table 12 Number of formal obligatory hours in driving schools for a category and road accident death rate
in some countries .......................................................................................................................................................................................................................................65

Table 13 Practical training requirements for drivers of commercial vehicles.............................................................................................................. 68

Table 14 Sanctions for driving under the influence violations............................................................................................................................................. 74

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Acronyms and Abbreviations

ABII The Asian Infrastructure Investment Bank

ADB Asian Development Bank

CAREC Central Asian Regional Economic Cooperation Program

EASST The Eastern Alliance for Safe and Sustainable Transport

MIA Ministry of Internal Affairs

SSC State Statistics Committee

UN United Nations

UNECE United Nations Economic Commission for Europe

YOURS Youth for Road Safety

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Executive summary

One of the first steps in building national road safety system capacities is to assess the road safety situation and state-of-the-art
of road safety system. It can be done through the Road Safety Performance Review – a review based on the available documents,
local legislation and statistics in the country, prepared by international and national consultants and UNECE staff in cooperation
with national road safety stakeholders (Government, academia, NGO and private sector representatives, regional and international
organizations and local and international experts).

The Road Safety Performance Review in Uzbekistan identified the most critical aspects for the development of the national
road safety system and offered recommendations for its improvement. The project team used a multipronged approach to
assess the current road safety situation in Uzbekistan. It included analyses of the following topics: the legal and institutional
framework for road safety, the current road safety situation and trends, limitations in capacities, financial and human resources,
gaps in the national legal and regulatory framework, compliance of Uzbekistan legislation with United Nations road safety-
related legal instruments, and coordination among road safety stakeholders. The Review also highlights good practices in
road safety and emphasizes the importance of accession to and implementation of key United Nations road safety related
legal instruments, as an effective means for improving road safety system at the national level and local levels. The discussion
of findings of the Review was conducted at national and international capacity development workshops. The workshops
were attended by representatives of national institutions which are members of the Republican Special Commission for Road
Safety, as well as representatives of international financial institutions, academia, NGOs and the private sector.

In Uzbekistan, the number of road accidents and fatalities remains very high, more than 45% above EU average. Such
figures bring huge economic costs, and depending on the sources of data for Uzbekistan, different estimates of socio-
economic costs range from 2.6% to 3.8% of GDP. With a rate of almost two fatal accidents per day, traffic accidents are firmly
placed in the top five causes of death in Uzbekistan, and they are the leading cause of death of inhabitants aged from 5 to
29 years.

In terms of improvement of institutional framework, Uzbekistan needs to empower the Republican Special Commission
for Road Safety to deal with strategic issues and monitoring of results. To achieve this new framework should give the
Commission a clear mandate, responsibilities, and authority to develop, implement, and monitor the road safety strategy
and action plan, ensure that the Commission has the necessary resources to perform its functions effectively and establish
a system for regular reporting and accountability to the Government on the progress of the road safety strategy and action
plan. Uzbekistan needs to set concrete and measurable targets in road safety strategy and action plan, develop sustainable,
domestic funding sources for road safety and encourage knowledge-sharing and collaboration among road safety
stakeholders at local, national and international levels. At this stage, it is important to develop road safety performance
indicators and use them to monitor progress and evaluate the impact of enforcement efforts. For improving vertical and
horizontal coordination between actions taken by designated authorities, it is important to create clear mechanisms
among road safety stakeholders at different levels (national, regional, local) to ensure consistency and alignment in road
safety policies and programs.

In Uzbekistan, the road infrastructure has traditionally maximized economic efficiency at the expense of safety. Now the
paradigm is changing to optimize the movement of people and goods with road safety in mind. Infrastructure that meets
the needs of vulnerable road users such as cyclists, motorcyclists, pedestrians, children and the disabled is particularly
important in Uzbekistan, as approximately 50% of fatalities and injuries are pedestrians. Uzbekistan has to adopt unified
national road design standards and road infrastructure safety management regulations. The Review has identified several
key areas that can make a positive impact to ensure safer roads: separation of different road users, elimination of interaction
between high-speed traffic and vulnerable road users, auditing/inspecting existing road infrastructure regularly and
promoting more sustainable modes of transport, including public transport, walking and cycling. Develop functional
classification of roads and streets of Uzbekistan in line with requirements of modern, safe and sustainable transport system
which will be supported by appropriate road design elements is in urgent need.

In Uzbekistan, excessive speeding is a main factor to fatal outcome in most crashes. The Review focuses particularly on
the speed limits set for urban roads, with a high concentration of vulnerable road users. It is obvious that speeding is the
cause of 30% of fatal accidents and this requires adjusting speed limits, particularly in urban areas, to the best international
practice. The existing general speed limit of 60 km/h in urban areas should be reduced to 50 km/h for better road safety.

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Effective speed management requires that local authorities should have the legal authority to reduce limits, so they can
manage local speeds according to the specificities of individual roads. Enforcement of existing speed limits is also a critical
issue. Therefore, the country needs to further develop the capacity of the Traffic Safety Service to increase the application
of modern technologies in enforcement. As well as speed, other key behavioural risk factors can be mitigated by effective
enforcement of drink driving and non-use of helmets, safety belts and child restraints. To allow this, Uzbekistan should
introduce comprehensive laws in place concerning the use of safety belts for rear-seat occupants and child restraint
systems.

Based on the Safe System approach, Uzbekistan could advance road safety management by further increasing coordination
between key road safety stakeholders and strengthening human capacity at the national and local levels. Another priority is
to improve road safety data collection, analysis and dissemination. Data collection forms on road crashes should be refined
based on the CADaS (Common Accident Data Set) standard and the Ministry of Internal Affairs, Ministry of Health and insurance
companies’ records on road accidents should be cross checked and stored in a single database. Capacity building amongst
all road safety stakeholders has to remain a priority; a train-the-trainers model could be developed in order to speed up the
sharing of knowledge in all sectors. The efficient implementation of United Nations Regulations for safer vehicles and protective
equipment would also enhance road safety. Deployment and use of Intelligent Transport System (ITS) could improve traffic
management and road safety. In the last years, cameras were installed at the main intersections of the city of Tashkent, but for
now, these cameras are only used to detect violations. Uzbekistan has to embrace technology for better traffic management and
deploy contemporary traffic management centres on national road network and in urban areas to allow better use of existing
transport infrastructure and prioritize public transport. This could allow centralized traffic management and improve speed
management on the roads.

In the last decades, Uzbek cities have experienced rapid socio-economic transformation, but also severe setbacks of public
transport services in cities. Too often, transport infrastructure and services fail to keep up with the mobility needs of the growing
population. The lack of streets with adequate traffic capacity hindered operation of public transport and accessibility to many
areas of the city and was sometimes a potential cause of road accidents; The occupation of roadsides is one of the major causes
of traffic jams with a reduced level of service and slowing traffic flows. Moreover, the lack of integration between land-use and
transport policies has led to the development of new passenger car-dependent urban areas within cities, particularly, in the
outskirts. These changes have increasingly fostered demand for more efficient transport infrastructures, as well as integrated
plans for urban development and traffic management in bigger cities. Uzbekistan needs to prioritise public transport and active
travel by developing comprehensive urban mobility strategies and plans at national and local levels. It is critically important,
to control and coordinate land-use and integrate urban and transport planning and gradually define and implement stricter
requirements in terms of energy efficiency and GHG emissions standards. It is necessary to strengthen the role of municipalities,
update the legal and regulatory framework to clarify the role of local authority’s role in urban planning, transportation and
mobilize financial resources to support implementing urban mobility strategies and plans.

Global road safety strategic framework developments were considered in the preparation of the Review. While keeping the
United Nations Second Decade of Action for Road Safety 2021-2030 and Sustainable Development Goals (SDG) 3 and 11 in mind,
Uzbekistan has to tailor future road safety strategies and good practice manuals to the local context.

Given the rapid motorization and growing economic activity in Uzbekistan there is a critical need to address the road safety
situation in a holistic way. It is clear, as motorized traffic increases, exposure to risk will also increase and government policy
to prioritize road safety is warranted. Only by implementing targeted actions at all levels, the number of fatalities and injuries
will be reduced, along with the related human, social, and economic costs and the burden on the health sector. In Uzbekistan,
the political will to improve road safety is a strong basis for further improvements and it is hoped that implementation of the
recommendations provided in the Review will help in improving the road safety system in Uzbekistan. The findings of the Review
should be used to design an effective road safety strategy, actions and interventions in the future. The results could also be used
to improve road safety behaviour, strengthen the local knowledge and research and development capacity, promote road safety
ownership and accountability, and raise public awareness of the benefits of improving road safety in Uzbekistan.

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1. COUNTRY SNAPSHOT (TRENDS)

1.1. Population and demographic

The most recent estimations show that the Uzbekistan population reached 35.16 million (2023). Country is ranked the 43th by
population in the world.

Most of the population lives in the eastern half of the country. The fertile Fergana Valley in the extreme east, the most populous
area in Central Asia, supports both old and new cities and towns and traditional rural settlements. Much of Karkalpakstan, in the
west, is under threat of depopulation caused by the environmental problems related to the Aral Sea area. The cities of Samarkand,
Bukhara, and Tashkent have histories that extend back to ancient times. Andijon, Khiva, and Qŭqon also have served the region
as cultural, political, and trade centres for centuries. Roughly half of the population of Uzbekistan lives in urban areas1. According
to 2023 estimations, 2.6 million inhabitants live in capital city of Tashkent.

Uzbekistan’s population remains youthful in comparison with those of the western parts of the former Soviet Union, though the
population aged slightly and steadily over the decades following its independence. Around 23% of the population is in the age
range of 0-14 and more than seventy in the range 16-64 years.

1.2. Economic
Uzbekistan has rich natural resources, including natural gas, oil, and cotton, which have contributed to its economic growth.

Over the last 15 years, Uzbekistan’s GDP has been growing at a steady pace. According to World Bank data, the country’s GDP has
grown from USD 15.5 billion in 2007 to USD 69.2 billion in 2021. This represents a fourfold increase in the country’s GDP over the
period. However, the growth rate of Uzbekistan’s GDP has been somewhat volatile. Between 2007 and 2016, the country’s GDP
growth averaged around 8% per year. In 2017, the country’s GDP growth slowed down to 5.3%, partly due to a decline in cotton
exports, which are a significant contributor to the country’s economy. In 2018, the country’s GDP growth bounced back to 5.1%.
In 2019, the growth rate was 5.6%, and in 2020, it was 1.6%, mainly due to the COVID-19 pandemic. The IMF expects that the
country’s GDP will continue to grow in the coming years due to a favourable global economic outlook, rising investment, and
structural reforms.

In 2021, the country’s GDP per capita was USD 3,328, which is significant increase from USD 2,753 in 2015. However, despite
this growth, Uzbekistan remains a lower middle-income country2, with a GDP per capita below the world average. Uzbekistan’s
unemployment rate has been relatively stable over the past few years. According to the official statistics, the country’s
unemployment rate was 7.16% in 2021. Diaspora remittances are an important source of income for many Uzbek households.
According to the World Bank, Uzbekistan received USD 7.4 billion in remittances in 2020. These remittances represent more than
10% of the country’s GDP, making them a significant contributor to the economy.

The automotive industry is an essential contributor to Uzbekistan’s GDP. According to national statistics3, the automotive
industry accounted for around 5.6% of the country’s GDP in 2020. This industry has been growing rapidly in recent years due
to government policies that have encouraged foreign investment in the sector. Uzbekistan is one of the few countries in the
region that has its own car manufacturing industry. The country’s largest car manufacturer is GM Uzbekistan, which is a joint
venture between General Motors and Uzbekistan’s government. In addition to GM Uzbekistan, other foreign car manufacturers
have established operations in Uzbekistan, including South Korea’s Daewoo and China’s Changan. The automotive industry’s
contribution to Uzbekistan’s GDP is likely to continue to grow in the coming years as the country’s government continues to
implement policies to attract foreign investment in the sector. In 2021, the Uzbek government announced plans to establish
a new car manufacturing cluster in the Tashkent region, which is expected to attract more foreign investment to the industry.

From 2014 Uzbekistan is a member of the Commonwealth of Independent States (CIS) Free Trade Area, which promotes trade
and economic cooperation among its member countries.

1
https://www.britannica.com/place/Uzbekistan. Retrieved 24/04/2023.
2
https://www.worldbank.org/en/country/uzbekistan/overview. Retrieved 25/10/2023.
3
https://stat.uz/images/uploads/docs/vvp_dek_2020_en.pdf

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1.3. Topography, climate and geography

Uzbekistan, officially the Republic of Uzbekistan, is a doubly landlocked country located in Central Asia. It is surrounded by five
landlocked countries: Kazakhstan to the north; Kyrgyzstan to the northeast; Tajikistan to the southeast; Afghanistan to the south;
and Turkmenistan to the southwest. Its capital and largest city is Tashkent. Uzbekistan has an area of 447,400 square kilometres
and it is the 59th largest country in the world by area4.

Terrain is mostly flat-to-rolling with sandy desert with dunes. Less than 10% of Uzbekistan territory is intensively cultivated
irrigated land along course of Amu Darya, Syr Darya and Zaravshan rivers and Fergana Valley, and formerly in the Aral Sea which
has largely desiccated. The rest is the vast Kyzylkum Desert and mountains. The highest point in Uzbekistan is Khazret Sultan at
4,643 m. The climate in Uzbekistan is continental, with little precipitation expected annually (100-200 millimetres). The average
summer high temperature tends to be 40 °C, while the average winter low temperature is around −23 °C5.

Figure 1
Map of Uzbekistan

4
https://www.cia.gov/the-world-factbook/countries/uzbekistan/#introduction. Retrieved 24/04/2023.
5
Climate Archived 22 September 2008 at the Wayback Machine, Uzbekistan: Country Studies – Federal Research Division, Library of Congress.

2
     Uzbekistan

1.4. Energy (consumed in transport)

Transportation is one of the largest energy-consuming sectors in Uzbekistan and is responsible for a sizeable portion of the
country’s greenhouse gas emissions. According to the International Energy Agency (IEA), the transport sector in Uzbekistan
consumed approximately 146,000 barrels of oil equivalent (BOE) per day in 2019. This is equivalent to about 3.3% of the country’s
total energy consumption. According to the IEA, the transport sector’s energy consumption in Uzbekistan has increased by
approximately 35% between 2000 and 2019. Road transport, which includes cars, buses, and trucks, accounts for most energy
consumption in the sector, followed by aviation and rail transport. Despite heavy duty vehicles only representing about 7% of the
fleet, they represent almost 25% of the energy used by road motorized vehicles.

In Uzbekistan, the transport sector is responsible for approximately 19% of the country’s total CO2 emissions, according to the
IEA. The sector is also a significant source of other air pollutants, such as nitrogen oxides (NOx), sulphur dioxide (SO2), and
particulate matter (PM), which can have negative impacts on human health and the environment.

UNECE, 3rd Environmental Performance Review of Uzbekistan, October 2020

According to official statistics on SO2 emissions, the “transport and storage” category accounted for 21,900 tons of emissions
in 2016, about 7% of the total. In terms of NOx, transport is the highest emitter with 156,900 tons emitted in 2016, 63% of the
total and a 33% increase on the 2009 value. PM 10 and PM2.5 data for transport are not available; however, the “transport and
storage” category accounted for 15,800 tons of total suspended particles in 2016.

According to the Third National Communication under the UNFCCC (TNC), transport accounted for 12.4% of GHG emissions
from fuel combustion in 2012, emitting 12,355 Gg of CO2 -eq. (or 6.6% of total emissions without LUCF). In 2012, the largest
contributors to CO2 emissions were road (mainly petrol-fuelled) vehicles (63%) and pipeline transport (33%).

The TNC also states that, between 1990 and 2012, GHG emissions from transport decreased by 25.1% thanks primarily to
the renewal of the road vehicle fleet and investments in oil and gas transmission. Measures aimed at reducing energy
consumption in road transport have so far focused on both technical (e.g., renewal of road fleet) and institutional (e.g.,
introduction of CO2 emission standards) initiatives.

Integral part of the EPR was implementation of the For Future Inland Transport Systems (ForFITS) tool which provides
projections of transport sector CO2 emissions for Uzbekistan. ForFITS model conclusions: The transport sector is expected to
grow dramatically in the coming decades as the Uzbekistan economy develops further. As set out above, traffic activity in the
Reference Scenario is expected to increase significantly in the years ahead. All CO2 mitigation scenarios will only slow down
the expected growth in emissions and emissions are not likely to revert to present levels. However, decoupling of economic
growth and CO2 emissions from transport under the Combined Scenario is an important achievement that Uzbekistan
should embrace to meet its (I)NDC target submitted in the framework of the Paris Agreement under UNFCCC.

3
     Uzbekistan

2. ROAD SAFETY TRENDS 2015-2021

Road safety was always under special attention of the Uzbek Government. Since 1991 when Uzbekistan became independent,
it was adopted more than 100 laws and by-laws related with road safety, traffic rules, training and education, vehicle inspection,
insurance etc. It should be recognized that general legal framework, road design standards, vehicle construction specifications
and basic road safety management is in place. As in many countries, there is a question whether legislation, guidelines, and
standards do meet modern standards and how these legislations are implemented in practice.

2.1. Road infrastructure

In Article 8 of the Law on Motorways [02/10/2007]6 roads are classified as:

■ Public Roads
■ City streets and other residential areas
■ Company owned or farm roads.

Public Roads are categorized as:

■ International Roads
■ State Roads
■ Local Roads

International roads are those which are included into the international road network in accordance with international
agreement on the Asian Highway Network7 adopted on 4 July 2005. Many of them (М34, М37, М39, М41, А373, А376, А377,
А378, А379, А380) is a part of the Central Asian Regional Economic Cooperation Program (CAREC) corridors8.

6
lex.uz/ru/docs/1254492
7
https://lex.uz/ru/docs/1313478#1313811
8
https://www.un.org/ru/documents/decl_conv/conventions/pdf/asian_highwaynetwork.pdf

4
     Uzbekistan

Figure 2
International Transport corridors of Uzbekistan

Source: https://www.logistika.uz/en/atlas/1604/

State roads provide motor transport links between the administrative centres of regions and districts, cities, cultural and industrial
centres, airports, railway stations, ports, as well as with neighbouring countries. Local Roads include roads connecting the
administrative centres of districts with settlements, villages, as well as with International and State roads. All these public roads
are operated by the Road Committee.

The List of Public Roads has been approved by the Governmental Decree No. 169 [05/08/2010]9. Uzbekistan has total of 227,620 km
of roads and 448,90010 km2 of territory. Road density is 51 km/100 km2 11 which ranks Uzbekistan 88 globally. Kazakhstan’s road
density is 4 km/100 km2, Georgia’s is 29 km/100 km2 and Azerbaijan has 90 km/100 km2.

Table 1
List of public roads of the Republic of Uzbekistan

Public road type* Farm roads, company owned roads, and city streets**
Sub-total International State Local
Length, km 42,869 3,993 14,203 24,673 141,882
Quantity, each 2,045 11 231 1,803
Source : https://lex.uz/uz/docs/1664887 *
Ministry of Internal Affairs, 2022 **

9
https://lex.uz/uz/docs/1664887
10
https://miit.uz/en/menu/ob-uzbekistane
11
https://www.econstats.com/wdi/wdiv_574.htm

5
     Uzbekistan

Figure 3
Road types of Uzbekistan
2.1%

7.7% International

State
13.4%
Local

Farm roads, company

76.8% owned roads
and city streets

The information provided in Article 10 of the aforementioned Decree does not provide a clear definition of roads. - “The streets
of cities and other settlements are located within cities, urban settlements, villages and auls, except for the sections included in
the List of Public Roads of the Republic of Uzbekistan”. Another words all roads located within cities and other settlements can be
considered as streets if they are not in the list mentioned in the Governmental Decree 169 [05/08/2010]. This is critical because
of funding and design approaches.
Another key point is financing of construction and maintenance. Public roads are the responsibility of a specially authorised body,
which finances construction and maintenance from the central budget (Republican Road Fund). The streets of cities and other
settlements are under the jurisdiction of local government bodies and financed by local budgets. In April 2022 under the Traffic
Safety Service of the Ministry of Internal Affairs was established the Republican Fund “Safe Road and Safe Pedestrian”. From this
Fund resources can be used for procurement of technical means for organizing traffic, their spare parts, structures and materials,
for financing of road markings, road signs and traffic lights etc. in cities and other settlements only.
According to Article 4 of the Governmental Decree No. 34212 on measures to ensure and organize safety on roads in the territory
of the Republic of Uzbekistan [26/12/2011], the Road Committee is responsible for the development and improvement of public
roads, ensuring uniform technical conditions. The local state authorities (Khokimiyats, Municipalities) are responsible for the
development, and compliance with design norms and standards of urban roads and other residential settlements. In Article 5
of above-mentioned Decree city streets are divided into city and district streets and arterial main streets.

Figure 4
Annual Expenditures of the Committee of Roads
8,000
7,332
7,000

6,000
4,753
5,000
4,122
4,000
3,173
3,000
2,036
2,000
700
1,000
391 570 433
0
2017 2018 2019 2020 2021
UZS, mlrd USD, mln
Source: calculated based on https://www.uzavtoyul.uz/ru/category/byudjet-ochiqligini-taminlash13

12
https://lex.uz/ru/docs/1923902
13
https://www.uzavtoyul.uz/cy/post/20172018-yillar-yakuniga-kora-avtomobil-yollari-davlat-qomitasining-asosiy-aoliyati-boyicgj-korsatkichlari-togrisida.html
https://www.uzavtoyul.uz/ru/post/2019-yil-yakuniga-kora-avtomobil-yollari-qomitasining-asosiy-faoliyat-kosatkichlari-togrisida-malumot.html
https://www.uzavtoyul.uz/ru/post/2020-yil-yakuniga-kora-avtomobil-yollari-qomitasining-asosiy-faoliyat-korsatkichlari-togrisida-taxliliy-malumot.html
https://www.uzavtoyul.uz/ru/post/20202021-yil-yakunlariga-kora-avtomobil-yollari-qomitasining km -asosiy-faoliyat-korsatkichlari-togrisida-taxlil-
iy-malumot.html

6
     Uzbekistan

In addition to its own financial resources, Uzbekistan uses various types of foreign resources, such as bilateral loans from
countries and international development banks and institutions, to finance road infrastructure. In the last years, Government
authorities tries to attract direct foreign investments to infrastructural projects on the Private Public Partnerships base as
well. Main agency for communication with Foreign Investors and International Development agencies is the Ministry of
Investments, Industry and Trade of the Republic of Uzbekistan. Pursuant to the Decree of the President of the Republic of
Uzbekistan No. 5643 [28/01/2019] its main task is management of work to attract foreign investment, implementation of
effective interaction with international economic and financial institutions, foreign governmental financial organizations
bilaterally and multilaterally.

Several road infrastructure improvement projects are currently underway, supported by various international development
agencies. Data on road infrastructure financed by international financial organizations in Uzbekistan in 2017-2022 are
presented in the Table 2.

Table 2
Data on objects financed by international financial organizations in Uzbekistan in 2017-2022

Road
2017 2018 2019 2020 2021 2022 TOTAL amount,
International financial institutions and projects length
year year year year year year million US dollars
km

Total: 1,302 86.2 60.6 29.7 94.6 146.4 102.6 519.9

including:

Asian Development Bank 489 69.9 15.9 5.8 20.5 78.4 86.0 276,3

Reconstruction of 315-440 km of Highway A-380

85 29.5 29.5
Guzor-Bukhara-Nukus-Beyneu

Reconstruction of 116-190 km of the Tashkent-Osh

74 40.4 15.8 5.6 61.8
Highway A-373 (Kamchik pass)

Reconstruction of 173-176 km of the Tashkent-Osh

3 8.8 3.5 12.2
Highway A-373 (Kamchik pass)

Reconstruction of the 228-315 km section of the

87 0.1 0.2 11.7 40.3 33.2 85.4
A-380 Guzor-Bukhara-Nukus-Beyneu Highway

Reconstruction of the 964-1204 km section of the A-380

240 34.6 52.8 87.4
Guzor-Bukhara-Nukus-Beyneu Highway

Islamic Development Bank 121 12.5 41.5 3.9 9.5 18.0 7.2 92.6

Reconstruction of 100 km of the M-39

100 12.5 41.5 3.9 57.9
Tashkent-Termez Highway

Reconstruction of sections of the M-39

Tashkent-Termez Highway 1395-1400 km 21 9.5 18.0 7.2 34.7
and 1410-1426 km

World Bank 579 0.0 0.5 13.0 48.5 35.0 3.4 100.4

Regional roads Development Project 579 0.5 13.0 48.5 35.0 3.4 100.4

Saudi Development Fund and Kuwait Arab

35 3.8 2.7 7.0 16.1 15.0 4.0 48.6
Economic Development Fund

4R87 Reconstruction of 35 km of the Highway

35 3.8 2.7 7.0 16.1 15.0 4.0 48.6
Guzor-Chim-Kukdala

Asian Infrastructure Investment Bank 78 0.0 0.0 0.0 0.0 0.0 2.0 2.0

Reconstruction of 150-228 km of the A-380 Highway

78 2.0 2.0
Guzor-Bukhara-Nukus-Beyneu

7
     Uzbekistan

In international projects, construction and reconstruction work is done based on FIDIC norms. The specifications are developed
based on the current regulatory requirements of the Republic of Uzbekistan. Other standards may be applied if they have
technical indicators not lower than those provided for by the standards of the Republic of Uzbekistan and are registered in the
territory of the Republic in accordance with the established procedure.

Uzbekistan plans to build two new toll tunnels, as well as three toll expressways. The first tunnel is planned to be built at the
Kamchik Pass. The road through this pass is the only road connecting the most populous part of Uzbekistan – the Fergana Valley
with the rest of the Republic. Over twenty one thousand cars pass through the Kamchik Pass per day. The project will be financed
by the World Bank.

Another tunnel is planned to be built through the Takhtakaracha Pass. The shortest way between the ancient cities of Samarkand
and Shakhrisabz lies through the western spurs of the Zeravshan ridge, through the Takhtakaracha pass, which is sometimes also
called Aman-Kutan, in honour of the village nearby. It is a narrow winding road that rises to an altitude of 1,650 meters. It can be
dangerous, and therefore buses and minivans are forbidden to travel here. The project will be financed by the European Bank for
Reconstruction and Development.

As for toll roads, these are sections: “Tashkent – Samarkand”, “Tashkent – Andijan” and “Syrdarya – Bakht”14.

In 2021 construction and reconstruction works on 2,735.8 kilometres of public roads and 10,114.5 kilometres of internal roads and
city streets were carried out according to “Obod Qishloq”, “Obod Mahalla” and other programs.

There are several projects under consideration:

■ The Asian Infrastructure Investment Bank (ABII) considers financing reconstruction of 157 km of the M 37 “Samarkand-
Bukhara-Turkmanbashi” road with project cost USD 300 million.
■ The Indian Export-Import Bank (India EXIM Bank) has negotiations with Uzbek Government on construction of new
198 km Road 4P60 “Uchkuduk-border of the Republic of Kazakhstan” with approximately project cost USD 257.4 million.
■ Feasibility Study is in the final stage for the reconstruction of 60 km M-39 “Almaty-Bishkek-Toshkent-Shakhrisabz-Termiz”
Road (1255-1315 km) with project cost USD 165 million which will be financed by the IDB.

2.2. Road vehicle fleet

Uzbekistan did not have automotive industry in the Soviet period. The first automotive production factory was established
in 1996. Currently there are three main automotive companies producing vehicles: GM Uzbekistan (passenger vehicles), MAN
Auto-Uzbekistan (trucks and special purpose heavy vehicles), SamKochAvto (buses, trucks and special purpose heavy vehicles).
Also, Government considers production of electrical passenger vehicles and buses as well.

14
The Road Committee press conference - Projects to be implemented in the field of road construction and repair in 2021 and their quality control.

8
     Uzbekistan

Figure 5
Production of automotive industry in Uzbekistan during 2016-2020

Source: https://review.uz/en/post/obzor-centra-ekonomicheskix-issledovaniy-i-reform-razvitie-avtomobilnoy-promshlennosti-uzbekistana-za-5-let

Uzbekistan joined the Agreement concerning the Establishing of Global Technical Regulations for Wheeled Vehicles, Equipment
and Parts which can be fitted and / or be used on Wheeled Vehicles, of 25 June 1998 in 2018 and the Convention on Road Traffic,
of 8 November 1968 in 1995. Vehicle categorizations meet UN legal instruments requirements. According to the “Law on Traffic
Safety” Ministry of Internal Affairs is a responsible agency for registering vehicles and keeping the register of the fleet.

By 1 January 2022, Uzbekistan has total of 4,136,793 registered vehicles. Its number increased by 250% during the period from
2001 to 2021 (see Figure 6). Annual mean growth for the fleet in this period is around 5.2%. Since 2019 it is 8.4%.

Figure 6
Number of registered vehicles

4,500,000
4,000,000
3,500,000
3,000,000
2,500,000
2,000,000
1,500,000
1,000,000
500,000
—
2001 2005 2010 2015 2018 2019 2020 2021

Personal 1,199,982 1,269,115 1,734,788 2,193,812 2,498,394 2,919,869 3,202,695 3,403,419

Commercial 286,794 276,321 326,723 372,713 447,575 376,166 394,705 418,450

Total 1,486,776 1,545,436 2,061,511 2,566,525 2,945,969 3,296,035 3,597,400 3,821,869

Source: MIA, 2022

9
     Uzbekistan

In the meantime, number of households which own car is still lower than in some neighbouring countries and consists
53 of 100 (see Figure 7). Number of motor vehicles per 1,000 persons in Uzbekistan is 91 when its neighbour Kazakhstan it
is around 21015. Since Uzbekistan has good macroeconomic indicators and living standards are continuously increasing,
it is estimated growth of commercial and passenger vehicles in the future.

Figure 7
Number of vehicles per 100 households
60
53
50 49
47
43 44 44
41 42
40
35

30 27
24
21
20

10

0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Source: https://stat.uz/ru/ofitsialnaya-statistika/living-standards

The 88.6% of the total vehicles are passenger cars. Significantly low percentage of buses (0.6%) and minibuses (0.3%). For example,
in Georgia their share is 5%. Main trend is constant increase of number of passenger vehicles. Following the trends of last five
years, experts’ estimation is that by 2030 number of vehicles can reach more than six million motor vehicles.

Figure 8
Registered vehicle types (01/01/2022)

0.3%
0.6% 1.3%
0.7% 1.8%

7.9%
Passenger cars
Trucks
Special purpose vehicles
Buses
88.6% Minibuses
Motorcycles
Trailers

Source: MIA, 2023

More than half (56.7%) of the fleet is less than 10 years old (2023 data). Uzbekistan has own vehicle production industry and taxes
for importing of second-hand vehicles are extremely high. These conditions provided to keep high volumes of new cars in the
total volume.

15
https://w3.unece.org/PXWeb/en/Table?IndicatorCode=44

10
     Uzbekistan

Figure 9
Age of vehicle fleet

17.6%
0-10 years
11-20 years
56.7%
25.7% more than 20 years

Source: MIA, 2023

Number of electrically powered vehicles is low, but it is continuously increasing. Government has started stimulating electric
powered and hybrid vehicles import and manufacture. In the Presidential Decree No. 443 on Measures for the State support of
the organization of the production electric vehicles [19/12/2022] the following measures have been prescribed:
■ considering of production of electric vehicles and buses
■ procurement by 2025 of 3,863 electric vehicles for the governmental agencies
■ power charging network improvement
■ compensation of some part of bank interests of individuals’ car loans if electric vehicle manufactured locally, etc.

2.3. Road Safety Indicators

The Governmental Decree No. 303 on improving the system for recording road accidents [15/11/2011]16 describes following
definitions for traffic accidents and casualties:
■ Road traffic accident - an event that occurred during the moving of vehicle on the road and caused the death or injury
any human, damage to vehicles, structures, cargo or other property17.
■ Killed person - a person who died as a result of a traffic accident at the scene of the accident or as a result of it within
30 days.
■ Injured person - a person who has been admitted to a hospital for first aid treatment and staying for more than one day
due to a traffic accident or is being treated on an outpatient basis after receiving first aid.

Registration road accidents should be carried out by

■ regional bodies of the Ministry of Internal Affairs
■ medical institutions where victims have been delivered
■ legal entities whose vehicles involved in traffic accident
■ owners of public roads and streets

According to the Governmental Decree No. 303 as a road crash will be considered only event in which persons were killed or
injured as a result of road traffic accidents. Minor incidents where there are no injured persons will be not registered by any
agency. This kind of incidents can be reported to insurance company for future claim.

According to the data provided by MIA numbers of registered road accidents, injured and killed have being gradually decreasing
up to pandemic 2020. In 2021 all these numbers are started raising.

16
https://lex.uz/docs/1899292
17
https://lex.uz/docs/2153413

11
     Uzbekistan

The number of registered road accidents in period 2017 - 2020 was in constant decline. This figure bounced back in 2021 for 43%
and reached 10,001. Such increase can be explained by raising of mobility of people and economic activity after pandemic. In
2022 number of accidents stabilized at 9,902.

Figure 10
Number of road accidents

12,000

10,000

8,000

6,000

4,000

2,000

0
2017 2018 2019 2020 2021 2022
Accidents 9,404 8,219 8,092 6,982 10,001 9,902

Almost same trends can be seen in the number of fatalities and injuries (See Figure 11). Number of killed was decreasing from
2,473 to 1,957 in period 2017-2020. In 2021 it was increased to 2,426 and in 2022 slightly reduced to 2,356. Number of injured in
2017-2020 was decreased for 46% from 9,637 to 6,598. In 2021 sharply number of injured increased for almost 40% and in 2022
returned to 2017 level.

Figure 11
Number of killed and injured in road accidents

14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
2017 2018 2019 2020 2021 2022
Injured 9,637 8,458 7,924 6,598 9,230 9,606
Killed 2,473 2,262 2,067 1,957 2,426 2,356

Source: MIA, 2022

According to relative road safety indicators – 63.5 killed/100,000 vehicles (2021) and 6.7 killed/100,000 inhabitants (2022)
Uzbekistan is among mid-performing countries globally. Looking at number of accidents by type of vehicles, it could be noted
that the highest number of vehicles involved in road accidents are passenger cars. Number of accidents involving passenger’s
cars gradually decreased from 2017 to 2020, but in 2021 its number rose sharply and reached 8,451. In the second place
are bicycles. Unfortunately, number of bicycles involved in road crashes is continuously increasing and in 2021 reached 1,078.
More detailed analyse on bicyclists and motorcyclists will be provided below in the chapter 3.4 on vulnerable road users. Number
of accidents with heavy goods vehicles involved is in the third place. The number of agricultural vehicles involved in accidents
comparing 2017 and 2021 declined – number decreased from 64 to 42.

12
     Uzbekistan

Figure 12
Number of road accidents by type of vehicles

10,000

9,000

8,000

7,000

6,000

5,000

4,000

3,000

2,000

1,000

0
2017 2018 2019 2020 2021
Passenger cars 8,638 7,298 6,819 6,084 8,451
Trucks 563 561 587 488 673
Buses 160 136 139 109 153
Bicyclists 768 682 731 849 1,078
Motorcyclists 133 132 103 105 81
Agricultural vehicles 64 48 47 41 42

Source: MIA, 2022

When analysing fatalities among road users, the highest number of killed and injured can be noted among pedestrians. More
detailed analyse of deaths and injuries of pedestrians, bicyclists and motorcyclists will be provided below in the chapter 3.4 on
vulnerable road users.

Number of fatalities among vehicle occupants remaining stable - killed around 900 and injured 3,050. (See below Figure 13
and 14)

Figure 13
Number of killed in road accidents by category of road users

1,400
1,200
1,000
800
600
400
200
0
2017 2018 2019 2020 2021 2022

Drivers and
963 906 807 889 1,067 1,200
passengers
Pedestrians 1,273 1,130 1,023 817 1,080 856

Bicyclists 190 176 194 212 240 263

Motorciclysts 32 33 25 25 25 27

Others 15 17 18 14 14 10

Source: MIA, 2022

13
     Uzbekistan

Figure 14
Number of injured in road accidents by category of road users

6,000
5,000
4,000
3,000
2,000
1,000
0
2017 2018 2019 2020 2021 2022
Drivers and 2,916 3,894 2,870
3,745 3,389 3,418
passengers
Pedestrians 5,141 4,389 3,839 2,918 4,363 3,954
Bicyclists 598 531 560 660 883 891
Motorciclysts 132 126 87 90 72 86
Others 21 23 20 21 18 15

Source: MIA, 2022

In the last five years unfortunately both number of killed and injured women were increased. So, from 2017 to 2022 share of
female fatalities has been more than doubled from 0.85% to 2.04% and injuries increased by 40% and reached 3.85% of total
number of injured.

Figure 15
Share of killed and injured women in road accidents

4,5

4,0 3.9%

3,5
3.2%
3.1%
3,0 2.8%
%

2.5%
2,5
2.3%
2.0%
2,0
1.6%
1.5% 1.4%
1,5

1,0 0.8%
0.7%
0,5

0,0
Killed Injured
Women
2017 2018 2019 2020 2021 2022

Source: Calculated based on data provided by MIA, 2022

14
     Uzbekistan

Number of fatalities in different age clusters is presented in Figure 16. Number of killed in economic active people between
(17-60 years old) cluster is almost 90%. Especially high death rates are observed in clusters between 28-37 (almost third) and
17-27 (around 30%).

Figure 16
Killed in road accidents by age group

40

35

30

25
%

20

15

10

0
2017 2018 2019 2020 2021 2022

0-16 Killed 17-27 Killed 28-37 Killed 38-60 Killed 60+ Killed

Source: MIA, 2022

One of important points of analysis is where these accidents occurred. Functionality, allowed speed, quality of roads, intensity
and the level of mixing of traffic play a big role in severity and frequency of traffic accidents. It should be noted that category
internal roads includes city streets and rural roads. The highest number of road accidents occurs on national roads and the lowest
on international roads. Putting number of accidents on these roads in correlation with their length, state roads are the most
dangerous. Its share is 6% only, but here is happening 36% of all accidents.

Figure 17
Number of accidents by road types

4,000
3,412 3,591
3,500 3,346
3,200
3,166
3,000
2,516 2,540
2,500
2,049 2,151
2,000 1,796
1,721 1,621 1,609 1,719
1,500 1,718
1,171 1,605
1,293 1,222 1,252
1,000

500

0
2017 2018 2019 2020 2021

International State Local City streets

Source: MIA, 2022

15
     Uzbekistan

Figure 18
Share of road accidents by road types

70
65%
60

50

40
36%
%

30
25%
22%
20 17%
11%
10
6%
2%
0
International State Local City streets

Share of accidents Share of roads

Source: MIA, 2022

According to the WHO Report on the Status of Road Safety in the European Region (2019), economic losses from road accidents
range from 0.4% to 4.1% of gross domestic product (GDP) in the region. Depending on the sources of data for Uzbekistan,
different estimates of socio-economic costs range from 2.6% to 3.8% of GDP. In research paper “Economic assessment of road
traffic incidents in Uzbekistan” prepared by WHO and Centre for Economic Research and Reform costs of traffic accidents in
Uzbekistan in 2021 was USD 1,891 million or 2.8% of GDP.

Part of RSPR was on-line survey on safety belt use conducted in 2022. It was received total of 103 responds. Age group of
respondents is indicated in Figure 19.

Figure 19
Age group of respondents to the online Safety belt use questionnaire

45
40%
40

35

30
%

25
22%
20
17%
15

10
7% 7% 7%
5

0
12-17 18-24 25-35 36-45 46-55 56-74

16
     Uzbekistan

Eighty per cent of respondents believe that safety belts can save lives, but only 33% of front seat occupants and 2% of rear seat
occupants always wear them.

Figure 20
Results of questionnaire conducted on Safety belt

Do you agree with statement: As a front seat passenger, As a back seat passenger,
safety belt do you wear your do you wear your
Saves lives? safety belt? safety belt?

2%

20% 14%
19%

53%
33%
80% 79%

Yes No Always Sometimes Never

Another survey included vulnerable road users with 220 people interviewed, most of whom travel on foot every day. Most
respondents believe that drivers do not respect pedestrians and that the speed limit in urban areas is high. Eighty per cent of
respondents think that the speed should be 50 km/h in the city, and 30 km/h near school zones.

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     Uzbekistan

3. ROAD SAFETY SYSTEM AREAS

3.1. Road Safety Management

Uzbekistan needs effective road safety system to prevent accidents, protect people involved in accidents if prevention fails,
rescue people after accidents, and learn from the accidents how to improve road safety system. The foundational principle of
the road safety system concept is that all the elements of the system – pillars (management, safe user, safe vehicle, safe road and
effective post-crash response) and areas (legislation, enforcement, education, technology) – should be in place and function in
an integrated way. They are interconnected and support each other. This integrated approach allows for improving one or more
elements but always within the big picture of the system and for promoting systemic long-term solutions.18

Figure 21
Road Safety Management, ITC Recommendations for Enhancing National Road Safety Systems

Source: UNECE, 2020

3.1.1. Transposition of international legal instruments and agreements

The development of national legislation has been a continuous process in Uzbekistan since the country proclaimed independence
in 1991. Last years, the President and the Government of Uzbekistan have carried out measures to promote a transport and
logistics development policy and increase road safety. Consequently, work was conducted in the road transport sector to create
the legislative framework and further develop the institutional set-up.

The Constitution of the Republic of Uzbekistan 19 as a supreme law, outlines the following provisions that are directly linked to
mobility and ecological regulation:
■ Any citizen of the Republic of Uzbekistan shall have the right to freedom of movement on the territory of the Republic,
as well as a free entry to and exit from it, except in the events specified by law.
■ All citizens shall protect the environment.
■ An owner shall possess, use and dispose of his property. The use of any property must not be harmful to the ecological
environment, nor shall it infringe on the rights and legally protected interests of citizens, juridical entities or the state.

18
https://unece.org/sites/default/files/2022-01/ITC%20Recommendations%20for%20Enhancing%20National%20Road%20Safety%20Systems.pdf
19
https://lex.uz/en/docs/6451070

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     Uzbekistan

Right for a safe road to every citizen is a facet of the fundamental rights of free movement and the right to live under the
Constitution.

In Uzbekistan the Law on normative legal acts [24/11/2021] defines the concept, types, establish the legal force and correlation
of normative legal acts.20 According to the Article 6 of this Law, pyramid of strength of the legislation is as following:
■ Constitution of the Republic of Uzbekistan
■ Laws of the Republic of Uzbekistan
■ Resolutions of the chambers of the Oliy Majlis of the Republic of Uzbekistan
■ Decrees and resolutions of the President of the Republic of Uzbekistan
■ Resolutions of the Cabinet of Ministers of the Republic of Uzbekistan
■ Orders and resolutions of ministries and departments
■ Decisions of local government authorities

The UN legal instruments serve as a foundation for Member States to build national legal frameworks. There are 60 UN legal
instruments in the area of inland transport which are administered by the UNECE. The UN General Assembly resolution on
“Improving Global Road Safety” 21 encouraged all Member States to accede to the seven “Core” road safety conventions and
agreements. So far, Uzbekistan acceded the following:
■ The Convention on Road Traffic, 1968, was ratified by Uzbekistan on 17 January 1995
■ The Convention on Road Signs and Signals, 1968, was ratified by Uzbekistan on 17 January 1995.
■ The European Agreement concerning the Work of Crews of Vehicles engaged in International Road Transport, 1970,
was ratified by Uzbekistan on 22 October 1998.
■ The Agreement concerning the Establishing of Global Technical Regulations for Wheeled Vehicles, Equipment and
Parts which can be fitted and/or be used on Wheeled Vehicles, 1998, was ratified by Uzbekistan on 4 May 2018.
■ The Agreement concerning the International Carriage of Dangerous Goods by Road (ADR), 1957, was ratified by
Uzbekistan on 24 January 2020, and its additional Protocol of October 1993 was ratified by Uzbekistan in 2020.

Uzbekistan went further by joining other UN conventions and agreements:

■ The Convention on the Contract for the International Carriage of Goods by Road, 1956, was ratified by Uzbekistan on
28 September 1995, and its additional Protocol of July 1978 was ratified by Uzbekistan on 27 November 1996, and its
additional Protocol concerning the electronic consignment note (e-CMR) was ratified by Uzbekistan in 2020
■ The Customs Convention on the International Transport of Goods under Cover of TIR Carnets (TIR Convention),
1975, was ratified by Uzbekistan on 28 September 1995.
■ The Customs Convention on the Temporary Importation of Commercial Road Vehicles, 1956, was ratified by Uzbekistan
on 11 January 1999.
■ The Customs Convention on Containers, 1972, was ratified by Uzbekistan on 27 November 1996.
■ The International Convention on the Harmonization of Frontier Controls of Goods, 1982, was ratified by Uzbekistan on
27 November 1996.
■ The Convention on the Taxation of Road Vehicles engaged in International Goods Transport, 1956, was ratified by
Uzbekistan on 22 October 1998.
■ The Convention on Customs Treatment of Pool Containers Used in International Transport, 1994, was ratified by
Uzbekistan on 27 November 1996.
■ The Agreement on the International Carriage of Perishable Foodstuffs and on the Special Equipment to be Used for
Such Carriage, 1970, was ratified by Uzbekistan on 11 January 1999.
■ The Intergovernmental Agreement on the Asian Highway Network (UNESCAP), 2003, was ratified by Uzbekistan on
26 April 2004.22

20
https://lex.uz/docs/5695915
21
https://undocs.org/Home/Mobile?FinalSymbol=A%2FRES%2F74%2F299&Language=E&DeviceType=Desktop&LangRequested=False
22
https://treaties.un.org/Pages/ViewDetails.aspx?src=TREATY&mtdsg_no=XI-B-34&chapter=11&clang=_en

19
     Uzbekistan

Now, Uzbekistan is not contracting party of two “core” road safety legal documents:
■ The Agreement concerning the Adoption of Harmonized Technical United Nations Regulations for Wheeled Vehicles,
Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal
Recognition of Approvals Granted on the Basis of these United Nations Regulations, 1958.
■ The Agreement concerning the Adoption of Uniform Conditions for Periodical Technical Inspections of Wheeled
Vehicles, 1997.

The EAEU is a regional economic union that includes Armenia, Belarus, Kazakhstan, Kyrgyzstan, and Russia, as well as
Uzbekistan as an observer state. In December 2020, Uzbekistan was granted the status of the EAEU observer state. On
30 April 2021 in Kazan, the parties signed the Memorandum of Interaction between the EEC and the Government of the
Republic of Uzbekistan and approved the Joint Action Plan of the EEC and the Government of the Republic of Uzbekistan
for 2021–2023. The working group was established in accordance with the memorandum. As an observer state,
Uzbekistan has expressed interest in deepening its economic ties with the EAEU member states and has participated in
negotiations on several key issues, including trade and investment, energy cooperation, and transportation infrastructure
development.23

3.1.2. Institutional set-up for road safety and coordination

Road sector reforms have progressed significantly 2000s, with the result that the sector is more functional and rational, with
improvements in areas of competence and responsibilities. The Government has made a coordinated effort for improving road
safety.

Many national Ministries/Departments share responsibility for road safety – Internal Affairs, Transport, Health, Justice,
Education, Investment and Foreign Trade, Work, Environment, Finance – but unless special arrangements are put in place,
achieving accountability, appropriate coordination and realising the full potential of individual sectoral responsibilities
is difficult. Problems in different road safety system components are diverse. Therefore, meaningful institutional
collaboration within Government needs to take place to adopt a system-wide strategy and achieve programme
integration of the (sometimes competing) development, environment, accessibility, equity and safety objectives of
national/regional governments.24

In Uzbekistan, relations in the field of road safety are regulated by the Law on road safety [10/04/2013] to ensure the protection of
the life and health of citizens, the protection of their rights and legitimate interests, the property of legal entities and individuals,
as well as the environment. 25 According to the Article 5 of the Law state administration in the field of road safety is carried out by:
■ the Cabinet of Ministers of the Republic of Uzbekistan, which is the executive branch of power and Prime Minister,
Deputy Prime Ministers, the ministries and state committees
■ local government authorities
■ specially authorized state bodies which are
1) Traffic Safety Service26
2) Ministry of Transport27
3) Road Committee28

The Cabinet of Ministers of the Republic of Uzbekistan

■ approves state programs to ensure road safety and monitors their implementation
■ approves the Traffic Rules and other regulatory legal acts on the issues of ensuring safety and organization of traffic
■ coordinates the activities of ministries, state committees, departments, local government bodies in the field of ensuring
road safety, as well as compliance with environmental safety requirements

23
https://eec.eaeunion.org/en/news/eaes-uzbekistan-sotrudnichestvo-v-tselyakh-narashchivaniya-torgovo-ekonomicheskikh-svyazey/
24
https://road-safety.transport.ec.europa.eu/system/files/2021-07/ersosynthesis2018-roadsafetymanagement.pdf
25
https://lex.uz/docs/2153413
26
https://yhxx.uz/
27
https://mintrans.uz/en/
28
https://www.uzavtoyul.uz/en/

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     Uzbekistan

■ establishes requirements for the technical condition of vehicles and roads, traffic safety on roads and railway crossings
■ establishes general requirements for the training of drivers of vehicles, as well as training the population in the rules of
safe behaviour on the roads
■ approves a unified system for recording drivers, vehicles, violations of traffic rules, traffic accidents and other indicators
■ may exercise other powers in accordance with the Law

The Regional, District and Municipal Hokimiyats

■ implement State programs to ensure road safety
■ approve regional programs to ensure road safety and control over their implementation
■ organize medical support for road safety, as well as the provision of medical care to victims of road traffic accidents
■ take measures to prevent road traffic accidents, educate the population on the rules of safe behaviour on the roads,
promote road safety and comply with environmental safety requirements
■ ensure the arrangement and maintenance in good condition of streets, sidewalks and means of traffic control in cities,
towns and rural settlements, as well as urban electric transport routes.

Traffic Safety Service

■ participates in the development and implementation of state programs to ensure road safety
■ develops regulatory documents in the field of road safety
■ controls observance of road traffic rules and legislative acts by road users for ensuring road safety
■ takes part in determining the routes of vehicles carrying heavy, bulky, dangerous and special cargo
■ gives consent to projects for the construction, reconstruction and repair of roads, road structures, railway crossings,
road facilities located along the roads and streets
■ controls technical condition of vehicles in operation, a mandatory technical inspection of vehicles
■ controls maintenance of roads and railway crossings, equipping them with traffic control devices
■ prohibits the operation of roads and railway crossings that do not meet the requirements of regulatory documents in
the field of road safety
■ keeps records and registration of vehicles, violations of traffic rules and traffic accident

The Ministry of Transport

■ participates in the development and implementation of state programs to ensure road safety
■ develops normative-legal acts and normative documents in the field of road transport safety
■ monitors compliance with the legislation on road safety in road transport.

The Road Committee under the Ministry of Transport

■ participates in the development and implementation of state programs to ensure road safety
■ develops regulatory documents in the field of road safety in the design, construction, reconstruction, repair and
maintenance of public roads
■ ensures the maintenance of subordinate roads in good condition for the safe movement of vehicles on them
■ provides road users with the necessary information about the condition of the road surface, hydro meteorological and
other conditions
■ carries out the arrangement and equipment of motor roads with means of traffic control, an urgent communication
system and ensures their maintenance
■ identifies sections of roads that are dangerous for traffic and takes measures to improve the organization of traffic on
these sections
■ takes part in determining the routes of vehicles carrying heavy, bulky, dangerous and special cargo, and gives permits
for road facilities and rest areas

21
     Uzbekistan

Figure 22
Organizational arrangements according to the Law on Road Safety

ORGANIZATIONAL ARRANGEMENTS ACCORDING TO THE LAW "ON ROAD SAFETY”

Cabinet of Ministries of Uzbekistan

■ approves state programs to ensure road safety and monitors their implementation
■ approves the Traffic Rules and other regulatory legal acts on the issues of ensuring safety and organization of traffic;
■ coordinates the activities of ministries, state committees, departments, local government bodies in the field of ensuring road safety, as well as compliance with environmental safety
requirements;
■ establishes requirements for the technical condition of vehicles and roads, traffic safety on roads and railway crossings;
■ establishes general requirements for the training of drivers of vehicles, as well as training the population in the rules of safe behavior on the roads;
■ approves a unified system for recording drivers, vehicles, violations of traffic rules, traffic accidents and other indicators;
■ may exercise other powers in accordance with the law.

Regional authorities (Hokimiyats) Specially authorised state bodies

■ implement State programs to ensure road safety;
■ approve regional programs to ensure road safety and control over their
implementation;
■ organize medical support for road safety, as well as the provision of medical care to
victims of road traffic accidents;
■ take measures to prevent road traffic accidents, educate the population on the rules
of safe behavior on the roads, promote road safety and comply with environmental
safety requirements;
■ ensure the arrangement and maintenance in good condition of streets, sidewalks
and means of traffic control in cities, towns and rural settlements, as well as urban
electric transport routes.

Ministry of Transport
■ participates in the development and implementation of state programs to ensure
road safety;
■ develops normative-legal acts and normative documents in the field of road Traffic Safety Service of the Ministry of Internal Affairs
transport safety; ■ participates in the development and implementation of state
■ monitors compliance with the legislation on road safety in road transport. programs to ensure road safety;
■ develops regulatory documents in the field of road safety;
■ controls observance of road traffic rules and legislative acts by road
users for ensuring road safety;
Road Committee ■ takes part in determining the routes of vehicles carrying heavy,
■ participates in the development and implementation of state programs to ensure bulky, dangerous and special cargo;
road safety ■ gives consent to projects for the construction, reconstruction and
■ develops regulatory documents in the field of road safety in the design, construction, repair of roads, road structures, railway crossings, road facilities
reconstruction, repair and maintenance of public roads, located along the roads and streets;
■ ensures the maintenance of subordinate roads in good condition for the safe ■ controls technical condition of vehicles in operation, a mandatory
movement of vehicles on them; technical inspection of vehicles;
■ provides road users with the necessary information about the condition of the road ■ controls maintenance of roads and railway crossings, equipping
surface, hydrometeorological and other conditions; them with traffic control devices;
■ carries out the arrangement and equipment of motor roads with means of traffic ■ keeps records and registration of vehicles, violations of traffic rules
control, an urgent communication system and ensures their maintenance; and traffic accidents;
■ identifies sections of roads that are dangerous for traffic and takes measures to
improve the organization of traffic on these sections;
■ takes part in determining the routes of vehicles carrying heavy, bulky, dangerous
and special cargo, and also gives consent to the placement of road service facifities

22
     Uzbekistan

In recent years, a large-scale organizational and practical work has been carried out in the country in the field of improving road
safety system. At the same time, despite the measures taken, the number of fatal road traffic accidents remains high, which shows
the need for a systemic approach in updating road safety system. It is required to improve coordination and cooperation of road
safety stakeholders, give executive power to the Republican Special Commission for Road Safety, mobilize additional resources
(human and material) and increase level of investments in road safety system.

Along with laws there are by - laws adopted by President, Government and other authorities. One of the basic by-laws related
to road safety is the Presidential Resolution No. 190 on Measures for Reliable Ensuring of Human Security and Sharp Reduction
of Death on Roads [04/04/2022] that is developed in accordance with the Strategy for the Development of the Public Safety
System in the Republic of Uzbekistan in 2022-2025, and to guarantee protection against any incidents of human life and health
on roads. The Resolution proposed the following actions: (i) the granting the Minister of the Internal Affairs the right to attract, at
the expense of extrabudgetary funds, to the activities of road safety units qualified foreign specialists as advisers on a contractual
basis; (ii) formation of the Road Infrastructure Control Department within the Road Traffic Safety Service of the Ministry of Internal
Affairs, and within the territorial traffic safety departments; (iii) creation of the Republican Fund “Safe Road and Safe Pedestrian”
under the Road Traffic Safety Service of the Ministry of Internal Affairs and (iv) establishing the Republican and Regional Special
Commission for Road Safety.

Members of the Republican Special Commission for Road Safety that was established in April 2022 are key persons from different
Governmental bodies and institutions. Composition of the Commission is as follows: Prime Minister of the Republic of Uzbekistan
(Chairman of the Commission); Minister of Internal Affairs (Deputy Chairman of the Commission); Minister of Transport (Deputy
Chairman of the Commission); Minister of Emergency Situations; Minister of Justice; Minister of Higher Education, Science and
Innovation; Minister of Preschool and School Education; First Deputy Chief Prosecutor; First Deputy Minister of Economy and
Finance; First Deputy Minister of Health; First Deputy Minister of Public Education; Deputy Minister of Internal Affairs - Head of
the Department of Public Security; Deputy Minister of Digital Technologies; First Deputy Minister of Construction and Housing
and Communal Services; Minister of Ecology, Environmental Protection and Climate Change; Chairman of the State Committee
for Ecology and Environmental Protection; Chairman of the Road Committee; Director of the Anti-Corruption Agency; Rector of
Tashkent State Transport University; Chairman of the National Television and Radio Company of Uzbekistan; Head of the Traffic
Safety Service of the Ministry of Internal Affairs (secretary of the commission).

Republican and Regional Special Commissions have the following main tasks:
■ reliable protection of life and health of citizens in the field of road safety, ensuring full compliance of road infrastructure
with safety requirements
■ assessment of the state of efficiency of the organization of traffic in the regions on an ongoing basis, control over the
targeted activities of state bodies and local Khokimiyats in this area
■ study of the causes of road accidents, creation of a system for preparing scientifically based proposals for the prevention
of accidents by approving a list of dangerous emergency sections of roads
■ determination of measures for the introduction of modern information technologies in the field of road safety,
popularization of automated control systems that exclude the human factor and corruption
■ organizing the development and coordination of draft programs to improve the road infrastructure, reduce the
number of road accidents in the regions

In accordance with the tasks assigned to it, the Republican Special Commission should organize the monitoring of road safety
indicators on roads (the number of road accidents, deaths and injuries), analyse the implementation of legislation, control
the organization of preventive and explanatory work in educational institutions and settlements, evaluate the state of road
infrastructure and compliance with traffic rules in the Republic of Karakalpakstan, the City of Tashkent and regions at the end
of each quarter according to the index indicators, study the work carried out by research institutes, special authorized state
bodies, local government bodies, as well as responsible ministries and departments in the field of road safety, and also discuss
the shortcomings, ensures the widespread introduction of automated traffic control systems in the cities of Tashkent, Nukus,
regional centres and the most important areas. It is noteworthy that areas, based on the state of traffic organization are divided
into “green”, “yellow” and “red” categories. The programs of comprehensive measures will be developed and implemented to
improve the state of compliance with traffic rules in areas, which, are included in the “yellow” and “red” categories.29 The Cabinet
of Ministers will ensure the development and approval of the methodology for conducting the index, involving leading scientific
organizations, scientists and experts.

29
https://lex.uz/docs/5937577#5943087

23
     Uzbekistan

Achieving road safety results requires long-term ownership, leadership and political will by the Government, agencies/
organizations and other stakeholders. The Government of Uzbekistan should commit to ensuring an effective road safety
management system, to result-focused institutional management arrangements and to resolve any capacity weaknesses,
which will inhibit implementation of effective action. This focus requires clear identification and empowering of a lead agency/
department, provision of sufficient resources, the accountable involvement of a core group of government agencies with defined
roles and responsibilities, definition of stepwise road safety targets towards this and transparent reporting of results.

3.1.3. Strategic framework

In recent years, a wide range of measures have been implemented in Uzbekistan aimed at developing transport sector, ensuring
an elevated level of road transport safety, improving the management system in the field of transport, and training qualified
specialists in this field.

The modern trends of economic development and the ongoing reforms show that, considering the geographical location of the
Republic, the formation and implementation of a single transport policy aimed at ensuring the quality and popularity of transport
services, as well as the introduction of modern technologies and intelligent transport systems are of particular importance.
In accordance with the Decision of the President of the Republic of Uzbekistan No. 3127 on measures to further improve the
system of road safety [11/07/2017], significant work was carried out in the field of road safety. Among other things, a qualitatively
new procedure for organizing the work of internal affairs bodies was established to ensure traffic safety, improve the system of
prevention of traffic accidents, expand the automated traffic control system that ensures high control efficiency, timely detection
and elimination of crimes.

In recent years, Uzbekistan has passed several legal instruments to improve road safety management. However, effective
enforcement and monitoring of these measures remain a challenge. One key obstacle is the timely delivery and implementation
of decisions made at the central level to the local level. To address this issue, it is crucial to clarify the responsibilities of both central
and local authorities, to prevent duplication and avoid shirking of responsibilities. It is also important to refine and systematize
existing legal instruments to streamline decision-making processes and enable quick responses to emerging challenges. By
doing so, the relevant agencies can better coordinate and collaborate, leading to more effective road safety management across
Uzbekistan.

To further improve the road safety system, radically improve the road infrastructure, increase the quality of roads, as well as create
the necessary conditions for the safe movement of all road users, the Cabinet of Ministers approved the concept of ensuring
road safety in the Republic of Uzbekistan in 2018-2022. Heads of relevant ministries, departments and other organizations were
given personal responsibility for the timely, high-quality and effective implementation of the main directions of the Concept
and the measures envisaged in the Road Map, that is divided into three categories: improving the regulatory framework in the
field of road safety; improving the road infrastructure, the quality of roads, creating reliable conditions for the safe movement of
vehicles and passengers; increasing the legal culture and necessary skills of all road traffic participants and included activities,
implementation mechanisms, implementation periods and responsible bodies30. It is important to mention that the concept
didn’t include monitoring of the implementation of road safety activities and performance of road safety stakeholders.

In the Development Strategy of the New Uzbekistan for 2022-202631, the creation of an effective system for ensuring public
security, the timely identification and elimination of traffic offenses is defined as one of the target areas.

Decision of the President of the Republic of Uzbekistan No. 316 on Approval of the National Program “Safe and Smooth Road”
[12/07/2022] aims to improve the road infrastructure and create safe driving conditions, to dramatically reduce accidents and
deaths on the roads, to ensure broad participation of the public in the work in this field. The plan is intended to be implemented
in the territory of the Republic during the years 2022-2026. It is divided into five categories: Complex improvement of road
infrastructure; Digitization of the traffic management system on roads; Development and digitization of public transport;
Strengthening the campaign to ensure traffic safety, starting practical training of traffic rules for children; Improving the system of
training and retraining of drivers and strengthening control over the technical condition of motor vehicles. Specific, measurable,
achievable, relevant, and time-bound indicators for activities are noteworthy.32

30
https://lex.uz/docs/3743453
31
Decree of the President of the Republic of Uzbekistan dated 28.01.2022 DP-60 “On the Development Strategy of the New Uzbekistan for 2022-2026”.
https://lex.uz/ru/docs/5841077
32
https://lex.uz/docs/6106551

24
     Uzbekistan

In addition, the national goals and objectives of Uzbekistan in the field of sustainable development for the period up to 2030
noted that Uzbekistan will strive to achieve a halving of the number of road accidents by 2025 (Target 3.6), in order to ensure a
healthy lifestyle and promote the well-being of people of all ages (SDG 3)33.

Also, the goal for ensuring the openness, safety and environmental sustainability of cities and human settlements (SDG 11)
includes a target to improve road safety by 2030, by increasing access to public transport so that everyone has access to safe,
affordable, convenient and environmentally friendly vehicles, paying special attention to the needs of vulnerable groups
(Target 11.2).

The Decree of the President of the Republic of Uzbekistan No. 5647 on the radical improvement of the system of public
administration in the field of transport34 was adopted to radically improve the system of public administration in the field of
transport and ensure the strategic development and sustainable functioning of transport communications. The Ministry of
Transport of the Republic of Uzbekistan was established as a successor of the Road Transport Agency of Uzbekistan. Development
of a unified state transport policy, encouraging the development of the market of transport and logistics services, development
of international transport corridors, development of proposals and implementation of measures to improve the logistics system,
effective use of the country’s transport potential, development of public-private partnership in the field of transport and road
management and increasing the investment attractiveness of the country are among main functions of the Ministry of Transport.

Also, the draft “Strategy for the development of the transport system of Uzbekistan until 2035” has been developed35. It highlights
that road safety is the most important indicator of the effectiveness of a country’s transport policy.

At the same time, two Resolutions of the Cabinet of Ministers of the Republic of Uzbekistan No. 425 and No. 975 provided
grounds for the development of the “Strategy for the development of road construction of the Republic of Uzbekistan for the
long term”36 and approved the “Regulations on the procedure for regulating the relationship of road patrol officers with road users
and the use of special means”37.

3.1.4. Funding and resource allocation

Road safety financing has been identified as one of the areas which may need improvement. The Road Fund was established
under the Cabinet of Ministers and provided financing for road maintenance and construction of the public roads until 2018.
Sources of financing included corporate taxes, fees to register vehicles, and loans and grants from IFIs. With the abolition of the
corporate tax in 2018, the Road Fund lost its main earmarked income and was integrated within the Road Committee in December
2018 in line with the Presidential Decree No. 5647 on measures to fundamentally improve the public administration system in the
field of transport [01/02/2019]. The Uzyulloyiha (State Design Enterprise) is responsible for the preparation of feasibility studies,
cost estimates, and designs for reconstruction and construction of public road sector assets.38 A sustainable stream of financing
is key to address recurrent road sector needs. Notwithstanding the existence of the Road Fund and significant achievements in
road network quality, funds have not been sufficient for the Government of Uzbekistan to meet critical requirements, particularly
pertaining to maintenance, road safety, and climate change resilience.

Overall, the trends in road safety funding and investments in Uzbekistan have been focused on improving road infrastructure,
education and awareness programs, and increasing public safety. One of the main challenges is ensuring effective
and efficient use of the allocated funds. While the government has committed significant resources to road safety, there
is a need to ensure that these funds are being used in the most cost-effective and impactful way. This requires effective
planning, monitoring, and evaluation of road safety initiatives, as well as transparency and accountability in the use of funds.

33
Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 83 on additional measures to accelerate the implementation of national goals
and objectives in the field of sustainable development for the period up to 2030 [21/02/2022]. https://lex.uz/docs/5870397
34
Decree of the President of the Republic of No. 5647 on measures to radically improve the system of public administration in the field of transport
[01/02/2019]. https://lex.uz/docs/4194115
35
Draft regulatory legal act “On approval of the Strategy for the development of the transport system of the Republic of Uzbekistan until 2035”. ID-3867.
https://regulation.gov.uz/ru/document/3867
36
Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 425 on measures to organize the development of a strategy for the develop-
ment of road construction in the Republic of Uzbekistan for the long term [22/05/2019]. https://lex.uz/docs/4349291
37
Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No.975 on measures to organize the development of a strategy for the develop-
ment of road construction in the Republic of Uzbekistan for the long term [01/12/2018]. https://lex.uz/docs/4089922
38
Presidential Decree No. 5890 “On measures to deeply reform the road management system of the Republic of Uzbekistan” (9 December 2019) and
Resolution of the President No. 4545 “On measures to further improve the road management system” (9 December 2019). https://openknowledge.
worldbank.org/bitstream/handle/10986/34160/Uzbekistan-Building-Blocks-for-Integrated-Transport-and-Logistics-Development-Policy-Paper.pd-
f?sequence=4&isAllowed=y

25
     Uzbekistan

Another challenge is the need for sustainable funding models to support ongoing road safety initiatives. While there are
significant investments in road safety in recent years, it is important to ensure that these investments are sustained over the
long-term to achieve lasting impact. This requires innovative financing mechanisms and partnerships between government,
private sector, and civil society actors to ensure that road safety remains a priority for years to come.

In Uzbekistan road safety funds is needed to cover all the costs once activities move down to individual municipalities. It can
allow sufficient horizontal and vertical coordination activities, cross sector and road safety promotion activities at National and
local levels and to implement a few demonstration and pilot projects to stimulate road safety activities at all administrative levels
within the country.

According to the Decree of the President of the Republic of Uzbekistan No. 190 on Measures for Reliable Ensuring of Human
Security and Sharp Reduction of Death on Roads [04/04/2022] from 5 April 2022 the Republican Fund “Safe Road and Safe
Pedestrian” was established under the Road Traffic Safety Service of the Ministry of Internal Affairs. The proposed sources of
the Fund’s resources are fines, fees and payments collected in the field of traffic management; funds allocated annually from
the budget for individual activities for the operational and installation units on the basis of programs; income from placing
temporarily free funds of the Fund on deposits in commercial banks; grants allocated by state, foreign and international
organizations; sponsorship and charitable funds of individuals and legal entities; loans provided by international financial
institutions and banks; other means not prohibited by legislative acts. According to the Decree it should be determined
that the funds are used in a targeted manner exclusively for:
■ acquisition of technical means of traffic management, their spare parts, structures and building materials intended for
installation, as well as special paints
■ financing the application of road markings in cities and other settlements, the installation, replacement, storage,
dismantling of technical means for traffic management and providing them with maintenance
■ strengthening the material and technical base of operational and installation units, including providing modern
special technical equipment, introducing additional staff for a certain period, based on the scope of work, as well as
attracting specialists on a contractual basis, introducing a system of monthly and one-time material incentives for their
employees, workers and employees
■ study of advanced foreign experience in the field of road safety, financing of projects in the direction of road
infrastructure development
■ financing measures to create material, technical and educational bases aimed at developing basic knowledge of the
rules of the road among pupils of preschool educational organizations and students of general secondary educational
institutions subordinate to the Ministry of Preschool Education and the Ministry of Public Education, respectively, as
well as the establishment of road signs and road markings at sites for practical training of children in the rules of the
road in mahallas.39

One of the recent developments is that city authorities are given the right to install special automated photo and video software-
technical devices that record violations of traffic rules on roads on their territories. Thirty per cent of the amount of the fines for
the violations recorded through these software and technical means will be directly transferred to the local budget, and these
funds will be spent on digitalization of traffic management, development of road infrastructure, as well as additional staff of road
patrol service personnel.40

In Uzbekistan, funding for road safety initiatives and activities is insufficient. While road safety is articulated as a priority issue, in
practice, the safety aspects of road and transport projects are often forgotten when roads are being reconstructed and designed
and when budget proposals are being compiled. In Uzbekistan, where the road safety management capacity requires further
improvement, new funding schemes should be established to implement road safety action plans. Separate road safety budget
lines are uncommon but should be introduced. Several types of user fees could provide a regular and dedicated funding source
for road safety, such as charges for services like road-worthiness testing, driver training and testing, driving permits and heavy
goods vehicle operator certificates. Some countries levy a fee on vehicle insurance premiums to fund road safety programs. This
could be an additional source of funding, as the number of motor vehicles steadily growing.

The Government should encourage increased funding to road safety and better use of existing resources, including through
ensuring a road safety component within international multi development bank-financed road infrastructure projects.

39
https://lex.uz/en/docs/5937577
40
https://uza.uz/ru/posts/o-merax-po-nadezhnomu-obespecheniyu-bezopasnosti-cheloveka-i-rezkomu-sokrascheniyu-sluchaev-smertnosti-na-avto-
mobilnyx-dorogax_361200

26
     Uzbekistan

3.1.5. Research and development and knowledge transfer

The research, technical support and knowledge transfer underpin the road safety performance and ensure that this sector
is well-supported. This vital institutional management function has guided the design and implementation of national
strategies that have sustained reductions in road deaths and injuries, in the face of growing mobility and exposure to risk.41
It aims to produce a cadre of international, national and local professionals who can contribute research-based approaches
and knowledge to road safety policy, programs and public debate. Decree of the President of the Republic of Uzbekistan
No. 5647 “On measures to radically improve the system of public administration in the field of transport” [01/02/2019]
includes the establishment of a centre for the study of transport and logistics development problems under the Ministry
of Transport of the Republic of Uzbekistan, with a total limited number of 15 employees, financed from the state budget;
and provides the list of research institutes and educational institutions and other organizations under the control of the
Ministry of Transport of the Republic of Uzbekistan including: The Research and production centre “Uzavtotranstehnika”;
The Institute of Advanced Training and Retraining of Motor Transport Workers; Nukus Automobile-Road and Service
Vocational College; Andijan Transport and Service Vocational College; Samarkand Automobile and Road Vocational College;
Specialized organizations that provide passenger transportation (including international) and cargo transportation services
in cars, as well as transport-logistics, construction, restoration and repair of bus stops (13 units in total).42

Up to 100 students graduate annually from the Tashkent State Transport University, which was founded in 2020 and
headquartered in Tashkent. The university includes 39 departments and nine faculties, including the Faculty of Highway
Engineering, the Faculty of Motor Transport Engineering, the Faculty of Transport Systems Management and the Faculty of
Civil Engineering.43

The Kimyo International University in Tashkent trains highly qualified bachelors and masters. About 20 students are
expected to graduate in 2022. It offers to students and potential students the bachelor’s program of Traffic Management.44

During the preparation of this Review, it was noticed that academic research and development projects on road safety are
scarce. Further strengthening of national capacities requires more regularly research projects, seminars and workshops, and
training actions to be implemented.

Several capacity building actions related to road safety have been implemented in the framework of international projects.
For example, in April 2019 the workshop that was a part of the CAREC Road Safety Engineering Workshop series was
designed to assist road agencies in providing safer roads. The interactive workshop featured practical trainings in blackspot
investigation and road safety audit.45

In August 2022 the workshop on road safety governance, planning and management to support the National Road Safety
Council (NRSC) was organized by ADB for ministries and agencies involved in road safety.46

In December 2021, ADB worked with EASST and the National Automobile Club of Uzbekistan (NACU) to deliver a webinar
in Tashkent – with an emphasis on designing safe infrastructure for all road users. The webinar, which was based on the
EBRD Road Safety Engineering e-learning course, was targeted at local road designers and other relevant stakeholders.47

Back in 2020 the World Bank financed “Regional Roads Development” project, with the Republican Road Fund of Uzbekistan
as a beneficiary, delivered priority institutional strengthening activities for road sector, among others. A multidisciplinary
team of local and international specialists from the partner companies have been providing technical assistance to the
Republican Road Fund.48

41
https://road-safety.transport.ec.europa.eu/statistics-and-analysis/statistics-and-analysis-archive/road-safety-management/research-and-develop-
ment-and-knowledge-transfer_en
42
Decree of the President of the Republic of Uzbekistan dated 1 February 2019, NoUP-5647 “On measures to radically improve the system of public
administration in the field of transport”. https://lex.uz/docs/4194115
43
https://tstu.uz/?page_id=43382&lang=en
44
https://kiut.uz/en/programs/bachelors-programs/faculty-directions/Traffic-management/
45
https://www.carecprogram.org/?event=road-safety-workshop-uzb-apr-2019
46
http://tashkenttimes.uz/finances/9513-adb-improves-governance-of-the-road-safety-in-uzbekistan
47
https://www.easst.co.uk/building-road-safety-engineering-capacity-in-tashkent/?fbclid=IwAR3ZiXAcokZZ6jGb3KdK4oN9Ii0AcBUXY9HM1M-2IQn-
vY9-izhDtWNzfyLM
48
https://irdeng.com/2022/06/08/ird-engineering-provides-capacity-building-activities-on-road-safety-in-the-republic-of-uzbekistan/

27
     Uzbekistan

The EASST Road Safety Education Pack was translated in Uzbek language. It is a free, global teaching resource that provides
stimulating and engaging activities to introduce road safety messages and behaviours to kids. It has been specifically tailored to
reflect the risks, challenges, and conditions in low and middle-income countries in an age-appropriate way.49

The general lack of specialized training from road safety stakeholders’ staff implies the necessary continuation of capacity building
and knowledge transfer. The Government should support the establishment of a road safety research centre and collaborate with
regional and international institutions to bring best practices to Uzbekistan, as well as building up local capacities.

3.1.6. Monitoring and evaluation

Monitoring and evaluation complete the management loop in a country results-based management system and comprise
systematic performance of all the elements of the road safety management system. Periodic monitoring and evaluation of road
safety targets and programs is essential to assess performance and to tailor adjustments to be made.
In the national legislation road traffic accident is defined as an event that occurred during the moving of vehicle on the road and
caused the death or injury any human, damage to vehicles, structures, cargo or other property50. As for a definition of the fatality
- a person who died as a result of a traffic accident at the scene of the accident or as a result of it within 30 days, injured person is
a person who has been admitted to a hospital for first aid treatment and staying for more than one day due to a traffic accident
or is being treated on an outpatient basis after receiving first aid51.
Collection of statistical road safety data is carried out by the MIA. According to the “Law on Official Statistics” [11/08/2021]
State Statistics Committee (SSC)52 is a leading agency which provide official statistics in all spheres in Uzbekistan. According to
publicly available data/statistics published by SSC, numbers of killed and road accidents are the same for all published eight years
(see Figure 23). It seems there are misunderstanding or mistypes in such publicly available important figures which should be corrected.

Figure 23
Data published by the State Statistics Committee on the numbers of road accidents and victims

Number of roads accidents

Territories 2014 2015 2016 2017 2018 2019 2020 2021
Republic of Uzbekistan 10,430 10,413 10,265 10,044 8.990 8,092 6,982 10.001
Republic of Karakalpakstan 287 265 340 476 401 400 343 506
Andijan 887 870 782 775 770 766 673 848
Bukhara 414 429 425 423 382 373 339 436
Jizzakh 342 372 370 374 374 351 192 321
Kashkadarya 826 833 816 793 759 681 331 552
Navoi 222 220 241 195 240 234 218 329
Namangan 793 847 912 849 788 803 725 1,082
Samarkand 892 931 979 974 892 851 793 1,129
Number of victims in roads accidents
Territories 2014 2015 2016 2017 2018 2019 2020 2021
Republic of Uzbekistan 10,430 10,413 10,265 10,044 8.990 8,092 6,982 10.001
Republic of Karakalpakstan 287 265 340 476 401 400 343 506
Andijan 887 870 782 775 770 766 673 848
Bukhara 414 429 425 423 382 373 339 436
Jizzakh 342 372 370 374 374 351 192 321
Kashkadarya 826 833 816 793 759 681 331 552
Navoi 222 220 241 195 240 234 218 329
Namangan 793 847 912 849 788 803 725 1,082
Samarkand 892 931 979 974 892 851 793 1,129
Source : https://data.egov.uz/eng/data/6114e246114fbfdc20c354c8, https://data.egov.uz/eng/data/6114e2b9114fbfdc20c354d2

49
https://www.easst.co.uk/country/uzbekistan/
50
https://lex.uz/docs/2153413
51
https://lex.uz/docs/1899292
52
https://stat.uz/en/

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     Uzbekistan

Since 2018 the Traffic Safety Service started publication53 of some parts of Traffic accident data in own mass-media resources.
There is a discrepancy in published data by the Traffic Safety Service and SSC for years 2107-2018. Such discrepancies could lead
to lower confidence in the published statistics, thus jeopardizing sound, data driven road safety management.

Table 3
Published data by the Traffic Safety Service and SSC for years 2107-2018

Year/Source 2017 2018 2019 2020 2021

SSC 10,044 8,990 8,092 6,982 10,001
MIA 9,637 8,458 8,092 6,982 10,001
Difference 407 532 0 0 0

Source: Calculated on the data provided by MIA, 2022 and https://data.egov.uz/eng/data/6114e2b9114fbfdc20c354d2

Consistency, coverage, method of presentation of publicly available data should clearly demonstrate systematic approach when
publishing key information. Changing the way of presentation of statistics in different years could reduce the possibility for
comparing the data, thus analysing effects of some road safety measures implemented (e.g., when analysing the age group of
drivers involved in traffic accidents, the age clusters is defined differently).

Data on traffic accidents that occurred in the following cases are not included in the national statistical report:
■ inside fenced protected areas with access control
■ during motorsports events (competitions, exercises, etc.)
■ during execution of agricultural, construction works using tractors or special construction machinery (ploughing,
digging, harvesting, collecting agricultural products from the field, loading and unloading, loading and unloading
vehicles and self-propelled mechanisms on the trawler, installing poles, supports, etc.)
■ in the case of intentional aggression to kill people, harm their health or property (based on the documents of the
relevant authorities)
■ when committing suicide or acting in a state of mind in which a person cannot respond own action
■ during natural disasters
■ as a result of violation of the rules of safety of equipment and use of the vehicle (ignition of the engine with the gearbox
engaged, when connecting and disconnecting vehicles with trailers, agricultural equipment, etc.)
■ explosion, fire in moving vehicles in cases that do not depend on their technical configuration
■ in places not intended for road motor vehicles traffic (riverbed, mountain slope, hill, forest, etc.)
■ traffic accidents when the driver’s heart stopped beating while the vehicle was moving, a victim with a seizure or
similar illness threw himself onto the road, etc

First step in registration of road accidents is carried out by the district Police office which is the operational level of the Ministry
of Internal Affairs. Each Police office should record following accident-related information in the special registration sealed book:
■ Year, month, day, hour when a road accident is occurred
■ Complete information about the persons who reported the accident and the medical institutions where victims have
been sent
■ Name of the city, district and highway and street where the accident occurred
■ Brief description of the accident (initial cause and type of accident)
■ Complete information on persons injured and killed as a result of an accident (Full names, age, gender)
■ Complete information about the vehicles involved in the accident (model, plate number, ownership)
■ Information about reporter the accident and full name of duty officer.

53
https://yhxx.uz/ru/statistics

29
     Uzbekistan

Here will be collected just preliminary information on the accident. Full information on each accident will be provided in the
traffic accident registration form which is base for including to statistical record (database). The content and template of the
registration form is approved by MIA.

Medical institutions have to record deaths and injuries in traffic accidents. Existing procedure does not clearly describe how
stakeholders mentioned in this Decree should collect, use, share, monitor, control and analyse collected information.

According to Governmental Decree No. 303 on Improving the Recording System of Road Accidents [15/11/2011]54 traffic accidents
are recorded by the bodies of the Ministry of Internal Affairs; legal entities whose activities are related to the use of vehicles;
specially authorized and local government bodies and other organizations that own public roads, streets of cities and other
settlements. Medical institutions also keep records of persons killed and injured due to traffic accidents. However, the legislation
does not clearly define the mechanisms of data collection, analysis and sharing. During the preparation of this review, it was
observed absence of clear and systematic relations between these agencies on the monitoring of road accident victims within
30 days after accident, or procedures for identifying infrastructural or driver behavioural problems in registered traffic accidents.
There are questions related to the uniformity, relevance and reliability of available road accidents data and this makes more
challenging to develop evidence-based programs and actions. Furthermore, limited data availability and non-regular publishing
significantly jeopardizes possibilities to develop genuine Uzbek road safety research and development capacities. The existing
databases related to road accidents in the country are not connected and number of them are inadequate. Substantial work is
required to improve and interconnect existing system and data capturing mechanisms. Road traffic crash data of sufficiently high
quality could be acquired and processed only if more resources are allocated, national data collection methodology updated
(e.g., based on CADaS), more personnel trained, and contemporary digital solutions/data base/GIS introduced.

Government of Uzbekistan tries to assess the performance of local authorities (districts, cities) in improving the state of road
safety. For this purpose, the Governmental Decree 41555 on Scientific and methodological support of road safety, regulation of
operational and installation activities on roads and introduction of the practice of maintaining the “Safe Road” index [30/07/2022]
was adopted. According to methodology regional traffic safety departments on quarterly base should conduct calculations on
the “Safe Road” index for all districts (cities) of Uzbekistan. Assessment will be done based on 29 indicators of two main groups
(Annex 1): (i) state of road infrastructure and (ii) compliance of road users’ behaviour with traffic rules. Districts based on results
will be scored as “green” – good, “yellow” – satisfactory and “red” – bad. Current situations in districts scored yellow and red will be
discussed in the quarterly planned meetings of the Governmental Road Safety Committee.

Implementation of assessment of road safety performance is promising idea and it is used in some countries. For further
improvement one has to have following in mind:
■ The main purpose for conducting of the road safety performance grading is to understand how successful exact
district or city is in performing road safety actions. Road Traffic Safety Service in general and its branches in regions are
responsible for road safety activities in assigned territory along with local authorities. Implemented index will score
Road Policy’s performance as well. According to methodology regional Road Police branches are responsible for index
calculation which putting them in non-comfortable position to access its own work. In that sense system should be
improved to provide independent assessment of all stakeholders and indicators.
■ Methodology implemented in Uzbekistan does not consider monitoring of behaviour related road safety indicators
like % of speeding; mobile phone use when driving; safety belts and helmets wearing rates; drunk driving etc. In this
regard as a good example can be listed Baseline Project on implementation of Road Safety KPIs (Key Performance
Indicators) in the eighteen EU countries which already calculate indicators for their national policies, to measure
progress and effectiveness of road safety initiatives. This system uses ‘Safe System’ approach and covers eight areas.
A detailed Manual was elaborated to steer data and indicators collection.

54
https://lex.uz/docs/1899292
55
https://lex.uz/docs/6136750

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     Uzbekistan

3.1.7. Proposed measures and conclusions

Within 4 key areas of work following actions are recommended:

A1.1 To become a contracting party and A1.6 Develop road safety performance indicators
efficiently implement all core UN road safety and using them to monitor progress and
conventions evaluate the impact of enforcement efforts
A1.2 Ensure vertical and horizontal coordination A1.7 Evaluate the effectiveness of enforcement
between actions taken by designated efforts through data collection and analysis,
authorities and use the findings to guide future
strategies and initiatives
A1.3 Empower the Republican Special
Commission for Road Safety to deal with A1.8 Develop partnerships between
strategic issues and monitoring of results stakeholders, such as police, local
government, and community groups,
A1.4 Set concrete and measurable targets in road
to coordinate enforcement efforts and
safety strategy and action plan
promote road safety
A1.5 Develop sustainable, domestic funding
sources for road safety

LEGISLATION ENFORCEMENT

A1.9 Develop and implement training A1.11 Implement intelligent transportation

programs for road safety professionals, law systems (ITS) to optimize traffic flow, reduce
enforcement officials, and other relevant congestion, and improve safety
stakeholders to build their capacity in road
A1.12 Data collection forms on traffic crashes
safety management
should be refined based on the CADaS
A1.10 Encourage knowledge-sharing and (Common Accident Data Set) standard
collaboration among road safety stakeholders
A1.13 Technological innovation to reduce
at local, national and international levels
environmental impacts, optimise systems'
efficiency and reduce the need to travel in
the frame of technology

EDUCATION TECHNOLOGY

31
     Uzbekistan

LEGISLATION
Activity 1.1: To become a contracting party and efficiently implement all Core UN road safety conventions
■ Become a contracting party to all Core UN road safety conventions and effectively implement them within the
Uzbekistan’s legal framework, including two “Core” road safety agreements: The Agreement concerning the
Adoption of Harmonized Technical United Nations Regulations for Wheeled Vehicles, Equipment and Parts which
can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals
Granted on the Basis of these United Nations Regulations (1958) and the Agreement concerning the Adoption of
Uniform Conditions for Periodical Technical Inspections of Wheeled Vehicles (1997).
■ Continue updating existing road safety legislation and regulations to align with international standards and
best practices, especially on speed management and use of safety belts and child restraint system.
■ Prepare and regularly update compendium of road safety legislation in force (laws, decrees, regulations, etc)
to help road safety practitioners in building better road safety system.
■ Ensure that designated authorities responsible for road safety, representatives of the Ministry of Internal
Affairs, the Ministry of Transport, the Ministry of Investment, Industry and Trade, the Road Committee, the
Regional Hokimiyats, etc are adequately resourced, trained, and empowered implement laws and regulations.
■ Strengthen inter-agency and inter-jurisdictional coordination to ensure that road safety measures are effectively
implemented at all levels of government. It is required to improve coordination and cooperation of road safety
stakeholders, and to increase executive power of the Republican Special Commission for Road Safety.
■ Conduct regular reviews and evaluations of road safety laws and regulations to identify gaps, areas for
improvement, and emerging issues.

Activity 1.2: Ensure vertical and horizontal coordination between actions taken by designated authorities
■ Establish a clear organizational structure and define the roles and responsibilities of each authority involved in road
safety management – the Cabinet of Ministers of the Republic of Uzbekistan, the Ministry of Internal Affairs, Ministry
of Transport, the Ministry of Investment, Industry and Trade, the Road Committee, Regional Hokimiyats, etc.
■ Create mechanisms for regular communication and collaboration among Uzbekistan road safety stakeholders at
different levels (national, regional, local) to ensure consistency and alignment in road safety policies and programs.

Activity 1.3: Empower the Republican Special Commission for Road Safety (Commission) to deal with
strategic issues and monitoring of results
■ Give the Commission a clear mandate, responsibilities, and authority to develop, implement, and monitor the
road safety strategy and action plan. Provide active participation of all relevant road safety stakeholders in the
Commission activities and decision making.
■ Ensure that the Commission has the necessary resources to perform its functions effectively.
■ Establish a system for regular reporting and accountability to the Government on the progress of the road safety
strategy and action plan.
■ Develop and implement regulations and laws that support the work of the Commission and ensure compliance
with international road safety conventions.
■ Under the Commission umbrella, establish different working groups to prepare analysis, proposals and
recommendations related to improvement of road safety system.

32
     Uzbekistan

Activity 1.4: Set concrete and measurable targets in road safety strategy and action plan
■ Developing a clear and concise road safety strategy and action plan that includes specific targets, timelines,
responsibilities and performance indicators.
■ Regularly monitor and evaluate progress towards achieving the targets, using data and feedback from national
institutions and the public.
■ Establish a clear system of accountability to the President and the Prime Minister of the Republic of Uzbekistan for
achieving the targets, including regular reporting by the Republican Special Commission for Road Safety.

Activity 1.5: Developing sustainable, domestic funding sources for road safety
■ Develop and implement policies to establish sustainable funding sources, such as fractions of road safety
infringement fines, fees and payments collected (vehicle registration, drivers permit, etc.)
■ Create specific road safety budget lines in national budget
■ Strengthen the legal and regulatory framework for insurance coverage, including mandatory third-party liability
insurance, to ensure that insurance premiums reflect the risk of accidents and provide sufficient compensation to
victims. Involve insurance companies in funding of road safety programs
■ Ensure transparency, visibility and accountability in the use of road safety funds to build public trust and support
for these programs.

ENFORCEMENT
Activity 1.6: Develop road safety performance indicators (RSPI) and using them to monitor progress and
evaluate the impact of enforcement efforts
■ Develop RSPI to assess and evaluate the effectiveness of road safety activities in reducing road crashes and fatalities.
■ Establish a national database to collect, store, and analyse road safety data that can streamline future enforcement
efforts (GIS-based, multi RSPI).

Activity 1.7: Evaluate the effectiveness of enforcement efforts through data collection and analysis, and
using the findings to guide future strategies and initiatives
■ Conduct regular assessments of enforcement programs to evaluate their effectiveness in reducing risky behaviours
and improving road safety outcomes.
■ Establishing a data collection and analysis system to track the number of traffic violations, citations issued, and
crashes to evaluate the impact of enforcement efforts.
■ Assess public perception and understanding of road safety laws and enforcement efforts.

Activity 1.8: Developing partnerships between stakeholders, such as police, local government, and
community groups, to coordinate enforcement efforts and promote road safety
■ Develop partnerships between stakeholders, such as police, local government, and community groups, to
coordinate enforcement efforts and promote road safety. This can include regular meetings and joint campaigns to
educate the public about road safety and enforce traffic laws.
■ Implement community policing programs that involve the public in identifying and addressing road safety
issues. This can help build trust between law enforcement and the community and encourage individuals to take
responsibility for their own safety and that of others.
■ Encourage public reporting of unsafe driving behaviour through hotlines or mobile applications. This can help law
enforcement identify and respond to dangerous driving behaviours more quickly and can also help raise public
awareness about the importance of road safety.

33
     Uzbekistan

EDUCATION
Activity 1.9: Develop and implement training programs for road safety professionals, law enforcement
officials, and other relevant stakeholders to build their capacity in road safety management.
■ To enhance local knowledge and promote cooperation between different road safety stakeholders, a road safety
training centre could be established - to facilitate training of officials to foster new skills, enhance road safety
research and development projects and promote interdisciplinary decision-making. Training should be conducted
by local and international experts and/or academia.
■ Develop training modules and materials that are tailored to the identified needs of different target groups. The
training should cover topics such as road safety legislation, enforcement, user behaviour, education, and technology.
■ Develop a certification program for road safety professionals and law enforcement officials to recognize their
competence in road safety management. This program could be linked to career advancement opportunities and
could help to build a pool of qualified professionals in the field of road safety.
■ Establish partnerships with academic institutions/Universities to develop and deliver academic programs on
road safety management. These programs could be tailored to the needs of different target groups, such as
undergraduate students, postgraduate students, and mid-career professionals.

Activity 1.10: Encourage knowledge-sharing and collaboration among road safety stakeholders at local,
national and international levels.
■ Organize regular workshops, seminars, and conferences, peer-to-peer and other learning opportunities for road
safety stakeholders to share best practices, experiences, and knowledge.
■ Encourage the creation of road safety expert network and forums to promote collaboration and information sharing
among stakeholders.
■ Establish partnerships with academic institutions and research centres including the Research and production
centre “Uzavtotranstehnika”; The Institute of Advanced Training and Retraining of Motor Transport Workers; Nukus
Automobile-Road and Service Vocational College; Andijan transport and service vocational college; Samarkand
Automobile and Road Vocational College and other specialized organizations to promote research, innovation, and
knowledge dissemination in road safety.
■ Promote international cooperation and partnerships to share knowledge and experience across borders and regions.

TECHNOLOGY
Activity 1.11: Implement intelligent transportation systems (ITS) to optimize traffic flow, reduce
congestion, and improve safety
■ Identify the most effective ITS solutions for the context of Uzbekistan, considering the existing road network and
infrastructure, traffic patterns, and travel behaviour.
■ Develop a comprehensive ITS implementation plan that includes a detailed timeline, cost estimates, and performance
indicators, training of relevant stakeholders and establishment of performance monitoring and evaluation system.

Activity 1.12: Data collection forms on traffic crashes should be refined based on the CADaS (Common
Accident Data Set) standard.
■ Assess the current data collection system including the Governmental Decree No. 303 on Improving the Recording
System of Road Accidents [15/11/2011] to identify gaps and areas for improvement.
■ Develop and implement centralized and standardized data collection forms based on the CADaS (Common Accident
Data Set) standard. Further forms on traffic crashes should be developed to allow electronic data collection through
eForms and introduction of GIS coordinates.

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■ Train relevant stakeholders including the Ministry of Internal Affairs, Ministry of Health and State Statistics Committee
on how to use the new data collection forms.
■ Develop data analysis tools to better understand the causes and patterns of road crashes.
■ The Ministry of Internal Affairs, Ministry of Health and insurance companies’ records on road accidents should be
cross checked and stored in a single database.

Activity 1.13: Technological innovation to reduce environmental impacts, optimise systems' efficiency and
reduce the need to travel in the frame of technology.
■ Develop and implement advanced traffic management systems that use real-time data to optimize traffic flow and
reduce congestion, can communicate with drivers and provide real-time information on road conditions, hazards,
and traffic congestion, thereby improving safety and reducing emissions.
■ Develop and implement technologies that can automatically detect and report traffic violations, such as video
surveillance systems. This can help deter dangerous driving behaviours and improve overall road safety.

3.2. Safer roads and network

They say that it is good to do a work thinking deep and for long future. Accordingly, if we look at the history of the roads of
Uzbekistan, from a geographical point of view, this area has served as an important international corridor connecting Europe
and Asia. Khiva oasis is the most concentrated place of important caravan routes in Central Asia, from there the routes spread
to the North – Kazalinsk, West – to the shores of the Caspian Sea, South – Ashkhabad, Marv, Bukhara and East – Jizzakh and
Tashkent. Bukhara was a particularly important centre of caravan routes in the desert. These connecting roads were mainly dirt
and stone roads. By 1928, the construction of the first black-surfaced roads began. After the Second World War, by the 1950s, the
gravel roads were eliminated. All population centres, district and regional centres, railway stations, airports and the capital city of
Tashkent were connected with all-weather roads. While the Republic of Uzbekistan became independent from the Soviet Union,
the road network was fully formed.

Improvements in road infrastructure can help to tangibly reduce the number and severity of road traffic accidents. By giving the
road a configuration that is understandable to road users, designers can influence their behaviour. The equipment of the road
must allow its safe use by road users of various categories.

Well-designed roads help people to use roads safely and reduce the risk of road accidents. In the event of an accident, forgiving
road infrastructure can mean the difference between life and death. Infrastructure that meets the needs of vulnerable road users
such as cyclists, motorcyclists, pedestrians, children and the disabled is particularly important in Uzbekistan, as approximately
50 % of fatalities and injuries are pedestrians.

The Law on Motorways [02/10/2007]56 with latest amendments notes following agencies as road authorities:
■ the Cabinet of Ministers of the Republic of Uzbekistan
■ the Special authorized body
■ the State Inspectorate for Quality Control of Road Construction Works under the Cabinet of Ministers of the Republic
of Uzbekistan
■ local government bodies (Hakimyats)

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Unfortunately, this Law does not precisely define what is the Special authorized body, but from the practice this is The Road
Committee (Uzavtoyol). Each body has own assigned roles. Assigned roles of these agencies is provided in following Table 4.

Table 4
Assigned Roles of Authorities

State Inspectorate for Quality Control

Cabinet Special
of Road Construction Works under Local government
Performing activities of Ministers authorized
the Cabinet of Ministers of the bodies (Hakimyats)
of Uzbekistan body
Republic of Uzbekistan

State administration +

Implementation of international transit highway corridors +

Development and approval of the List of public roads

+ +
of the Republic of Uzbekistan;

Development, approval of infrastructural development

+ + +
programs

Organization of State control over compliance

+
with the legislation on infrastructure

Play Owner’s role +

Implementation of technical design, construction

+ +
specifications, standards

Training, professional development +

Record keeping of infrastructure + +

Conducting of Cadastral Record of infrastructure +

Pursuing a unified state technical policy on the

+
implementation of modern approaches

Control of design, construction and maintenance + + +

Participation in the commissioning of completed

+
infrastructural facilities

Implementation of advanced technologies +

Implementation of performance indexes for Road’s quality +

Legislation improvement +

Other related activities + + + +

In the Article 8 of the Law on Motorways [02/10/2007], road categories are classified as follows:

■ Public Roads
■ City streets and other residential areas
■ Company owned or farm roads.

Public roads are state property and are open to all road users. Public roads provide transportation of goods and passengers
between cities and other settlements to meet the needs of the population, socio-economic and defence needs of the state.
Public roads are divided into International, State and Local roads.

In accordance with the international agreements of the Republic of Uzbekistan, the roads included in the international road
network are defined as the International roads based on the Resolution of the Cabinet of Ministers No. 169 on approval of the list
of public roads of the Republic of Uzbekistan [05/08/2010].

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Table 5
Categories of Public Roads

Estimated traffic intensity,

Economic importance of the road Public Road category
rescaled as each light vehicle per day
International and State Public Roads Iа (Trunk roads) More than 14,000
Ib (Roads) More than 14,000
II 6,000 – 14,000
III 2,000 – 6,000
Local Roads IV 200 - 2000
V Up to 200
Source: https://shaharsozlik.uz/service/gradostroitelnye-normy/

The roads that provide transportation between the administrative centres of the regions and districts of the Republic of Uzbekistan,
cities subordinate to the region, cultural and industrial centres, and the roads that connect these centres with roads of international
importance, airports, railway stations, ports and docks, as well as with neighbouring countries are included in the State roads.

Roads connecting the administrative centres of districts with towns, villages as well as with roads of state importance, are included
in the category of Local roads. The total length of road network in Uzbekistan is presented in the Table 6.

Table 6
The total length of road network in Uzbekistan

# Name of Roads Length, km Percentage

1 Public Roads 42,869 19.4
International 3,993 1.8
State 14,203 6.4
Local 24,673 11.2
2 Farm roads 141,882 64.7
3 Company owned roads 24,745 11.3
4 City streets 9,900 4.6
Total 219,396 100
Source: https://mintrans.uz/useful-articles/o-zbekiston-respublikasidagi-avtomobil-yo-llari-to-g-risida-ma-lumot

According to the Decree of the President of the Republic of Uzbekistan No. 4954 on measures to further improve the road
management system [14/02/2017] public roads construction, management and maintenance was given to the Road Committee.

According to the Decree of the President of the Republic of Uzbekistan No. 5647 on measures to radically improve the system
of Public Administration in the field of Transport [01/02/2019] the State Committee of Roads of the Republic of Uzbekistan was
included in the Ministry of Transport and renamed as the Road Committee under the Ministry of Transport.

The Road Committee is a specially authorized body in the field of roads and oversees the design, construction, reconstruction,
repair, maintenance and operation of public roads.

Domestic roads are owned by the state or by legal entities and individuals. Domestic roads include roads serving technological
purposes, access roads, service roads, patrol roads and other similar roads.

The streets of cities and other settlements are owned by the state and are managed by local state authorities.

According to the Road Committee, the new roads that have been built and put into operation should be repaired every six years,
major repairs in 12 years, and reconstruction in 16 years. In a word, according to the established standards, the new road will be
built for 16-20 years, and it should serve the population for that period. But unfortunately, due to climatic conditions, and low
designed axle load (only seven tons) new sections on national roads are rapidly deteriorating. It is of utmost importance that
all negative effects and factors be considered during the design and construction stages of the project to provide long-lasting
infrastructure. Furthermore, there is a need to develop national road design standards (for roads and streets) and to consider
safety measures at the planning and design stages.

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3.2.1. Road standards, road signs and signals and ITS deployment

Design and placement of road signalisation in the Republic of Uzbekistan are done based on GOST, UZDST and ShNK.

The current technical regulatory documents on design, construction, reconstruction of public roads and on road signalisation
in Uzbekistan were developed during the USSR, and most of them are technically and meaningfully outdated. The main
part of the Interstate Standards (GOST) was recently updated by the Interstate Council for Standardization, Metrology and
Certification of the Commonwealth of Independent States (CIS), and it is observed that some of their requirements do not
correspond to the conditions and mentality of Uzbekistan. On the territory of the Eurasian Economic Union, as well as on
the territory of the CIS, interstate standards are not binding, but applied on voluntary basis. Having all that in mind, the
most important design guidelines and standards should undergo an urgent evaluation of road safety aspects. Practices
which are recognized worldwide as unsafe (e.g., U-turn passes on motorways, pedestrian crossings on international high-
speed roads, open culverts/side drains on the hard shoulder, carriageway with non-defined or too large width of traffic
lanes, etc) should be immediately suspended and remedial measures on national roads launched.

Newly installed road signs are mostly with retroreflective coating, but old plain coated road signs are still available.
An analysis of compliance of the Uzbek Road Signs and Signals Catalogue with the Convention on Road Signs and Signals
(1968) should be done (e.g., promote use of traffic signal and dedicated lanes to provide safe left-turn on intersections,
standardize size of letters on direction signs on international roads, adjust Sign 5.46 to be in line with other signs from the
Catalogue) to provide consistency and implementation of international best practice on Uzbek roads.

Guideposts installed on the side of the road are still used in reinforced concrete type. Recently, it has become a trend to
install metal road restraint systems on the median. Even the existing reinforced concrete barrier (New Jersey) is being
removed and replaced with a metal barrier.

Reinforced concrete curbs are mainly used on the city streets, and recently, due to the poor design standards and high
speed, there were number of cases that vehicle passed in opposite direction lanes and collided with the oncoming traffic
with deadly consequences.

Full scale deployment of Intelligent Transport System (ITS) in the Republic of Uzbekistan is delayed. In the last years,
cameras were installed at the main intersections of the city of Tashkent. But for now, these cameras are only used to detect
violations. In case of morning and evening traffic jams in the city, the Traffic Safety Service officers are forced to stand at
the intersections and regulate the movement of vehicles. Avoiding traffic jams and improvement of traffic management
will be much easier using ITS solutions.

3.2.2. Design, construction and maintenance standards and guidelines

Currently, the rules and procedure for the development of the project are implemented in accordance with the Resolution
of the President of the Republic of Uzbekistan No. RP-3857 dated 16 July 2018 “On measures to improve the efficiency
of preparation and implementation of projects with the participation of international financial institutions and foreign
governmental financial organizations” and SNK 1.03.01-16 “Contents, procedure for development, coordination and approval
of design and estimate documentation for capital construction of enterprises, buildings and structures” (Approved by Order
of the State Committee of the Republic of Uzbekistan for Architecture and Construction dated 16 May 2016 No. 65.)

This ShNK establishes requirements (mandatory and recommended) for the composition, procedure for the development,
coordination and approval of design estimates for construction, major repairs, expansion, reconstruction, modernization
and technical re-equipment of existing enterprises (hereinafter - capital construction), maintenance and is mandatory
when designing facilities under construction at the expense of all types of investments and sources of financing on the
territory of the Republic of Uzbekistan.

ShNK is designed to guide customers (investors), public administration and supervision bodies, enterprises, organizations,
associations, and other legal entities (including foreign ones) participating in the investment process.

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The following terms are used in this ShNK

■ preliminary feasibility or prefeasibility study - a document justifying the choice of rational placement and the most
effective technical, organizational and economic solution for implementation, the marginal cost of the project, including
the cost of technological equipment, based on consideration of options and possible schemes for its implementation.
■ the final feasibility study or feasibility study is a document that establishes the final, most effective technical,
organizational and financial and economic solutions for the implementation of an investment project, determined
based on competitive bidding.
■ a detailed design is a document consisting of an approved part with the main technical and economic indicators with
a marginal cost and working documentation.

Procedure for approval and approval of the design assignment

The content of the terms of reference for road design is established by the Road Fund in coordination with the Ministry of
Construction and the Road Committee.

Figure 24
Procedure for approval and approval of the design

The task is approved by:

Head of the Complex on Public Utilities, Transport, Capital Construction
and Construction Industry of the Cabinet of Ministers of
the Republic of Uzbekistan for investment projects

For the construction and reconstruction of facilities financed by the

In all other cases, the task is approved by the Road Fund
Road Fund and implemented on the proposal of the initiator of the
in coordination with the Ministry of Construction
project and in coordination with the Ministry of Economy and Finance
of the Republic of Uzbekistan
and the Ministry of Construction of the Republic of Uzbekistan

The project design documents developed by the project organization are checked and approved only by the Traffic Safety Service
and their representatives in the region. During the road maintenance works, changes are made to these technical solutions
by the representatives of the Traffic Safety Service and their representatives in the region.

The procedure for the development of project documentation

■ Depending on the conditions of the project implementation, the project documentation is developed in the following
sequence:

Figure 25
Types of design by stage of the project

Design

Two-stage Designing for Two-stage Designing for Single-stage Design

the preparation of the preparation of during the Detailed Design
Detailed Design Feasibility Study period

Detailed Design Feasibility Study

Working Documentation Working Documentation

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The design documents/project documentation are subject to state examination in accordance with the established procedure
for compliance with the requirements of building codes and rules for strength, durability, compliance with approved fire safety
standards and rules, labour and environmental protection requirements, the quantity and cost of construction.

Currently, there are no official national and uniform standards for road design, in some cases different standards of other countries
are used for road design on the international and local network.

The development and approval of regulatory documents for civil engineering works is mainly carried out by the ICT development
Centre of the Ministry of Construction, and the applicable regulatory documents can be found at the following link https://mc.uz/
gradostroitelnye-normy/.

Also, the development of technical standards for the design, construction, reconstruction, repair and maintenance of public
roads is carried out by the Tashkent Institute for Design, Construction and Operation of Roads under the Road Committee.

Currently the following regulatory documents (standards) are in use:

■ ShNK 2.05.02-07 “Automotive roads”, is used mainly in the design of roads.

■ ShNK 3.06.03-08 “Motorways” is used as the main document for the construction of roads.

■ In the design of bridges and artificial structures ShNK 2.05.03-12 “Bridges and pipelines”.

■ ShNK 2.07.01-03 Shaharsozlik. Development planning for urban and rural settlements

■ MShN 24-2005, “Technical rules for the repair and maintenance of roads”, Tashkent, 2007 - These departmental town-
planning norms apply to public roads and establish the basic requirements for the transport and operational condition
of public roads.

Another thing that we need to pay attention to is that there are no regulatory documents on reconstruction and rehabilitation
of roads. Public road network has been formed in the Republic, and now and in the future, there will be a greater need for road
reconstruction and rehabilitation.

On many road types, the design regulations and standards define only road safety principles without necessary details. This is a
huge burden for road managers in terms of making the right engineering decisions and ensuring assets are built and maintained
for their original purpose.

There is a need to develop national road design standards (both roads and streets) and introduce safety practices in the planning
and design phases. More attention should be paid to the study of ways to ensure the safe operation of the road network under
specific operational and traffic conditions.

Local and secondary road rehabilitation projects/schemes should take advantage of opportunities to minimize access to direct
roads, maintain relatively low speeds when such roads pass through settlements and establish a road hierarchy. In addition,
improved crash data collection and the introduction of comprehensive black-spot analysis tools, combined with a nationally
accepted definition of a high-risk road section, will allow scarce resources to be directed to the most cost-effective measures.

Particular attention should be given to construction, reconstruction and rehabilitation projects on international and state roads
financed by the Multi Development Banks. These projects, having in mind commitment to promote road safety in all projects
financed by MDBs57, should be a catalyser of modernization of legal framework, design guidance, and standards for building and
maintenance of public roads.

3.2.3. Road infrastructure safety management

As we mentioned above, road safety audit and inspection procedures are not applied in Uzbekistan. But recently, several things
are being done by the state and authorities, for example:

By the Decree of the President of the Republic of Uzbekistan No. 27 on the approval of the concept of public safety of
the Republic of Uzbekistan and measures for its implementation [29/11/2021], the Centre for the Study of Road Safety
Problems (the Centre) was established in the structure of the Traffic Safety Service of the Ministry of Internal Affairs.

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The Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 415 [30/07/2022] defines the specific tasks of
the Centre, which are:

■ organization and coordination of research on the causes of road accidents

■ implementation of targeted fundamental, applied and innovative research projects in the field of road safety

■ participation in the improvement of legal, informational, analytical and technical regulation in the field of road safety

■ identification of the initial factors that allow violations and road accidents in the field of road safety, and the development
of measures to eliminate them

■ study of legal, engineering, technical, informational, organizational and methodological problems of increasing the
level of protection of road users from road accidents

■ methodological support for the activities of the Traffic Safety Service, including the development of modern methods

■ study of foreign best practices in the field of road safety and development of proposals for its implementation in
practice

■ conducting scientific research to identify factors and conditions that contribute to the occurrence of road accidents,
scientific substantiation of priority areas for the prevention and reduction of mortality and bodily injuries, development
of scientific foundations for eliminating urgent problems in the activities of the Traffic Safety Service

■ development of scientifically and practically substantiated proposals for improving the organization of road traffic,
studying traffic flows, identifying road sections (accident hotspots) with a high probability of occurrence of road
accidents and their elimination

■ proposals for the scientific study and improvement of the work carried out by the operational and installation units of
the Traffic Safety Inspectorate in the field of traffic management

■ scientific and methodological support of the activities of the State Road Traffic Safety Department, including the
development of modern methods

■ conducting scientific research on problematic issues of traffic management, publishing scientific articles on this topic
in republican and international scientific journals, participating and organizing scientific conferences.

From 5 April 2022, the Republic fund “Safe Road and Safe Pedestrian” was created under the Ministry of Internal Affairs without
the establishment of a legal entity.

As of 1 July 2022, the practice of maintaining “Safe Road” index was envisaged in all districts (cities) of the Republic. Based on the
index indicators, districts (cities) are divided into “green”, “yellow” and “red” categories by state of road safety.

Within the Road Committee, the unitary enterprise “Centre for organizing and monitoring the safe movement of vehicles on
roads” has been established on 13 July 2021.

By Presidential Decree No. 190 [04/04/2022] the Republic of Uzbekistan established the Republican Special Commission for
Road Traffic Safety. The Commission, along with its territorial special committees, was tasked with evaluating the state of road
infrastructure and compliance with traffic regulations in various regions of Uzbekistan, based on 29 indicators at the end of each
quarter. The execution of the commission’s decisions regarding road safety is mandatory for all government ministries, agencies,
and local authorities, with one example being the reduction of the established speed limit in urban areas to 60 km/h.

In the Republic of Uzbekistan, apart from some pilot attempts, independent road safety audit and road safety inspection is not
carried out.

41
     Uzbekistan

Several capacity development activities on RSA/RSI were organized by MDBs last few years:

■ The seminar, organized by the Road Committee and the Asian Development Bank on 22 November 2018, was dedicated
to the International Road Assessment Program and discussed issues on the intelligent transport system of Uzbekistan.
The purpose of the seminar was to study the assessment of road safety, the process, preparation of investment plans to
improve road safety and the introduction of intelligent transport systems in the road industry.

■ From 19 to 24 December 2022, IRD Engineering conducted a training on road safety audit for employees of the agency
“Avtoyolinvest” under the Road Committee, which is funded by the World Bank. The main purpose of this seminar,
which received wide coverage in the media, was to create a new opportunity for Uzbek engineers and specialists to
expand their knowledge and experience in conducting road safety audits and case studies in the field of road safety
design.

■ A mission of experts from the Asian Development Bank (ADB) was held in Tashkent from 22 to 26 August 2022 to
support the newly established Republican Special Commission for Road Safety in Uzbekistan. ADB experts shared
presentations on the state of road safety, actions to reduce deaths and injuries as a result of accidents, the development
of a national road safety policy, road safety management actions and group negotiations.

Anyhow, national legislation does not recognize Road Safety Audit and Road Safety Inspection procedures. However, the Traffic
Safety Service has developed a draft “Law on the organization of traffic”.58 In the draft law, the concept of Road Safety Audit
is given as “conducting an expert examination for compliance of road traffic management projects with the requirements
of this Law and road safety”. The need to develop this legal act is justified by the fact that the condition of roads today does
not meet the requirements of ensuring uninterrupted movement of an ever-growing number of vehicles. There is also no
proper organization of traffic for passengers, pedestrians and cyclists who are road users. The proposed draft law defines the
basic principles of traffic management, public administration in the field of traffic management, the rights and obligations of
the road owner and manager, general requirements for traffic management, monitoring of traffic, ensuring the effectiveness
of traffic management. In addition, it provides requirements for parking places, the procedure for organizing traffic in work
zones/construction sites, public participation in the implementation of traffic management measures, the procedure for
developing projects and general requirements for documentation on traffic management, as well as conducting scientific
research in this area. To date, the draft Law has passed all stages of discussion, after which the Draft was adopted by deputies
on 20 September 2022.

The draft law has allocated a separate chapter to the road safety audit, which provides that road traffic projects are subject to
audit for compliance with road safety requirements. The audit is carried out by specially authorized state bodies independently
or with the involvement on a contractual basis of a business entity authorized to conduct such an audit. Based on the results
of the audit, a conclusion is drawn up, which indicates the compliance or non-compliance of the traffic organization with the
requirements of this Law and road safety. If, as a result of the audit, it is established that the road traffic project does not meet
the requirements of this Law or road safety, then appropriate changes should be made to the project and redesign has to be
carried out.

3.2.4. Speed management

Excessive speeding is a main factor to fatal outcome in most crashes. It is a complex road safety issue which involves public
attitude, driver behaviour, vehicle performance, road design and characteristics, posted speed limits and speed management
strategies.

Each road has its own design speed, justified by the specifics of road function in national road network, traffic volumes and the
road surrounding.

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The main parameters and characteristics which determining the transport and operational road conditions are:

■ geometric parameters, which include the width of the carriageway and the edge reinforced lanes, the total and
reinforced width of the shoulders, longitudinal slopes, radii of curves in plan and profile, slopes of bends and visibility
distance.

■ the axle load and condition of the road surface of the carriageway and roadsides

■ evenness and adhesion of roadway and roadside coverings.

■ condition of the roadbed

■ condition and operability of the drainage system

■ dimensions, load capacity and condition of bridges, overpasses, tunnels and other artificial structures

■ condition of elements of engineering equipment and road construction

The main parameters of road should be defined based on the road function and should be self-explanatory for all road users.
Currently, functional classification of roads/streets and road/street parameters are not in line with requirements of modern, safe
and sustainable transport system. Speed limits in urban areas are too high, width and other parameters of streets/roads are too
high, etc. which is resulting in higher speeds and more road accidents and fatalities. Speed limits for urban areas, school areas
and shared roads should be reviewed and revised as appropriate. Thus, the safety performance of roads should be reviewed
or evaluated in respect of speed limits. It’s important to review the functional classification and speed management system in
Uzbekistan to determine if roads and roads network support and encourage safe speed for all road users.

Speed management and control

According to the Resolution of the Cabinet of Ministers No. 172 [12/04/2022] the driver must control the speed of the
vehicle, considering the speed of traffic, the nature and condition of the vehicle and cargo, road and weather conditions,
as well as visibility in the direction of movement. The speed of the vehicle must allow the driver to be in constant control
of the vehicle.

If there is a danger that the driver can detect during movement, he must reduce the speed of the vehicle to the extent that he
can ensure a complete stop or take measures to bypass the obstacle without causing danger to other road users.

Current speed limits for different vehicle types - Outside the settlements:

■ for passenger cars and trucks with a permissible full weight not exceeding 3.5 tons - speed limit of 100 kilometres per
hour

■ for intercity buses and minibuses – speed limit 90 kilometres per hour

■ other buses, cars with trailers, motorcycles, trucks with a permissible full weight of more than 3.5 tons – speed limit
80 kilometres per hour

■ trucks with trailers – a speed limit 70 kilometres per hour.

■ trucks carrying people in the trunk – speed limit 60 kilometres per hour

■ vehicles transporting a group of children – speed limit 60 kilometres per hour

■ vehicles transporting dangerous, heavy and oversized cargo, moving in an organized group, are allowed to move
without exceeding the speed allowed by the Traffic Safety Service.

The number of road accidents and number of killed and injured in the Republic of Uzbekistan in the period from 2017 to 2021 is
given in the Figure 11.

The trend of the number of persons brought to administrative and legal responsibility due speeding in period 2017-2021 is
presented in the Figure 26. It could be noticed that number of persons prosecuted rose for almost 20 times over 5-year period.

43
     Uzbekistan

Figure 26
Number of prosecuted due to speeding

2,500,000
2,156,536

2,000,000

1,551,508
1,500,000
1,147,852

1,000,000

448,378
500,000
115,920

0
2017 2018 2019 2020 2021

Source: MIA, 2022

The trend in the number of accidents caused by speeding in the period of 2017- 2021 is presented in the Figure 27. Speeding
is the cause of more than 30% of fatal accidents and this requires adjusting speed limits, particularly in urban areas, to best
international practice.

Figure 27
Number of accidents due to speeding

4,500
3,871
4,000 3,792
3,576 3,499
3,500
3,093
3,000

2,500

2,000

1,500

1,000

500

0
2017 2018 2019 2020 2021

Source: MIA, 2022

44
     Uzbekistan

The trend of persons killed as a result of accidents caused by speeding in the 2017-2021 are presented in the Figure 28.
The number of people killed in accidents due speeding is not declining even though number of people prosecuted rose 20 times.
The raises the question of the reliability of data on prosecuted persons which are provided – usually much tougher enforcement
is giving immediate results in less people killed in short to mid-term.

From 1 May 2022 fines for traffic violations are increased in Uzbekistan: driving without a permit – 330,000 soums; passing on red
traffic light signal – 660,000 soums; talking on the phone – 990,000 soums; drunken driving– 8,350,000 soums59.

Figure 28
Number of killed due to speeding

1,050
1,022

1,000 987

939
950
906
900
868
850

800

750
2017 2018 2019 2020 2021

Source: MIA, 2022

According to the Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 140 [03/04/2023] the allowed speed
in cities Nukus and Tashkent, centres of regions and districts, as well as in the territories of the cities should not exceed 60 km/h.
Previously, this speed limit was 70 km/h.

Figure 29
The proposal to reduce the speed in the cities and residential areas of Uzbekistan from 70 to 60 km/h

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It can be said from foreign experience that there are not many countries in the world where the maximum permitted speed in
urban areas is 70 km/h. In several CIS countries (all of them with a poor road safety record), Armenia, Georgia, Azerbaijan, the
maximum permitted speed in residential areas is 60 km/h. In Ukraine, from 1 January 2019, as one of the measures to reduce the
number of road deaths, the maximum speed was reduced from 60 to 50 km/h. The speed limit in almost all European countries
is 50 km/h, in London, United Kingdom it is 48 km/h.

According to research, speeding is related to the probability of an accident and its grave consequences. For example, a 1%
increase in speed increases the probability of a fatal accident by 4%, and the probability of a serious accident by 3%. Pedestrians
are also more likely to die as a result of being hit by a car. At a speed of 65 km/s, the probability of fatal outcome is 4.5 times higher
than at a speed of 50 km/s. When driving at a speed of 65 km/h, the probability of death of the driver and passengers as a result
of a side impact is 85%.

By reducing the average speed by just 5%, fatal traffic accidents can be reduced by almost 30%. Therefore, the higher the
speed, the longer is stopping distance, which increases the probability of a traffic accident. A car driving at a speed of 70 km/h
on a dry road has to pass 18-20 m to manoeuvre in response to a situation, and to come to a complete stop, he needs to pass
minimum 47 m.

Along with the adoption of speed limit laws, their enforcement, road design, and vehicle technology implementation are also
important. In the 2015 WHO Global Road Safety Report, 97 out of 180 participating countries have legislation to limit the speed
to 50 km/h in urban areas, however, only 27 countries (15%) gave a positive assessment of the control of speed limit laws (8 and
above in 10 points system).

3.2.5. Road work zones

Officials and other persons responsible for road construction, repair work and maintenance are required to ensure road safety in
the work zones. Such places, as well as non-working machinery and road vehicles, construction materials, and equipment, which
cannot be removed from the road, should be protected with road restraint, marked with appropriate road signs, guiding and
blocking devices, and in the dark and in poor visibility conditions, with additional orange or yellow light signals. Safe movement
of vehicles and pedestrians should be restored as soon as possible after completion of road works.

Every road construction project should have a traffic management plan. The plan should consist of a temporary traffic control
plan to protect workers and road users by safely conducting traffic around or through the work zone. Additionally, traffic control
plan for inside the work zone that manages the flow of heavy equipment, construction vehicles, and workers should be in place.

In Uzbekistan traffic management plan should be prepared according to the Instruction MKN 37-2007 Instructions for the
organization of traffic and protection of road work sights.

When drawing up traffic management schemes in places where road works are carried out, the following requirements must
be met:
■ warn drivers of vehicles and pedestrians in advance of the danger caused by road works
■ clearly indicate the direction of detour of the obstacles on the roadway, and when setting up a detour of the repaired
section, its route
■ create a safe mode of movement of vehicles and pedestrians, both on the approaches and on the sections of road
works themselves.

This regulatory document contains more than 30 examples of the placement of technical means of traffic management in places
where road works are carried out in different conditions.

The instruction defines the procedure and methods of organizing the movement of vehicles and pedestrians in work zones,
ensuring the safety of both those working on the road and all road users.

46
      Uzbekistan
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cases traffic management plans are not fully deployed by the Contractors. In number of cases road works are not marked at all
and left without traffic management plan.

Inadequate installation of road signs and signals, especially in the evening, or lack of continuous power supply for traffic signals,
leads to many dangerous situations. Currently mobile warning road signs and lights are rarely used in work zones in Uzbekistan.

Figure 31
Road signs in work zone

Setting up and signposting of appropriate speed limits are necessary in road work zones. It should be paired with tough
enforcement to deter drivers from exceeding the speed limits.

47
     Uzbekistan

3.2.6. Proposed measures and conclusions

Within 4 key areas of work following actions are recommended:

A2.1 Update national legislation, standards A2.4 Protection of right-of-way

and guidelines for road construction,
A2.5 Speed management in urban areas
reconstruction and maintenance
A2.6 Adoption road safety audits and inspection
A2.2 Introduction of functional classification of
roads and streets
A2.3 Introduction of RSA and RSI procedures
with necessary guidelines in the national
legislation

LEGISLATION ENFORCEMENT

A2.7 Road safety oriented education programmes A2.9 Develop and introduce technology for
and training for road designers and engineers better traffic management
A2.8 Public campaigns to promote construction, A2.10 Develop and introduce technology to
operation and maintenance of safe roads detect traffic violations and ensure the high
probability to detect the violator
A2.11 Ensure that equipment installed in road
work zones are in line with approved traffic
management plan and with sufficient quality
of equipment
A.12 Improve registration of each accident
with fatalities by representatives of the
Road Committee and municipal road
administration

EDUCATION TECHNOLOGY

48
     Uzbekistan

LEGISLATION
Activity 2.1: Update national legislation, standards and guidelines for road construction, reconstruction
and maintenance

■ Conduct a gap analysis of national legal framework re contemporary road design practices. Update national
legislation to ban highly unsafe design (e.g., U-turn on motorways, open culverts/side drains on the hard
shoulder, carriageway with non-defined or too large width of traffic lanes), allow widely used solutions (e.g.,
introduce left turn lanes with supporting left turn traffic lights (separate left-turn phase), build pedestrian
refuge islands on intersections with more traffic lanes, separate bicycle lanes from motor traffic) and deploy
contemporary equipment (speed cameras, traffic management, road restraint systems (particularly on
highways), etc.).

■ Update national standards for road infrastructure development and work zones in line with provisions of the 1968
Vienna conventions, the AGR (European Agreement on Main International Traffic Arteries) and other infrastructure
agreements.

■ Update national legislation to allow efficient use of contemporary systems for traffic offence detections.

■ Accelerate and facilitate the approval and implementation of regulatory documents to update national standards
and guidelines.

■ Increase research and development activities, provide necessary funds for development and constant update of
national standards and guidelines.

■ Amend current road safety legislation to lower the general speed limit in urban areas to 50km/h and introduce
30 km/h speed limits in zones with high volumes of vulnerable road users.

Activity 2.2: Introduce functional classification of roads and streets

■ Develop functional classification of roads and streets of Uzbekistan in line with requirements of modern, safe and
sustainable transport system

■ Define clear design parameters for all road types based on functional classification and classify all roads and streets
- the hierarchical classification of roads that meet transport demand and needs for all road users in particular
vulnerable road users

■ Encourage urban planning with mixed land use (work, living, leisure)/15 minutes city to reduce exposure to traffic
of road users

Activity 2.3: Introduction of RSA and RSI procedures with necessary guidelines in the national legislation

■ Update national legislation to introduce mandatory RSA and RSI at least on the high-level network, designate
national authorities in-charge of RSA and RSI implementation and develop guidelines for the implementation of
RSA and RSI.

49
     Uzbekistan

ENFORCEMENT
Activity 2.4 Protect right-of-way
■ Based on functional classification of roads provide secondary road network to feed national high-level road network
and avoid direct connection from bordering properties

Activity 2.5: Speed management in urban areas

■ Speed limit in Uzbekistan needs to be revised, according to the function of the roads. Speed limits for urban areas,
school areas and shared roads should be reviewed and revised as appropriate. Speed limit in urban areas should be
set to 50 km/h like in all good road safety performing countries.
■ In residential areas, which have a living, shopping or work function, school zones and residential areas with high
number of pedestrians and cyclists - speed limits of 30 km/h should be introduced, speeding should be discouraged
by speed reduction measures such as speed humps, road narrowing etc and strict enforcement.
■ Simultaneous implementation of engineering and speed enforcement programmes in urban areas

Activity 2.6: Adoption of road safety audits and inspection

■ Update national legislation with provisions on mandatory road safety audit in different stages of road design and
road safety inspection after completion of construction and reconstruction of road (at least for high-level network).
■ Update national legislation to introduce mandatory certification of legal entities and individuals involved in training
and certification of auditors and inspectors.
■ Update national legislation to introduce mandatory certification of auditors and inspectors.
■ The Road Committee and municipal road agencies to provide necessary resources for road safety audits and
inspections

EDUCATION
Activity 2.7: Road safety-oriented education programmes and training for road designers and engineers
Update university curricula with road safety courses dedicated to safe road design, self-explanatory roads, road
infrastructure safety management tools.
■ Introduce training for certification of auditors and inspectors.
■ Introduce training for road safety practitioners (engineers, designers, enforcement, etc) to explain design principles
and benefits of safe roads.
■ Explore possibilities to create a centre for training of road designers and road safety experts based on international
best practice and Peer-to-Peer learning programs on safe roads.
■ Introduce training for enforcement officers on use of contemporary systems for detection of traffic offences

Activity 2.8: Public campaigns to promote construction, operation and maintenance of safe roads through
education and marketing initiatives.
■ Carry out campaigns to build public support to construction and maintenance of safe roads.
■ Constantly inform public on benefits and explain all dilemmas related to introduction of 50 kmph speed limits in
urban areas and 30 kmph in school and mixed zones.

50
     Uzbekistan

TECHNOLOGY
Activity 2.9: Develop and introduce technology for better traffic management
■ Deploy contemporary traffic management centres on national road network and in urban areas to allow better use
of existing transport infrastructure and prioritize public transport.
■ Allow centralized change of traffic lights regime and speed limits depending on traffic situation.

Activity 2.10: Develop and introduce the technology to detect traffic violation and ensure the high
probability to detect the violator
■ Detection of high-risk road sections (with high number of accidents) and installation of cameras in these places. Pre
and post installation analysis should be carried out to determine effects and cost-effectiveness of applied measures.
■ Introduce contemporary systems for control of parking regime in urban areas.

Activity 2.11: Ensure that equipment installed in road work zone is in line with approved traffic
management plan and with sufficient quality.
■ Ensure that equipment in road work zone is with sufficient quality (especially at night-time) and ensures safety for
all road users

Activity 2.12: Improve registration of each accident with fatalities by representatives of the Road
Committee and municipal road administration
■ Development of a system for registering each accident with fatalities by the Road Committee and the Municipal
Road Administration and independent analysis of contribution of road infrastructure (in-depth analysis). Based on
findings, development of measures to eliminate road infrastructure deficiencies.

3.3. Safe vehicles

3.3.1. Fleet and importation of motor vehicles

According to information provided by the Traffic Safety Service, the total number of vehicles in the Republic of Uzbekistan at the
beginning of 2023 is 4,186,521 with a very high percentage of vehicles under 10 years old (Figure 32).

Figure 32
Age of vehicle fleet (01/01/2023)

17.6%
0-10 years

11-20 years

56.7% more than 20 years

25.7%

Source: MIA, 2023

51
     Uzbekistan

There are four automobile plants in the Republic of Uzbekistan, which production is presented in the Table 7.

Table 7
Number of cars produced

Year of production Number of cars produced

2017 145,047

2018 225,853

2019 277,967

2020 284,885

2021 241,214
Source: MIA, 2022

In 2017 - 28,376 cars, in 2018 - 5,112 cars, in 2019 - 16,404 cars, in 2020 - 18,908 cars, and in 2021 - 29,194 cars were exported
mainly to Kazakhstan, the Russian Federation, and Ukraine.

In addition, the Republic of Uzbekistan imported 2,849 cars in 2017, 1,065 cars in 2018, 5,063 cars in 2019, 2,756 cars in 2020 and
9,943 cars in 2021, mainly from China, Korea, and the Russian Federation.

Also in 2020-2021, 1,535 electric vehicles from foreign countries were imported into the Republic, and during 2022 - 4,616 units.
Currently, private sector offers charging stations near stores, but there are no exact statistics on their number. To further promote
use of electric vehicles the Resolution of the President of Uzbekistan No. 443 [19/10/2022] was signed.

According to the resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 191 on the safety of the design of motor
vehicles under operating conditions [04/07/2012], paragraph 112, requirements for emissions of harmful substances, the carbon
monoxide (CO) content in the exhaust gases of a motor vehicle with petrol and gas engines idling at minimum and higher
engine speeds shall not exceed the values set by the manufacturer of the motor vehicle and, in the absence of such data, shall
not exceed the values indicated in the Table 8.

Table 8
Requirements for emissions of harmful substances

Categories and equipment of vehicles Motor speed CO, volume fraction, per cent
M and N manufactured on 1 October 1986 Minimum 4.5
Minimum 3.5
M and N not equipped with exhaust gas neutralization systems
Increased 2.0
Minimum 1.0
M and N equipped with exhaust gas neutralization systems
Increased 0.7

According to Article 2 of the Law on Standardization [28/12/1999] the organization, coordination and support of standardization
work in the sectors of the national economy is carried out by the Agency for Standardization, Metrology and Certification of
Uzbekistan (Uzstandard Agency, currently known as the Uzbek Agency for Technical Regulation).

52
     Uzbekistan

3.3.2. Technical and roadside inspections

Periodic technical inspection is regulated by the Resolution of the Cabinet of Ministers of the Republic of Uzbekistan
No. 125 [09/03/2021], and its Appendix 1, paragraph 5, is the following:

■ passenger cars used for commercial purposes, buses, trolleybuses, trams and trucks with eight or more seats (except for
the driver’s seat), trucks equipped for the regular transport of persons, over-sized HGV, heavy goods vehicles and HGV
for transport of dangerous goods and their trailers – twice a year.

■ vehicles owned by legal entities not older than six years (except for vehicles referred to in subparagraph (a) of this
paragraph), as well as vehicles of category M1 owned by natural persons, from 11-14 years old (including the fourteenth
year) (except for vehicles referred to in subparagraph (a) of this paragraph) –- once every two years.

■ vehicles belonging to legal entities more than six years old, vehicles with an indefinite date of manufacture (except
for vehicles referred to in subparagraph (a) of this paragraph), as well as M1 belonging to natural persons older than
15 years (except for vehicles specified in subparagraph (a) of this paragraph) – once a year.

■ trailers and semi-trailers shall be subject to technical inspection within the time limits fixed for the vehicle.

■ vehicles of category M1 belonging to natural persons up to 10 years old (including the tenth year) (except for vehicles
referred to in subparagraph (a) of this paragraph) shall be subject to voluntary technical inspection.

The regulatory framework defines the requirements for vehicle test centres, control systems, material and technical base (including
the surroundings, industrial buildings, necessary equipment and mechanisms, instruments and measuring instruments within
the scope of accreditation) and the qualifications of employees.

The compliance of test centres with these requirements is checked by the “Unified National Accreditation Body - Accreditation
Centre” during periodic inspections. Its activities are regulated by the Resolution of the Cabinet of Ministers of the Republic of
Uzbekistan No. 125 [09/03/2021], and the general procedure for conducting a technical inspection is defined in its Annex 1, Chapter 5.
■ Technical inspection of any vehicle begins with verification of compliance with the type, brand, model, state registration
number, identification numbers of the chassis (frame), body and engine with the information specified in the technical
passport (technical passport, technical card).
■ The technical condition and equipment of each vehicle is checked for compliance with technical regulations, standards,
rules and road safety norms.
■ During the technical inspection of cars converted to work on gas fuel, the service life of gas cylinders, the year of
manufacture, the serial number, the terms of testing of gas cylinders, the compliance of gas cylinder fittings with the
established requirements are also checked.
■ Technical inspection of trailers and semi-trailers is carried out both as part of a train and as a separate vehicle.

According to paragraph 14 of the Resolution No. 125, privately-owned diagnostic stations, mobile stations and diagnostic stations
of the Traffic Safety Inspectorate for technical inspection of private vehicles are subject to accreditation by the “Accreditation
Centre “.

Accreditation of test centres is carried out in accordance with the standard O’zDst 3410: 2019, “General requirements for the
technical competence of testing laboratories”. To obtain accreditation, test centres should have a production and technical base
equipped with the necessary technological equipment for the technical inspection of vehicles.

Currently, the Accreditation Centre is accrediting business entities to conduct a technical inspection of M1 private vehicles
through stationary and mobile technical inspection points. Currently, there are 281 stationary technical inspection points and
only four mobile lines of technical control for technical inspections in the Republic, which belong to business entities.

3.3.3. Right-hand drive vehicles

To ensure road safety and prevent road traffic accidents in the Republic, on 17 February 1993 the Cabinet of Ministers of the
Republic of Uzbekistan signed Decision No. 90, according to which right-hand drive vehicles are prohibited from being registered
from 1 March 1993 and shall enter into force on 1 July 1993. Transit of right-hand drive vehicles, as well as their use for a period of
1 month in the territory of the Republic of Uzbekistan are allowed only for foreign citizens. For this reason, there are currently no
right-hand drive cars on the territory of the Republic.

53
     Uzbekistan

3.3.4. Vehicle emission standards

Uzbekistan has three main car producing plants under the Chevrolet brand, buses and medium trucks under the Isuzu brand, as
well as MAN buses and heavy trucks. JV “GM-Uzbekistan” produces more than 200,000 Chevrolet cars per year.

However, constant increase in traffic and the non-compliance of vehicles and fuels with environmental requirements leads to a
constant increase in air pollution.

According to the ranking compiled by the Institute for Health Measurement and Evaluation (USA), the World Bank and the United
Nations, Uzbekistan ranks first in the world in the number of deaths from air pollution per 100,000 people.

According to the State Committee for Ecology and Environmental Protection, one of the main sources of air pollution in
Uzbekistan are motor vehicles. (These data are specified in articles 16, 17 and 28 of the Law of the Republic of Uzbekistan “On
Protection of Atmospheric Air” and Article 11 of the Law f the Republic of Uzbekistan “On Environmental Protection”). Every year
(data for 2020), more than 2.3 million tons of polluters enter the air. 900,000 tons of them are produced by industrial enterprises,
1.4 million tons by motor vehicles. The largest air pollution is recorded in Tashkent, where more than 40% of all registered vehicles
in the country are moving.

Worn or faulty catalytic converters significantly increase air pollution. Addressing this issue is important for public health and risk
reduction. This makes mandatory vehicle inspections even more important. In connection with this resolution of the Cabinet of
Ministers of the Republic of Uzbekistan No. 125 on additional measures to improve the procedure for conducting mandatory
technical inspection of vehicles [09/03/2021], the necessary equipment for diagnostics is required at the technical inspection
points, including: exhaust gas analyser and smoke meter - devices designed to determine the amount of pollutants and smoke
in the exhaust gases of cars with combustion engines.

According to the Resolution No. 125 and Annex 1 to it, Chapter 5 defines the general procedure for conducting a technical
inspection, according to which the vehicles in operation must undergo a technical inspection. Vehicles with a high level of
emissions are recognized as defective during a technical inspection and sent for repair.

3.3.5. Used car parts/unlicensed car services

Car maintenance (repair and maintenance) and vending of auto parts are also carried out by unlicensed service centres using
used spare parts, due to the lower price of used spare parts in the secondary markets, and in some cases, cars produced in foreign
countries.

Import of spare parts is allowed based on a certificate issued by the Uzbek Agency on Technical Regulation. The Customs
Committee of the Republic of Uzbekistan and the State Tax Inspectorate are working to prevent the import and sale of counterfeit
spare parts. Number of licensed car services use and sell original auto parts, but the price for them is higher than for old spare
parts. For this reason, some drivers prefer to buy used auto parts from unlicensed service centres.

3.3.6. Carriage of dangerous goods

The Road Traffic Safety Service controls transport of dangerous goods by road. Every year, 800-1,000 transports of dangerous
goods are completed on the national roads.

Legal frameworks consist of: Law on Road Transport [29/08/1998] Resolution of the Cabinet of Ministers No. 342
[26/12/2011], Resolution of the Cabinet of Ministers No. 172 [12/04/2022], and the Resolution of the Cabinet of Ministers
No. 35 on Approval of the Rules for the Carriage of Dangerous Goods by Road in the Republic of Uzbekistan [16/02/2011].
These documents describe rules for the transportation of dangerous goods by road in the Republic of Uzbekistan, the
regulation on the issuance of a certificate for the use of a motor vehicle for the transportation of dangerous goods, and a
list of dangerous goods allowed for carriage by road. The Rules define the rules for the carriage of dangerous goods by road,
regardless of who owns dangerous goods and vehicles carrying dangerous goods, on the streets of cities and towns, public
roads, as well as commercial roads that are not closed to public use, and senders (recipients) of goods.

It is mandatory for all service organizations and regulates the interaction of participants in the transportation process,
their rights, duties and responsibilities, and determines the requirements for the transportation of dangerous goods, traffic
safety, conditions for ensuring the storage of goods, and norms for the high-quality transportation of dangerous goods.

54
     Uzbekistan

Transportation of dangerous goods is carried out under the mandatory control of a directly responsible person - a
representative of the shipper (consignee), who knows the properties of dangerous goods and knows how to handle
them. According to the contract for the carriage of dangerous goods by road, in cases where the driver of the vehicle
is entrusted with the control of dangerous goods, the driver must be instructed by the consignor about the physics-
chemical and harmful properties of dangerous goods, the rules for handling them and their transportation before
sending dangerous goods. When preparing a transportation route, the carrier must comply with the following basic
requirements: (a) there should be no important, large industrial facilities adjacent to the transport route; b) the route
should not pass through recreation areas, architecture, nature reserves, specially protected areas, etc., it is necessary to
avoid travel through settlements as much as possible; c) parking spaces and petrol stations should be provided during
the journey; g) the route should not pass through large settlements. In exceptional cases, when it is necessary to transport
dangerous goods through large settlements, traffic routes should not pass near entertainment, cultural, educational,
educational, preschool and medical institutions. In order to agree on the directions of transportation of dangerous
goods by transport, the carrier must submit at least ten days before the start of transportation to the regional road safety
department, on the territory of which it is planned to transportation of dangerous goods, the following documents: a)
developed route of transportation in the established form in triplicate; b) a certificate of conformity of the vehicle for
the carriage of dangerous goods; c) special instructions for the transport of dangerous goods provided by the consignor
(consignee) for certain dangerous goods; g) conclusion of the State Committee for Industrial Safety of the Republic of
Uzbekistan on the suitability of containers (containers, tanks, tank-containers, etc.) for the transportation of dangerous
goods; d) a certificate of admission of the driver of the vehicle to the carriage of dangerous goods; Information tables for
the marking of vehicles shall be drawn up in accordance with the following requirements: (a) the general background of
the table is white; (b) “SCC (Emergency Measures Code)” and “UN List Substance Serial Number” — column background
— orange; c) table dimensions 690x300 mm, right part 400x300 mm, left part 290x300 mm; g) the table frame, column
separation lines, numbers and letters of the text are made in black; d) the name of the graph (CHEK, BMT No.) and the
inscription on the danger sign “Corrosive substance” are made in white; (e) the label frame is 5 mm from the edge of the
label. at a distance of at least 5 mm thick. is drawn with a black line; (k) The thickness of the letters in the columns “SČK”
and “BMT No” is 15 millimetres and the thickness of the label is not less than 3 millimetres; h) the frame of the table and
the dividing lines are applied with a thickness equal to 15 millimetres; i) the alphanumeric code of emergency measures
shall be written in any order of letters and numbers.

3.3.7. Use of the tachograph

In 1998, the Republic of Uzbekistan acceded to the European Agreement for the Work of Crews of Vehicles Engaged in International
Transport (AETR), signed at Geneva on 1 July 1970.

The procedure for using the tachograph were defined by – the Resolution of the Cabinet of Ministers of the Republic of
Uzbekistan No. 482 [11/04/2003], the Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 289 [26/04/2011],
the Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 340 [22/12/2011], the Resolution of the Cabinet of
Ministers No. 636 [30/07/2019] and the Resolution of the Cabinet of Ministers No. 738 [06/12/2021]

According to the Resolution of the Cabinet of Ministers No. 482, Annex 2, paragraph 15, “Buses carrying passengers between
cities, districts and in international traffic must be equipped with control devices (tachographs) sealed by the service workshop,
and for international transportation they must also have an identification mark of the Republic of Uzbekistan”.

This resolution specifies control over the compliance of the bus driver with the work and rest regime, in which the time of driving
is controlled, using the results of the analysis of the bus driver’s work schedule, waybill, personal control book, and tachograph
records kept in bus transport enterprises to control the time of work and rest. In case of violation of the work and rest regime, the
enterprise should immediately react and eliminates such cases in the future;
■ To prevent road accidents, the employer must equip buses with devices to determine driving and rest times of drivers.
■ Employers who do not ensure the driver’s work and rest regime are liable in accordance with the legislation of the
Republic of Uzbekistan.
■ Tachographs should be registered in the State Register of Measuring Instruments of the Republic of Uzbekistan and
verified in accordance with the established procedure. Employers who have released buses on the line without a
tachograph or with a faulty tachograph are liable in accordance with legislation of the Republic of Uzbekistan.
■ The company must keep documents confirming the actual work and rest time of the driver, tachograph records, used
personal control books within twelve months from the date of the last entry and present them for control upon request.

55
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■ That every bus driver must record his rest hours in a personal control book during the day, he must have a control
book with him and present it at the request of the controller, if the bus is equipped with an electronic or digital control
device (tachograph), control book is not required.
■ The duration of the rest time of bus drivers between shifts is determined by comparing the actual data on the exit from
the garage in the road sheet with the data on the entrance to the garage for the previous day in accordance with the
instructions for filling in coupons and road sheets.

In addition, by the Resolution of the Cabinet of Ministers No. 340, the Ministry of Transport of the Republic of Uzbekistan is
designated as the competent authority for the fulfilment of the obligations of the Republic of Uzbekistan related to Uzbekistan’s
participation in the 1970 AETR Agreement.

In 2012, in connection with the implementation of this decision, the Road and River Transport Agency (nowadays Ministry of
Transport) developed the following regulatory documents, approved by the order of the Head of the Agency and registered with
the Ministry of Justice:
■ “Regulations on cards of digital control and measuring devices used to control the modes of work and rest of drivers in
international road transport” (Reg. MU No. 2345 of 26.03.2012).
■ “Instructions for the use of digital control devices” (Reg. MJ No. 2346 of 226 March 2012).

Part four of Article 125 of the Code on Administrative Liability provides that drivers of passenger buses in intercity and international
traffic without control devices (tachographs) or with tachographs turned off are subject to a fine in the amount of three times the
amount of the basic calculation. However, information on annual number of violations of the rules for the use of the tachograph
was not available.

3.3.8. Transportation of schoolchildren

Special school buses or minibuses to transport students to primary or secondary schools do not exist. Only some parents take
their children to school in private cars, while traffic safety controls in front of secondary schools is carried out by staff of the road
patrol service of the Traffic Safety Service.

3.3.9. Use of the safety belt

Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 172 on Approval of the Rules of the Road [12/04/2022]
determines the procedure for using a safety belt.

In Chapter 2, paragraph 9 it is stated the driver and passengers in the front seat of a car equipped with safety belts shall buckle
up before driving.

The following persons are allowed not to wear safety belts:

■ children up to 12 years in the back seat of the vehicle (in accordance with paragraph 159 of this Regulation)
■ driving instructor in practical training, who teaches the driving of a car or urban electric vehicle. The instructor must act
freely when necessary to assist the trainee and prevent possible dangerous situations on the road
■ pregnant women, so as not to harm the foetus
■ patients whose state of health does not allow them to wear a safety belt (in accordance with the list of diseases
established by the Ministry of Health, and if there is a medical certificate on the presence of these diseases)
■ drivers and passengers of vehicles equipped with a blue, red or blue-red flashing beacon attached to a duty officer and
marked with special colour schemes and inscriptions.

Drivers and passengers of motorcycles and mopeds must wear appropriately positioned motorcycle helmet. Use of child restraint
systems is not mandatory by law.

According to Article 125 of Part 1of the Code on Administrative Liability of Uzbekistan, persons who violate such regulations are
fined half of the basic calculation for “non-compliance with the rules for the use of safety belts by drivers” of safety belts when
driving vehicles and transporting passengers, as well as the rules for the use of helmets by motorcycle and moped drivers.
No clear segregation of information on fines for categories of seven violations in Article 125 of the Code of Administrative
Responsibility of the Republic of Uzbekistan is available.

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3.3.10. Proposed measures and conclusions

Within 4 key areas of work following actions are recommended:

A3.1 Update national legal framework to ensure A3.5 Strengthen the enforcement of technical
compliance with UN road safety conventions and roadside inspections to ensure that
A3.2 Implement stricter vehicle safety and vehicles meet safety standards and are in
emission standards and enforce compliance proper working condition
with these standards
Introduce regulations and standards for the
importation of motor vehicles to ensure the
safety and quality of vehicles entering the
country
A3.3 Develop and enforce laws to regulate the use
of used car parts and unlicensed car services
to ensure the safety and reliability of vehicle
repairs
A3.4 Legislation on use of safety belts, child
restraint systems and helmets should be
revised based on the international best
practice and latest scientific evidence

LEGISLATION ENFORCEMENT

A3.6 Launch public awareness campaigns to A3.8 Invest in the development and
educate drivers about the importance of implementation of technology-based
vehicle safety and the need to comply with solutions for vehicle inspections, such as
emission standards, about the dangers advanced diagnostic systems and emission
of using unlicensed car services and the testing equipment.
benefits of using authorized service centers.
A3.9 Expand the availability of charging stations
A3.7 Provide information and resources to educate for electric vehicles to support the growing
drivers about the risks and consequences of number of electric vehicles.
transporting dangerous goods and promote
safe practices.

EDUCATION TECHNOLOGY

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     Uzbekistan

LEGISLATION
Activity A3.1: Update national legal framework on safe vehicles to ensure compliance with UN road safety
conventions.
■ Consider accession and efficient implementation of the 1958 Agreement60 and 1997 Agreement61 together with
the related Resolutions.
■ Efficiently implement the 1998 Agreement62 together with the related Resolutions and the ADR63.
■ Gradual introduction of mandatory use of tachographs for all vehicle categories defined by the AETR64 (international
and national transport).

Activity A3.2: Implement minimum vehicle safety and emission standards for admission to traffic and
enforce compliance with these standards.
■ Develop updated and comprehensive minimum vehicle safety and emission standards for new and second-hand
vehicles tailored to the specific needs and conditions of Uzbekistan.
■ Establish a regulatory body or authority responsible for vehicle certification, monitoring and enforcing compliance
with safety and emission standards.
■ Put in place stricter regime for periodic technical inspection (regular and roadside inspection) of vehicles to ensure
compliance with safety and emission standards. Shorten period between two periodic technical inspection in line
with best international practice to safeguard good technical condition of vehicles.
■ Encouraging the use of electric and hybrid vehicles through incentives such as tax breaks, and further improvement
and implementation of the Presidential Decree No. 443 on Measures for the State support of the organization of the
production electric vehicles [19/12/2022].

Activity A3.3: Provide incentives for small and medium enterprises (SME) dealing with motor vehicle repair
and maintenance aimed to ensure safety and reliability of vehicle repairs.
■ Develop legislation to incentivise registration and licensing of SME dealing with motor vehicle repairs and
maintenance.
■ Implement mechanisms for monitoring of SME to ensure compliance with the regulations. Conduct inspections,
and quality assessments to verify adherence to safety standards, proper use and traceability of spare parts, and
compliance with repair guidelines.

Activity A3.4: Legislation on use of safety belts, child restraint systems and helmets should be revised
based on the international best practice and latest scientific evidence
■ Conduct a comprehensive review of existing legislation on safety belts, child restraint systems, and helmets in
Uzbekistan, considering international best practices and the latest scientific research on their effectiveness.
■ Revise and update the legislation to ensure that the use of safety belts on all seats, child restraint systems, and
helmets is mandatory.

60
Agreement concerning the Adoption of Harmonized Technical United Nations Regulations for Wheeled Vehicles, Equipment and Parts which can be
Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these United Nations
Regulations
61
Agreement concerning the Adoption of Uniform Conditions for Periodical Technical Inspections of Wheeled Vehicles and the Reciprocal Recognition
of Such Inspections
62
Agreement concerning the Establishing of Global Technical Regulations for Wheeled Vehicles, Equipment and Parts which can be fitted and / or be
used on Wheeled Vehicles
63
Agreement concerning the International Carriage of Dangerous Goods by Road (1957)
64
European Agreement concerning the Work of Crews of Vehicles engaged in International Road Transport (1970)

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ENFORCEMENT
Activity A3.5: Strengthen the enforcement of periodic technical and roadside inspections to ensure that
vehicles meet safety and emission standards and are in proper working condition.
■ Regularly supervise technical inspection centres, their operations and qualifications and operations of personnel.
■ Collaborate with law enforcement agencies and relevant authorities to conduct regular roadside inspections to
identify vehicles that do not meet safety and emission standards or are in poor working condition.
■ Establish and interlink data bases for vehicle registration, periodic technical inspection and roadside inspection.

EDUCATION
Activity A3.6: Launch public awareness campaigns to educate drivers about the importance of vehicle
safety and the need to comply with safety and emission standards.
■ Develop engaging and informative multimedia campaigns, including videos, social media posts, and infographics
on importance of vehicle maintenance and proper use of safety belts, child restraint systems and helmets.
■ Organize workshops or seminars for inspectors to carry out high quality periodic vehicle inspection.
Train enforcement personnel to carry out high quality assessment and audit of operations of service centres

Activity A3.7: Provide information and resources to educate drivers about the risks and consequences of
transporting dangerous goods and promote safe practices.
■ Develop comprehensive guides or handbooks that outline the proper handling, storage, and transportation
procedures for different types of dangerous goods.
■ Establish an online platform or mobile application that provides drivers with access to information on regulations,
safety guidelines, and emergency response procedures related to transporting dangerous goods.
■ Collaborate with relevant regulatory agencies and industry experts to conduct workshops or training sessions for
drivers, emphasizing the importance of adhering to safety protocols when handling and transporting dangerous
goods.

TECHNOLOGY
Activity A3.8: Invest in the development and implementation of technology-based solutions for vehicle
inspections, such as advanced diagnostic systems and emission testing equipment.
■ Collaborate with research institutions and industry experts to stay updated on the latest advancements in vehicle
inspection technology.
■ Establish partnerships with automotive manufacturers to incorporate built-in diagnostic systems and emission
testing capabilities in new vehicles.

Activity A3.9: Expand the availability of charging stations for electric vehicles to support the growing
number of electric vehicles.
■ Conduct surveys and collect data on electric vehicle usage patterns and charging needs in different regions to
inform the expansion strategy.
■ Seek funding opportunities and incentives from government agencies or private entities to support the installation
and maintenance of charging stations.

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3.4. Safe road user behaviour

It is known that road safety system consists of the following aspects – safe infrastructure, safe vehicles, safe road users and
environment. Infrastructure and vehicles can be adjusted according to our needs when enough knowledge and funds are
available. Behaviour of road users is most important and hard to deal component. Every person has its own identity, habits, level
of ability and self-responsibility. Regardless of what kind of road user they are; these people should comply with the Traffic Rules.

3.4.1. Education of children as road users

Road safety promotional, awareness raising, and educational activities are considered essential in improving road safety.
Government of Uzbekistan understood importance of road safety education starting from early age. The Presidential Decree
No. 190 [04/04/2022] and the Presidential Decree No. 316 on implementation of the National program “Safe and Smooth Roads”
for 2022-2026 [12/07/2022] and the Governmental Decree No. 212 [26/04/2022] define education on basic traffic rules from the
childhood, and introduction of road safety curriculum in the preschool education, elementary and secondary schools. In each
school “Young Propagandist of Traffic Rules“ club should be organized.

The “Green Light” competition will be held with participation of school age children:
■ The 1st stage is held annually in February-March in educational institutions. At this stage, the competition on traffic
rules is held between different interclasses in one school, and “green light” groups are formed from students who have
mastered traffic rules well. These groups are composed of fifth to eight grade students (age 11-14).
■ The 2nd stage (local stage) is held every year in March-April within the district (city).
■ The 3rd stage (regional stage) is held every year in May with the participation of district (city) winners within the
framework of regions and the Tashkent city.
■ The 4th stage (republican stage) is held every year in June-July with the participation of the groups that took the 1st
place in the third stage.

By the Presidential Decree No. 316 it is planned to implement following measures for education of children:

Table 9
Traffic rules education for children for 2022-2026

Measures Number of events, each

Organization of classrooms for teaching traffic rules in schools 705

Organization of training yards for traffic rules in neighbourhoods 421

Organization of training yards for teaching traffic rules for children in state-owned pre-school educational organizations 434

Installation of road safety promotion means (advertising and informational posters, leaflets) on the roads with the most
1,292
traffic accidents

Organization of regular actions such as “Attention, passenger!”, “Attention, children!” and similar preventive measures 108

Conducting competitions as “Green Light”, “Knowledge of Traffic Rules”, “The Most Exemplary Passenger” 108

Preparation of social videos aimed increasing the culture of compliance with traffic rules and showing them on central and
162
local TV channels
Source : https://lex.uz/docs/6106551

In kindergartens and schools, the Traffic Safety Service is regularly having training and awareness actions. In some schools
and communities training at special equipped yards for children on safe behaviour already started. All these actions should be
supplemented with regular classroom hours with approved curriculums as a basis for a road safety education. Along with the
Traffic Safety Service local country office of UNICEF and NGOs have capacity building and awareness campaigns on child road
safety within UN’s Road Safety week, European Union’s mobility week, World Remembrance Day of Road accident victims etc.

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Figure 33
Trainings held by the Traffic Safety Service

Source: MIA

3.4.2. Child and youth road safety (case study)

Safety of children on their way to and from school, including during their transportation

It is a basic responsibility of adults to ensure the safety of children, especially in addressing the serious social problem of
death and injury of children in road accidents and is fully consistent with the Convention on the Rights of the Child, which
clearly calls on adults and various institutions to be responsible for the well-being of children. This task involves education
and information of children and adults, improvement of children’s behaviour in traffic and transportation and measures for
active and passive protection of children in traffic.

Road traffic is the most complex and demanding environment that a child may encounter. As a result of the physiological
and mental development, child’s behaviour is less predictable and significantly different from the behaviour of an adult.
Therefore, all available active and passive safety measures should be applied to protect children participating in traffic.
Due to their constitution and fragility, children are particularly vulnerable to road traffic injuries and the risk of long-
term (permanent) disability, which can have a profound negative impact on the quality of life of children. To reduce the
number of fatalities in road accidents, a significant number of which occur with school-aged children on their way to and
from school, and in the immediate vicinity of schools, the authorities, parents and school administrators should take all
necessary measures to prevent such accidents and reduce the dangers to which children are exposed.

Absolute and relative road safety indicators involving children in Uzbekistan are remarkably high in comparison with the
best performing countries where percentage of children’s fatalities is less than 2.5%. In Uzbekistan percentage of children
are around 7-8% in total number of fatalities. In pandemic 2020 this figure rose to 9.2%. Absolute number of killed under
16 has been raised for 10% by 2021 comparing with 2017. Level of injures of children is higher and it is around 10%.
See Figure 34.

Figure 34
Number and share of killed and injured children age 0 - 16 years

1,200 12
1,000 10
800 8
600 6
%

400 4
200 2
0 0
2017 2018 2019 2020 2021
Killed 179 171 157 180 198
Injured 956 903 819 668 955
% killed 7.2 7.6 7.6 9.2 8.2
% injured 9.9 10.7 10.3 10.1 10.3

Source: Calculated on data provided by MIA

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Initial step for safer school zones in Uzbekistan is the Government decision to lower speed limits in school zones to
30 km/h. This approach has been declared by the President of Uzbekistan in February 2022 during the meeting where Road
Safety has been discussed. On some locations road signs and road restraints were installed. Changes in design manuals or
requirements still do not exist.

In May 2021 the Ministry of the Interior of Uzbekistan, International Public Foundation Zamin and UNICEF launched U-Report
survey to analyse conditions of road safety for children and youth during their journey to and from schools, around their
neighbourhood.

UNICEF65 U-Report survey, with the participation of 7,500 young people over all country, shows major gaps in ensuring children’s
safety on roads in both urban and rural areas of Uzbekistan.

According to most respondents (75%), students mostly get to school on foot, yet half of the respondents believed that the road
to school were not safe (51%). In the city of Tashkent, the percentage was higher – 60%.

Only 37% of respondents confirmed that materials and posters on road safety are available in their school, in addition to textbooks.
They suggested inviting traffic police experts to classes (19%), introducing traffic rules course in schools (18%), setting pedestrian
and bike paths (16%), and limiting the speed of cars on roads near schools to 30 km/h (14%).

Recommended activities - authorities:

■ Develop training curricula for school children which should include safety aspects on the way to and from school. It
should include how to behave at the bus stop, when getting on and off the bus, and on the bus itself during the trip.
Such training should include theoretic and practical classes, with practical training in real traffic conditions; children
should be taught how a pedestrian should behave (how to cross the road, how to walk along the edge of the road that
has no sidewalks, etc.). For students of the higher grades, which in accordance with the national law may use bicycles,
special training for safe behaviour as riders should be provided.
■ Launch information campaigns for drivers to raise awareness on limitations in perception of children who do not have
the experience and the necessary skills to adequately respond to the dangers on the road.
■ Prepare and adopt national guidelines for design and assessment of school zones. Whenever possible implement
active and passive road infrastructure safety measures to protect children.
■ Strengthen enforcement of traffic rules in school zones, especially during the hours of arrival and departure of children.
Fixed speed/red light running cameras should be installed on locations with the high number of accidents in the last
five years.
■ Develop educational programmes to be broadcasted in media for parents and children aimed at improving the safety
of children on their way to and from school. Promote dedicated TV programmes on road safety for children on national
television.
■ Disseminate statistics at the national level on all road traffic accidents involving children, take steps to improve the
quality of data collected and, when possible, introduce in-depth analysis of accidents with fatalities.
■ Organize a system of transportation for children (e.g., school buses), for elementary school students, and especially if
the school is located far from the place of residence.

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https://www.unicef.org/uzbekistan/en/press-releases/partners-call-join-efforts-ensure-safety-roads-children

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Recommended activities - parents and school administrators

■ Parents should be responsible for the safety of their children:
i) through supervision - special encouragement should be given to the escort of children - especially those in the
lower grades - by their parents or another person, and to their gradual learning to walk unaccompanied.
ii) through education – basic road safety attitudes and knowledge for safe behaviour in traffic should be taught by
parents. Adults should always lead by example and to demonstrate to children safe and responsible behaviour
on the road.
■ Parents could volunteer as a members of school patrol to ensure the safety of children on pedestrian crossings in the
vicinity of schools.
■ Parents and school administrators should be informed of the importance of improving the visibility of children by using
brightly coloured clothing or safety devices (reflective or luminescent materials), in conditions of poor visibility.
■ School administrators for children who, in accordance with the national law, may use bicycles should organize training
how to participate in traffic safely and special courses to obtain “bicycle driving licence” for children.
■ Parents with children who, in accordance with the national law, may use bicycles should:
i) teach them the basic traffic rules and behaviour on the road.
ii) emphasize the importance of the correct bicycle equipment (steering, lighting, brakes, etc.) and of wearing
brightly coloured/reflective clothing.
iii) train them in correct use of protective devices (helmets, etc.).
iv) explain the hazards that may arise when driving on the road (e.g., HGV, low visibility or icy conditions, etc).

Recommended activities - collective transportation of children

■ Standing of children should not be allowed. Whenever possible children should wear safety belt.
■ The presence of an escort is highly recommended. If the chaperone is a student, it should be if he/she is at least
16 years of age and that he/she has completed special training.
■ Drivers should be fully informed on the specificities of transporting children.
■ Vehicles intended for the carriage of children should be clearly marked, should have forward-facing seats fitted with
seat belts and be fully equipped as prescribed by law for public transport vehicles.
■ In the case of daily/regularly transportation of schoolchildren, it is necessary to organize the training on safe evacuation.

Driver training and education of road users

Uzbekistan has around 2% of annual population growth and stable economic situation which consequently leads to high and
constant demand for driving permits. Since public transport is not well developed, especially in small towns and villages, private
cars are the main mean of transport. Uzbekistan has ratified the United Nations Convention on Road Traffic (1968) and has adopted
and amended legislation on driving permits accordingly. According to the Law on Traffic Safety [10/04/2013] Government:
■ Approves the Road Traffic Rules and other regulatory legal acts on the issues of ensuring traffic safety and its organization.
■ Establishes general requirements for the training of vehicle drivers, as well as training the population in the rules of safe
behaviour on the roads.
■ Approves a unified system for recording drivers, vehicles, violations of traffic rules, traffic accidents and other indicators.

Minimum age for obtaining permit, driving categories, procedures of training, licensing of drivers’ educational institutions,
procedures of examinations and other related matters are regulated by more than 30 documents issued by President, Government
and other authorities.

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In the following table driving categories and minimal age requirements for novice driving candidates are presented.

Table 10
Age requirements to driving categories in Uzbekistan

Driving category Minimum age requirement, years

A 16

B and C 18

BE and CE 19

D and DE, trolleybus and tramway 21

Source : https://lex.uz/ru/docs/5953883#5956007, Article 148

Driving school training is compulsory for applicants for a driving licence in Uzbekistan. More information on number of
mandatory training hours could be find in Table 11. Without obtaining of certificate on successful passing of training in a driving
school candidates cannot proceed to theoretical and practical examination. According to the Law of the Republic of Uzbekistan
No. 816 [06/02/2023], the licence for the provision of private educational activities in the field of training and retraining of drivers
of motor vehicles and urban electric transport is issued by the Ministry of Internal Affairs. Driving schools are subject to licensing
based on paragraph 1 of Appendix 1 of the Law on licensing, permitting and notification procedures No. 701 [14/07/2021].
The procedure for licensing activities for the provision of non-state educational services for training and retraining of drivers of
motor vehicles and urban electric transport is regulated by the Decree of the Cabinet of Ministers of the Republic of Uzbekistan
No. 408 [31/05/2018].

All activities of driving schools and business entities conducting theoretical and practical driving exams are supervised
by the Traffic Safety Service. Legislation prescribes that only business entities having a license to provide non-state
educational services for the training of drivers of motor vehicles can apply for special permit for conducting theoretical
and practical driving examination. The termination or suspension of a licence is carried out in accordance with the Law
on Licensing, Permitting and Notification Procedures [14/07/2021]. Before starting classes, candidates should provide
to the driving school a medical certificate on the state of good health and fitness to drive vehicles of the relevant
categories. There are minimal standards defining numbers of theoretical and practical lessons; qualifying requirements
to equipment of driving schools, trainers, driving instructors etc. The Governmental Decree No. 393 [20/07/2022]
assigned the Traffic Safety Service as an authority which will develop and approve curriculum for training, retraining and
refreshing knowledges of motor vehicle drivers. Also, the Academy of MIA is responsible for training and certification
of driving school trainers and driving instructors. Obtained certificates are valid for three years. There are following
requirements to trainers of theoretical disciplines:

i) only persons with a higher education in the field of motor transport are accepted as theoretical trainers of fields
such as auto motor vehicle study and its maintenance, traffic rules, safe driving of motor vehicles and the basics
of traffic rules.

ii) persons with a higher or secondary specialized education in medicine or an instructor (paramedic) qualification
certificate in “Emergency medical aid” are accepted as trainers of first aid in a traffic accident.

Following qualifications are required for driving instructors:

i) Should have completed secondary education diploma

ii) Should have a driver’s license giving the right to drive a motor vehicle of the relevant category and at least three
years of driving experience in driving (for a “D” category - five years)

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     Uzbekistan

Table 11
Minimal numbers of formal training hours in driving schools of Uzbekistan

Categories Type of training Weeks Theoretical course, academic hours Practical course, academic hours
A Novice 9 180 20
B Novice 18 216 69
C Novice 22 264 69
B and C Novice 24 288 72
C Retraining B category holders 7 140 20
D Retraining C category holders 10 200 60
BE Retraining for B category holders 7 140 20
CE Retraining for C category holders 7 140 20
DE Retraining for D category holders 8 120 26
Source: https://lex.uz/docs/3765833, Article 11(1) of the Annex 3

The Governmental Decree No. 353 [4/07/2022] defined procedures for rating of driving schools based on several types of
data like:
■ results of theoretical and practical exams of their graduates.
■ earned penalty points for non-compliance with traffic rules within the year after obtaining a driver’s license by their
graduates.
■ number of traffic accidents committed by their graduates.
■ information on the number of teachers with higher degree or academic degrees working on a permanent basis in a
driving school.

Based on above mentioned criteria at the end of each year driving schools will be rated as Green, Yellow and Red. This rating will
be publicly available as an information for future candidates to decide on which driving school to select. It is planned to start
with rating system in 2023.

In Uzbekistan the number of formal obligatory hours in driving schools is very high. But national road safety record does not show
that positive road safety attitudes are deeply embedded in the novice drivers. This requires further analysis why high number of
obligatory formal hours does not guarantee better road safety attitudes, thus lower road accident rate.

Table 12
Number of formal obligatory hours in driving schools for a category and road accident death rate in some countries

Countries Theoretical course, academic hours Practical course, academic hours Road crash death for 100 000 peopleg (WHO, 2018)

Uzbekistana 216* 69a 11.5

Kazakhstanb 174b 54b 24.2
56 manual gear/
Russiac 130c 11.6
54 automatic gearc
Georgiad 0d 0d 11.8
Swedene 8e 0e 2.2

Austriae 12f 18f 5.4

Source:
a
https://lex.uz/docs/3765833
b
https://adilet.zan.kz/rus/docs/V14C0010056#z87
c
https://www.autonews.ru/news/623065189a7947da917916f0
d
https://nlevshits.com/inostrannye-grazhdane-mogut-v-gruzii-poluchit-prava-na-vozhdenie-avtomobilya-mezhdunarodnogo-obrazca-srokom-na-15-let/
e
https://korkortonline.se/en/facts/
f
https://www.oesterreich.gv.at/en/themen/dokumente_und_recht/fuehrerschein/1/1/Seite.040710.html
g
https://en.wikipedia.org/wiki/List_of_countries_by_traffic-related_death_rate

65
     Uzbekistan

3.4.3. Driver’s license and novice drivers

After successful completion of driving school’s internal examination, candidates could take final theoretical and practical
examination in the special licensed company or in the appointed regional Traffic Safety Service office. According to the
Governmental Decree No. 272 on additional measures to engage private sector in the field of examination for obtaining
a motor vehicle’s driving permit [04/05/2021] business entities that have a license to provide private educational services
for the training of drivers of motor vehicles are given right to apply for special permit for conducting theoretical and
practical exams for obtaining a driver’s permits. The Traffic Safety Service will stop conducting driving exams from the day
when business entities start taking examination services in their territories. By the end of 2022 in four regions examination
centres already started with operations. After successful passing both theoretical and practical examinations centre will
issue special certificate to a candidate and forward it to the Traffic Safety Service. Here will be taken candidate’s digital
picture and driver permit will be issued immediately.

Theoretical exams have 20 questions and candidate should give correct answer to at least 18 to pass. For theoretical exam,
a list of 1,000 questions with correct answers confirmed by the Traffic Safety Service is in use. Process of taking theoretical
exams is conducted electronically in the licensed examination centre and this process is fully automated. According to
authorities,’ human factor is excluded, and examination process is recorded and monitored by the Traffic Safety Service
remotely online. Retaking of failed theoretical exam can be done after at least one week.

After successfully passing theoretical exam, candidate could apply for practical examination. Positive result of the theoretical
examination is valid for two months. During the retraining (upgrading) for driving categories such as “BE”, “CE” and “DE”, only
practical exams are taken. Practical examinations are taken in special areas with restricted access. Whole area should be
under video control. Examination will be taken using same vehicle category and it should be equipped with devices that
automatically evaluate and record examination results. The cabin of the vehicle used for the practical exam should be
equipped with a video surveillance and recording system that works continuously in a 360-degree view during the exam,
transmits and stores data to the dispatching control point. All examination vehicles should have mechanical transmission
system only. The list of practical examination manoeuvres is prepared and approved by the Traffic Safety Service. Now this
list in not publicly available. The Traffic Safety Service tries avoiding human involvement in the examination process. So,
certification of examiners is not considered in national legislation.

In Uzbekistan, a practical driving examination is taken in a closed area only. Driving exams in real conditions - streets or
roads - are not used. In the best performing countries, practical examination is carried out for identifying real skills not only
of manoeuvring, but also how candidate will act in real busy traffic conditions.

Figure 35
Blank form of the driving permit

Source: https://lex.uz/docs/3127705

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Current Traffic Rules66 and enforcement policy do not consider specific requirements to novice
drivers. In Uzbekistan traffic rules a special sign for novice drivers with experience less thantwo
years is defined. There are no obligatory requirements for installing this sign. Also, local legislation
does not consider any special sanctions to novice drivers for their violations.

Driving permit point system

According to the Presidential speech held in February 2022 on road safety situation in Uzbekistan
in 2021, across the country
■ 95,000 drivers - committed more than 5 violations.
■ 9,000 drivers - committed up to 20 violations.
■ 700 - committed up to 50 violations.
■ 18 - committed up to 100 violations.

Unfortunately, as permanent violators are considering only those who break the same rule several times within 12 months. If
driver commits several types of sever violations, legislation is considering them separately without cumulative effect. In the
Presidential Decree No. 190 [4/04/2022] is noted that from 1 December 2022, all types of violations will be rated in accordance with
their severity and these points will be consolidated. Recently, the Traffic Safety Service announced67 that since 1 December 2022,
a system of penalty points to drivers for violations of traffic rules will be introduced in testing regime. This procedure is
considered as an additional measure to ensure road safety. Drivers’ non-compliance with traffic rules will be assessed during
the year – with maximum of 12 penalty points. Penalty points are awarded from the date of the first violation by the driver until
the same day of the following year. If driver does not reach 12 points for one year, points will be cancelled after this period.
The application of penalty points to the driver for violating traffic rules, as well as the deprivation of a driver’s license with
12 or more points does not exempt driver from the basic penalty defined by the law. In cases where the driver has committed
several administrative offenses, penalty points for each offense are awarded separately, and these points are cumulated.

If the total amount of penalty points awarded to the driver for violations committed within 12 months exceeds 12 points, a driver
will be deprived of the right to drive a vehicle. When the violation committed by the driver of the vehicle is equal to eight penalty
points, he will be notified about this via SMS message or through the postal service.

When a driver challenges a traffic violation and sends the case to the criminal court for consideration, penalty points are awarded
based on the final decision of the criminal court. Drivers deprived of the right to drive a motor vehicle, after the expiration of the
term of administrative penalty, are obliged to improve their qualifications and pass theoretical and practical exams in accordance
with the procedure established for obtaining a driver’s license.

Drivers who have not violated traffic rules during 12 months will not be awarded with penalty points for the first traffic violation
committed next year. At the same time, the driver is not exempted from the main penalty.

For now, there is not any published draft legislation which describe procedure of awarding of these points. But it is advisable to
consider specific requirements for professional and novice drivers.

3.4.4. Professional drivers

Current legislation does not consider special additional requirements to professional drivers apart from appropriate driving permit.
Administrative procedures68 adopted by the Governmental Decree No. 636 on licensing of passenger and international goods
transportation [30/07/2019] do not consider any specific requirements like the EU’s Certificate of Professional Competence (CPC).
In 2021 based on Presidential decree69 No. 6044 on measures for cardinal improvement of licensing and permitting procedures”,
licensing of transportation companies and entrepreneurs in Uzbekistan has been repealed. So, now any truck can do business in
goods transportation in Uzbekistan without licensing.

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68
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International transport is regulated by international agreements ratified by Uzbekistan. One of the biggest problems is
control of drivers’ work and rest times. Based on the Governmental Decree No. 482 on rules for the carriage of passengers
and their baggage by road transport and requirements for ensuring the safety of bus transportation in the Republic of
Uzbekistan [04/10/ 2003], installation of tachographs started on 1 January 2004. All buses carrying out interregional city-
interregional and international passenger transportation must be equipped with control devices (tachographs) with service
workshop seals. According to the Traffic rules absence of tachographs is one of violations which can cause prohibiting use
of vehicles. Also, one of requirements of the administrative procedures on licensing of passenger and international goods
transportation approved by the Governmental Decree No. 636 [30/07/2019] is presence of control devices (tachographs)
sealed by the service workshop in motor vehicles carrying out intercity, interregional and international transportation.
Another document which requires installation of tachographs is the Governmental Decree No. 738 on measures for the
electronic organization of open tendering on passenger routes of road transport [06/12/2021]. In this document there is
a chapter “Control of compliance with work and rest procedures by bus drivers”. Along with requirement of tachographs
installation here is mentioned that owners will take responsibility for violation of their installation. Current legislation does
not any sanctions against to owners of buses. Article 125 of the Administrative Responsibility Code of Uzbekistan presumes
around USD 80 fine to driver only for absence or turned off tachographs. All activities related with installation, controlling
of tachographs are under responsibility of the Ministry of Transport.

Table 13
Practical training requirements for drivers of commercial vehicles

Types of commercial vehicles Minimal experience, years Needed practical study at company, hours

Vehicles with special sound and light signals 3

Vehicles carrying out dangerous goods 3

Buses and minibuses 5 60 and 224 for novice drivers
Tramways, trolleybuses 70-140
Commercial light vehicles up to 4 passenger seats 3 30
Commercial light vehicles with 5-7 passenger seats 5 30

Source: https://lex.uz/docs/3765840, see Chapter 3 of the Annex 2

3.4.5. Vulnerable road users

In Uzbek legislation definition of the term “vulnerable road user” is not provided. Coming out from international experience:
pedestrians, motorcyclists, cyclists, disabled people, children and the elderly in this Review will be considered as vulnerable road
users. This category lacks the physical protection of vehicles and is more exposed to the risk of being fatally or seriously injured
when involved in an accident. In developed countries special attention is paid for designing of infrastructures, enforcement and
education of drivers to respect vulnerable road users.

Figure 36 shows share of fatal cases in total number of victims among each type of vulnerable road users in Uzbekistan. Another
words this graph shows how grave are consequences of accidents. Last five years (from 2017 to 2021) fatality rate of motorcyclists
increased from 19.5 to 26 and in 2021 this type of road users became the most defenceless. According to this graph the second
most endangered road users are bicyclists. Last five years their fatality rate experienced slight decrease to 21.4 in 2021. In the
third place by level of consequences are accidents involving pedestrians. Number of accidents involved pedestrians in 2021 is the
highest (44.5% of all accidents) with fatality rate of 19.8. Another words, almost every fifth pedestrian involved in road accident
dies. This rate is much higher than in countries applying the Safe System Approach through lower speed limits in urban areas
and mixed traffic zones; prioritization of vulnerable road users; physical segregation of different road user categories; design of
forgiving roads etc.

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Figure 36
Fatality rate of vulnerable road users

30

25

20
%

15

10

0
2017 2018 2019 2020 2021
Pedestrians 19.80 20.50 21.00 21.90 19.80
Bicyclists 24.10 24.90 25.70 24.30 21.40
Motorciclysts 19.50 20.80 22.30 21.70 25.80

Source: Calculated on MIA’s data, 2022

Figure 37 and 38 shows total numbers and shares of killed and injured vulnerable road users. Absolute number of deaths among
vulnerable road users had a stable trend of decreasing in 2017-2020 - felt down from 1,495 in 2017 up to 1,054 in 2020. But in
the post-pandemic 2021 number of deaths dramatically rose for more than 30% to 1,345 (see Figures 13 and 14). The percentage
of vulnerable road users’ among killed (death rate) in 2017-2019 was constantly stable around 60%. In 2019 and 2020 this figure
is 53.9% and 55.4% respectively.
Figure 37
Number of killed and injured vulnerable road users

d users Number of killed vulnerable road users Number of injured vulnerable road users
1,400 6,000 1,400
1,273
1,130 5,141
1,200 1,200
1,023 1,080 5,000
4,363 4,389 4,363
1,000 3,839 1,000
817 4,000
800 800
3,000
8 600 2,918 600
400 2,000 400
883 190 194 212 240 883
0 200 176 1,000 660
598 531 560 200
72 32 33 25 25 25 132 126 87 90 72
0 0 0
0 2021 2017 2018 2019 2020 2021 2017 2018 2019 2020 2021
918 4,363 Pedestrians 1,273 1,130 1,023 817 1,080 Pedestrians 5,141 4,389 3,839 2,918 4,363 Pedestrians
660 883 Bicyclists 190 176 194 212 240 Bicyclists 598 531 560 660 883 Bicyclists
90 72 Motorciclysts 32 33 25 25 25 Motorciclysts 132 126 87 90 72 Motorciclys

Source: MIA, 2022

Almost same trends could be observed in injuries. Number of injured vulnerable road users in 2017-2020 stable decreased
from 5,871 to 3,668. But, in 2021 number of injures has been sharply increased for almost 70% to 5,318. Share of injured vulnerable
road users ranges between 55% and 61% of all injured.

If we compare share of killed and injured vulnerable road users in Uzbekistan with world trends it can be noted that this category
is at higher risk. For example, in Australia70 deaths and injuries rate are 33.5% and 46.1% respectively. This can be explained
by implementation of systematic measures related to safety of vulnerable road users.

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Figure 38
Number and share of killed and injured vulnerable road users in road accidents

ad users Number and share of killed vulnerable road users Number and share of injured vulnerable road users N
62 3,000 62 12,000 62 3,000
61 60.5% 60.9% 61
60.1%
60 2,500 59.2% 60 10,000 2,500
59.7% 60
2,473 2,426 9,637
9,230 59 9,230 59
2,262
2,000 58 8,000 8,458 2,000
58 2,067 7,924
57.6% 1,957 57.6% 58
%

%
57 1,500 56 6,000 6,605 57 1,500

%
55.4%
56 56.6 % 56
55 1,000 54 4,000 55.5% 1,000
53.9% 55
54 54
500 52 2,000 500
53 53
52 0 50 0 52 0
2021 2017 2018 2019 2020 2021 2017 2018 2019 2020 2021
9,230 Number 2,473 2,262 2,067 1,957 2,426 Number 9,637 8,458 7,924 6,605 9,230 Number
57.6 % 60.5 59.2 60.1 53.9 55.4 % 60.9 59.7 56.6 55.5 57.6 %

Source: MIA, 2022

The highest portion of vulnerable road users involved in accidents are among pedestrians (Figure 39). From 2017 to 2021 the
share of killed pedestrians decreased from 51.5% to 44.5% of all killed. Same trend followed injury rates with decrease from 53.3%
to 47.3% of all injured.

The number of deaths and injuries of bicyclists continuously is increasing (Figure 39). Share of killed is increased from 7.7% to
9.9% and injured from 6.2% to 9.6% in 2017 and 2021 respectively. The highest level of cyclist victims was noted in pandemic
2020 – injured 10% and killed 10.8%. Since in Uzbekistan motorcycling is not so popular, number of deaths and injuries is around
1.5% only. But takin into account current share of registered motorcycles and fatality rate one could conclude that this mean of
transport is extremely dangerous.

Figure 39
Share of killed and injured vulnerable road users in road accidents

Share of killed vulnerable road users in road accidents Share of injured vulnerable road users in road accidents

60 60
50 50
40 40
30 30
%
%

20 20
10 10
0 0
2017 2018 2019 2020 2021 2017 2018 2019 2020 2021
Pedestrians 51.5 50.0 49.5 41.7 44.5 Pedestrians 53.3 51.9 48.4 44.2 47.3
Bicyclists 7.7 7.8 9.4 10.8 9.9 Bicyclists 6.2 6.3 7.1 10.0 9.6
Motorciclysts 1.3 1.5 1.2 1.3 1.0 Motorciclysts 1.4 1.5 1.1 1.4 0.8

Source: MIA, 2022

In urban areas, causes of such high fatality rates of vulnerable road users could be found in poor availability of sidewalks, large
lane width and number of traffic lanes at intersections without protected median islands, design of pedestrian crossings
and traffic lights which does not consider characteristic of vulnerable road users, etc. Extremely high-speed limit in urban areas
(up to 70 km/h) is a fatal factor in road accidents. Recently 30 km/h school zone speed limit is being introduced on some
locations, but there is a need of strong law enforcement in these areas.
Bicyclists are very often victims of road accidents. Separate cycling lanes on the roads are missing, and they are forced to merge
into the carriageway and move with ongoing traffic of motor vehicles – which often results in road accidents.

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Pedestrians

In many regions of Uzbekistan, pedestrians are the most common road users. Especially, young and more vulnerable part of
population mostly walk. According to the Traffic Safety Service, main causes of pedestrian-involved accidents are violations of
traffic rules by pedestrians, lack of proper infrastructure, speeding, ignoring of traffic light signals, absence of traffic signs and road
markings, drunk driving etc. Unfortunately, placement of pedestrian crossings in wide arterial streets and busy roads without
traffic lights, absence of sidewalks or obstacles located on sidewalks are still frequent practice in Uzbekistan.

Figure 40
Lack of proper infrastructure

Source: Anvar Matkarimov, 2022

Violation of traffic rules and unsafe trades along roads and streets on the sidewalks are another widespread practice in Uzbekistan
which highly affects road safety.

Figure 41
Violation of traffic rules

Source: Anvar Matkarimo

Unsafe crossing of roads and streets is common attitude for most pedestrians. Unfortunately, this is considered as regular routine
and for this kind of violations pedestrians can be charged the sum equal to USD 11 (2022 data).

Recommendations regarding pedestrian facilities

Because pedestrians as a heterogeneous group have quite different capabilities and as such are particularly vulnerable, strategies
for adapting their behaviour to existing road infrastructures are limited. Therefore, legal provisions, recommendations and other
infrastructure approaches are needed. Facilities and infrastructure should be designed to facilitate pedestrian mobility, reduce
road hazards and promote safe and responsible behaviour among all road users. The following measures regarding pedestrians
are recommended:
■ Sidewalks and footpaths

In all towns and cities, a network of uninterrupted walking routes (including sidewalks, etc.) should be established. They will
provide secure, direct connections between residences, shops, schools, public transport access points and other vital facilities
and services. Sidewalks should be well lit and well maintained. Their width should be determined depending on their functional
role (school paths or routes through shopping areas, etc.). The sidewalk should not be used for parking vehicles. If this cannot
be avoided, sufficient space should be guaranteed for the movement of pedestrians and persons with reduced mobility
using wheelchairs and, in the event of an acceptable deviation from this rule, appropriate parking spaces should be marked.

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Provision should be made to ensure that signs and other equipment do not impede the movement of pedestrians. The use of
sidewalks by vehicles, including all personal mobility devices, which are powered by any type of engine, should not be allowed,
except for slow-moving vehicles intended for the disabled.

■ Pedestrian crossings

Pedestrian crossings - general principle

Pedestrian crossings should provide safe crossing possibility the carriageway of any pedestrian regardless of age and physical
condition. Therefore, crossings cannot be considered simply as road markings, but should be considered as an integral part of
the transport scheme (including access areas and, if possible, a central refuge island), forming an integral part of the entire road
structure. Therefore, aspects related to their location and layout should in all cases be considered in the context of the planning,
design and construction of the road. In essence, the aim is to prioritize, whenever possible, the creation of safe conditions for
pedestrians to cross the road without changing the level. However, if necessary, to improve the safety of pedestrians in certain
places, it should be possible to use engineering structures such as pedestrian bridges or underpasses if they do not occur
inconveniences to vulnerable road users. Sufficient pedestrian crossings should be created, carefully planned so as not to force
pedestrians to use long detours and obstacles.

■ Visibility at pedestrian crossings

It should be provided that in the zone of approach to the crossing, nothing obstructs the view, since for the safe crossing of the
road, pedestrians need to be able to see approaching vehicles and be visible to drivers of such vehicles. Therefore, to ensure good
visibility in the area of the pedestrian crossing, it is recommended to increase the width of the sidewalk, if possible, so that its
edge is in line with the side of the carriageway where parking spaces are provided, or to enforce the prohibition of stopping or
parking in front of the pedestrian crossing at a distance of at least five meters.

■ Crossing equipment

In general, roads should be designed to minimize the distance between the edges of the crossed carriageway at marked
pedestrian crossings. Pedestrian crossings that are not equipped with traffic lights should be appropriately signposted. Pedestrian
crossings should also be clearly marked on the carriageway, and lighted to a much greater extent than other parts of the road.

It should be ensured that the timing of traffic light phases allows sufficient time for pedestrians to cross the road safely. In
exceptional cases, different detectors should be used to provide additional time for slow-moving pedestrians to cross the
road. At pedestrian crossings not regulated by traffic lights, the speed of approaching vehicles should be limited in such a
way that it is possible for pedestrians to cross the road safely.

Finally, in places of increased danger, especially when there is more than one lane in each direction or where there is a
possibility of vehicles moving at an increased speed, pedestrian crossings in the same level should be avoided. If this is not
possible, they should be equipped with a central refuge island and/or other means, along with good lighting, to facilitate
the safe crossing of the roadway for pedestrians, especially children and the elderly.

■ Underpasses and pedestrian bridges

Where a high traffic road with more than two lanes has to be crossed by a significant number of pedestrians, footbridges and
underpasses can be an appropriate solution if they are properly maintained, lit and accessible to all users, including persons with
disabilities.

■ Pedestrian zones

Pedestrian areas are intended for use by pedestrians and should be designed for this purpose. National legislation should include
clear regulations governing the conditions for access to them by vehicles and road users of certain categories, as well as rules
for the installation of signs, speed limits and driving hours in these areas. Particular attention should be paid to access to walking
routes at the entrance to and exit from the pedestrian zones.

■ Speed limit zones

Ensuring low speeds in built-up areas is critical to pedestrian safety. However, to create a zone with low traffic speed, as a rule,
it is not enough just to install road signs. It is also necessary to use various special infrastructure facilities (e.g., speed humps,
narrowing of road) and continuous law enforcement (e.g., speed cameras).

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■ 30 km/h speed limit zones

This is a zone for slowing down the speed of movement within a maximum of 30 km/h, which is significantly different from a
normal road. It should be marked with an appropriate road sign. It is designed and planned in such a way as to reduce both the
intensity and speed of traffic. When creating such zones, some/all the following measures can be taken:
■ Creation of clearly visible “gates” at the entrances to the zone.
■ Setting a general speed limit of 30 km/h.
■ Road design of adjacent areas in such a way that they contribute to the reduction of speed.

Bicyclists

In contrast with the Tashkent city, use of bicycles is quite popular in the other parts of Uzbekistan, especially in villages and
towns, where cycling is a main mean of transport for thousands of people. As a sample see following picture (Figure 42) made
in Sakhand village of Namangan region with 35,000 inhabitants within a mosque service on Friday with high number of bicycles.
In Tashkent city cycling is considered mostly as outdoor recreation only.

Figure 42
Bicycle parking in Sakhand village of Namangan region

Source: Anvar Matkarimov, 2022

Even though number of killed and injured cyclists is continuously increasing, research studies of cycle use, length of bicycle
infrastructure etc. in Uzbekistan are still missing. Too often bicyclists are becoming victims of road accidents and they in the
second place in whole number of accidents related with vulnerable road users.

According to the Resolution of the Cabinet of Ministers No. 172 [12/04/2022], children can drive bicycles on public roads
and streets when they reach 14 years only. Unfortunately, current legislation does not consider neither how and where
younger than 14 years old children can cycle, nor technical requirements for riding of children by parents with or without
special seats or trailers.

Current Traffic Rules do not require mandatory wearing of helmets by bicyclists. Bicyclists moving on the carriageway of roads
must wear reflective vests or outerwear with reflective elements in the dark and in low visibility conditions, but national legislation
does not consider any sanctions against violators.

In view of the vulnerability of cyclists, it is advisable, whenever possible, to create special cycle paths and lanes to better
protect this category of road users and reduce the likelihood of conflict with other road users. Currently, according to
national legislation any cyclist who crosses roads and streets should cross them by walking only. Also, in junctions left turns
for cyclists are prohibited.

Motorcyclists

According to legislation motorcyclists have the same speed requirements as motor powered vehicles. Since they lack the physical
protection, they are more exposed to the risk of being fatally or seriously injured when involved in an accident. In Uzbekistan
consequences of accidents with motorcyclists are graver than for other road users. In 2021, almost 26% of all motorcyclists
involved in an accident died.

According to Traffic Rules for driving motorcycles and mopeds (scooters) should be obtained A category driving license. Minimal
age requirement for driving is 16. It is prohibited driving of children under 12. Wearing of helmets by motorcyclists and their
passengers is obligatory and for ignoring of this requirement they can be charged fine equal to USD 17 (2022 data).

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A driver’s license allows the competent authorities to exercise control over persons who acquire the right to drive a vehicle. It also
serves as a means of verifying that the driver has sufficient knowledge of the traffic rules, as well as his ability to drive a vehicle.
Regarding the issuance of driving licenses for the categories “motorcycles” and “mopeds”, various strategies have been tried over
the years with mixed results. Detailed studies of road traffic accidents show that one of the key elements in the safe operation of
a motorcycle or moped is the experience of the driver. The analysis shows that successful completion of a driver training program
is equivalent to having up to six months of driving experience. The findings of this analysis have stimulated the wider use of the
phased permitting system. European experience shows that young road users usually start with a bicycle and then move on to
a moped and later a motorcycle or car.

3.4.6. Drink and drive practices

Currently in Uzbekistan drunk driving is not so common violation. As reasons can be considered that most of population is
Muslims and strict sanctions to drunk drivers. So, driving under alcohol influence is one of heaviest traffic rules’ violations in
Uzbekistan. According to the Article 131 of the Code on Administrative Liability following penalties can be implemented for drug
and drunk driving or allowing to drive a vehicle by person who is under alcoholic, narcotic or other intoxication:

Table 14
Sanctions for driving under the influence violations

Violation type Sanction

Driving vehicles by drivers under alcoholic, narcotic or other intoxication Fine equal to around USD 730 (2023 data) and revocation of driving license for
from 6 to 36 months

Driving vehicles by a person who does not have the right to drive vehicles under Fine equal to around USDF 1,174 (2023 data) and administrative detention
alcoholic, narcotic or other intoxication for 15 days

Transfer of control of the vehicle to a person who is under alcoholic, narcotic or Fine equal to around USD 730 (2023 data) and revocation of driving license
other intoxication for from 24 to 36 months
Source : https://lex.uz/docs/97661

Alcohol and drug testing for drivers is regulated by the Procedure No. 3099 registered on 14 December 2018 by the Ministry of
Justice. The following can be considered as a reason for test whether driver is under the influence of alcohol, drugs, or otherwise
intoxicated:
■ smell of alcohol from the driver
■ driver’s inability to stand in straight position (wobble)
■ impaired driver’s speech
■ tremors of the driver’s fingers
■ a notable change in the colour of the driver’s facial skin

Examination to determine whether driver of the vehicle is under influence of alcohol is carried out by special technical devices
(Alcohol testers) that detects ethanol consistence in vapours emitted by the driver. This tool should be calibrated and certified by
Uzbek Agency for Technical Regulation.

If a Traffic Safety Service officer does not have with him portable alcoholic tester or driver is suspected as under the influence of
drugs or otherwise intoxicated, the medical examination should be conducted by the responsible medical staff at any medical
organization where this kind of analysis can be provided with the presence of police officer.

Alcohol testing can be carried out by both ways – by the Traffic Safety Service and medical examination. According to Article 9 of
the Procedure No. 3099 driver suspected of being under influence of alcohol at the medical institution is subjected to examination
of exhaled breath samples only. According to Article 10 of the Procedure No. 3099 maximum Ethanol Concentration for breath
should be lower than 0.135. Also, in the Article 20 is noted that in cases when it is not possible to determine the clinical signs of
intoxication (cases requiring urgent medical assistance), a blood sample for examination can be taken based on the decision of
the investigator or prosecutor. A medical conclusion that a person is under the influence of alcohol, drugs or in any other way can
be based on the results of blood laboratory test. If Blood Alcohol Concentration is 0.3 ppm or higher, driver will be considered as
under influence of alcohol.

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Drug testing should be carried out on-spot (drug testers) or at medical institutions or narcological dispensaries by examination
of biological fluids (urine, saliva) only.

Medical institutions carrying out these kinds of examinations should register all cases in the special numbered, signed and sealed
registration book. This book has all necessary information. It should be renewed every calendar year and kept within five years in
the medical institution.

Statistics related with drunk driving for 2017-2021 shows that (see Figure 43) even when absolute numbers of accidents decreasing
for 31%, number of killed decreasing for 13% only. Especially warning sign is that share of killed in accidents with impaired driving
in the number of overall accidents rose. Comparing with other countries, the level of alcohol related accidents is not so high, but
it has a trend to increasing which requires timely actions.

Figure 43
Statistics on driving under the influence of alcohol

250 4.5
4.0%
4.0
200
201
3.5
177 3.1% 3.1% 3.0
150 2.6% 2.5% 147
138 2.5
2.2% 120

%
2.1% 1.8% 2.0
100 1.7%
79 1.4% 1.5
75
65 65
56 1.0
50
0.5
0 0.0
2017 2018 2019 2020 2021
Number of road accidents related with driving under the influence of alcohol
Number of killed in road accidents related with driving under the influence of alcohol
Share of traffic accidents committed under the influence of alcohol
Share of death committed under the influence of alcohol

Source: MIA, 2022

Figure 44
Number of persons prosecuted for drunk driving

70,000 66,001
62,448
60,000

50,000

40,000
33,693 32,484
30,000

20,000

10,000

—
2018 2019 2020 2021

Source: MIA, 2022

Manually collected information in books is essential for analysing of situation with driving under alcohol and drug influence.
Unfortunately, this data remaining in registration books in each medical institution and are not collected or stored on national
level by the Ministry of Health or the Traffic Safety Service.

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3.4.7. Proposed measures and conclusions

A4.1 Introduce gradual driving permit system A4.5 Improve control and audit of driving schools
A4.2 Introduce road safety passports for schools A4.6 Special focus on safety of professional drivers
and kindergardens
A4.7 Stricter enforcement, especially at night time
A4.3 Update legislation to improve knowledges and in motorways
and skills assessment of driving permit
candidates
A4.4 Implement digital/analogue tachographs.
Intoduce and enforce mandatory use of
tachographs for heavy goods vehicles above
3.5 t and buses

LEGISLATION ENFORCEMENT

A4.8 Introduce road safety training for school A4.10 Use of automated enforcement devices
children
A4.11 Use of ITS
A4.9 Improve trainning of professional drivers

EDUCATION TECHNOLOGY

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LEGISLATION
Activity A4.1: Implementation of gradual driving permit system
■ Amend national legislation to introduce gradual driving permit system with stricter requirements for novice drivers.

Activity A4.2. Introduction of road safety passports for schools and kindergartens
■ Put in place legislation which will require preparation of road safety passports for education facilities (assessment of
access routes, school children transport).
■ Develop national guidelines for design and reconstruction of safe school zones.
■ Include road safety lessons in mandatory curricula for elementary and secondary school children including practical
courses on how to safely walk to school, drive bicycle, behave in traffic.

Activity A4.3. Update legislation to improve knowledges and skills assessment of driver’s candidates
■ Update legal provisions on mandatory driving school (internal) certificates to improve road safety attitudes of
driver’s candidates.
■ Consider implementation of practical exams for driving permit candidates in real traffic conditions on public roads.

Activity A4.4 Implementation of digital/analogue tachographs.

■ Amend national legislation to introduce mandatory use of tachographs for heavy vehicles above 3.5 t and buses
(urban public transport, intercity and international routes).

ENFORCEMENT
Activity A4.5 Improve control and audit of driving schools
■ Carry out regular checks of driver training organization including curricula, training, candidate’s road safety attitudes
and licenses of trainers.
■ Analyse number of accidents with involvement of novice drivers and audit schools with high number of accidents
committed by their candidates.

Activity A4.6 Special focus on safety of professional drivers

■ Introduction of certificate of professional competence for professional drivers. Mandatory training of all professional
drivers in line with recent best road safety practice.
■ Regular checks of driving/rest times and safety record in transport enterprises.
■ Road safety record of company and rivers should be one of the criteria in tendering process for passenger and
goods transportation licences/lines issued by national authorities
■ Consider introduction of higher fines and demerit points for offences committed by the professional drivers.

Activity A4.7 Stricter enforcement, especially at night-time and on motorways

■ Wide use of a mobile patrol system to detect traffic violations especially at night-time and on motorways.
■ Use equipment for automated traffic enforcement (speed and red-light cameras, section speed control) particularly
on high-risk road sections and in urban areas.

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EDUCATION
Activity A4.8 Introduction of road safety training for school children.
■ Mandatory road safety awareness raising and training form age of five with focus on safe road to school.

Activity A4.9 Training of professional drivers.

■ Develop training curricula to obtain certificate of professional competences for professional drivers. Develop and
implement accreditation criteria for institutions and trainers involved in this education.
■ Train enforcement personal to perform high-quality roadside checks and identify offences.

TECHNOLOGY
Activity A4.10. Use of automated enforcement systems
■ Implementation of speed cameras (stationary, mobile, and measuring of average speed).
■ Implementation of automatic noise control devices.
■ Increase number of Weight in Motion (WIM) and automatic oversize measurement systems.

Activity A4.11 Use of ITS

■ Implementation of traffic management centers and monitoring equipment in urban areas.
■ Implementation of road weather information stations for accurate info on road conditions to users and road
administration, particularly in mountainous regions.

3.5. Post-crash care

3.5.1. Introduction
Post-crash care seeks to avoid preventable death and disability and limit the severity of injury and physical and mental suffering
caused by road trauma. It is well accepted by experts, in both the transport and health fields, that adequate emergency
assistance at the scene of a crash and transport of the injured to hospitals are essential elements for saving lives. Road injury
is one of the leading causes of mortality and morbidity worldwide.

In Uzbekistan in 2019, road injury ranked 6th among all causes of death (4th for men) and was the leading cause of death due
to injury. Road crashes were also the 7th leading cause of disability in the country (again, 4th leading cause for men), and were
the top cause of death and disability for young people aged 25-34 – both a human tragedy and a financial one, as productive
young people are lost to the economy71. The World Bank estimates that there were 54,255 serious injuries in Uzbekistan in
2016, costing the country USD 3.09 billion (including the cost of fatalities)72. The economic assessment of the cost of road
traffic incidents in Uzbekistan carried out by WHO and CERR Uzbekistan (2022) suggests a more conservative estimate of
nearly USD 2 billion, or 2.8% of GDP – still a very large toll on the economy and society.

The goal for post-crash care should be not only to prevent injuries but also to mitigate their consequences and enhance the
quality of life of people with disabilities. This chapter will highlight the importance of fully equipped and trained Post-crash
Emergency Care (PEC) services – including ambulance services, fire & rescue, and police. Timely response is also important to
ensure a patient has the best chances of survival when transported to a hospital after a crash.

71
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72
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Once arriving at a medical establishment appropriate trauma care for road crash victims is essential, as is rehabilitation after
medical interventions to overcome their newfound physical and mental difficulties. Insurance for crash victims is a noteworthy
tool in this respect. The local situation in these directions, challenges and potential solutions will also be discussed.

3.5.2. Post-crash emergency response and care in Uzbekistan

Responsibilities – Key counterparts

The Law on the rescue service and status of the rescuer [09/07/2014] sets out responsibilities for rescue services which include,
among many requirements, “the elimination (localization) of emergency situations in road transport” as well as “the elimination of
medical and sanitary consequences of emergency situations”.73

Different state agencies and authorities are given responsibility for certifying and managing rescue services. Primary responsibility
falls to the Ministry for Emergency Situations, Ministry of Health, and Ministry of Internal Affairs. Within the Ministry of Internal
Affairs, both the Police and State Fire Safety Service play important roles. In addition, the Ministry of Transport has a duty to
inspect and maintain the road infrastructure which can include access for emergency services. State authorities at a local level
also have a duty to support emergency rescue operations, so that each Khokimiyat has registered services within their territories.

Registered emergency services are required to keep detailed records on the equipment they use and their operational state.
Additionally, individual rescuers maintain logbooks which record their participation in different emergency response incidents.
There is an Interdepartmental Certification Commission which oversees the certification of rescue services to attest their fitness
to perform.

Road Injury Data

As described in Chapter 2, following a Governmental Decree No. 303 [15/11/2011] data on traffic victims should be aligned to
ensure communication and agreement between data collected by the Traffic Safety Service and the Ministry of Health medical
institutions. A positive feature of road casualty data in Uzbekistan is that the definition of a road fatality conforms to international
best practice – i.e., all deaths registered either at the scene or within 30 days of a road crash, but there is a doubt whether all
stakeholders in this system uses this definition in practice. Both the Traffic Safety Service and health services must keep a record
book of all injuries due to traffic incidents. Moreover, there is a requirement for the Ministry of Internal Affairs bodies and medical
establishments to jointly review data to ensure they are compatible. For road injuries, medical institutions must keep information
about the cause of injury and the initial diagnosis. This includes information on people involved in road crashes who are taken to
hospital due to mental trauma (shock) and may be dispatched home following treatment.

Road Crash Response Times

On 5 May 2022, the President of Uzbekistan chaired a video conference aimed at improving the activities of the ambulance and
rescue services74. In his speech he identified issues which needed to be addressed to ensure the safety of victims of road crashes
and other emergencies. These included:
■ More than 50,000 complaints about the late arrival of ambulances to an emergency
■ Ill-equipped ambulances with no navigation systems, a problem compounded by the fact that some 10,000 streets in
Uzbekistan have no names, and 500,000 houses have no numbers to help identify their location.

Lacking GPS information and other means of identifying the location of a crash is often a contributory factor to slow post-crash
response.

Road crash response time, of course, also includes the response times for the police and fire services. Police and fire services often
arrive at a scene before an ambulance and play a vital role in ensuring the safety of the crash scene, stabilising any injured victims
and assessing risks (such as risk from fire). Their timely and efficient operation can be as important as that of ambulance services.

Information about police response times for road incidents in Uzbekistan is not published but should be extractable from police
data. Information on road crashes is collected by the Uzbekistan traffic police and recorded on cards which include information
on the time of the crash, who reported the crash and – if there were any people killed or injured – the medical institutions
receiving victims. Those medical institutions must also record the time of arrival of any injured or deceased people arriving for
their care.

73
https://lex.uz/uz/docs/2424659 See appendix 6
74
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Depending upon circumstances, fire services may also be the first to arrive and in many countries also provide basic emergency
medical assistance. Response times for fire services are also not published but could potentially be derived from emergency
logbooks. Without knowledge of police and fire service response times it is difficult to assess the effectiveness of post-crash
response. This information should be part of an overall review of post-crash management.

Communications

Communications are a key factor in effective post-crash response. It is recognised that the sooner a road victim receives medical
treatment the better their chances of survival and recovery. The golden hour is often referenced – the immediate hour following
a road trauma when chances of preventing death by prompt medical treatment is enhanced. The time lapse between a crash
occurring, the crash being reported, and emergency medical treatment being received is therefore a vital contributor to crash
survival and recovery rates75. Factors which influence this include:
■ Victim or bystander reporting - Survivors or bystanders at a crash scene are normally the first to report a crash (though
sometimes all parties involved may be unconscious). Being able to ring on a mobile phone or satellite service is
therefore vital. On the plus side, in Uzbekistan mobile phone usage has grown from a very low base in 2010 to reach
nearly 100% by 202176, so that even in rural areas people are likely to have access to phones. The geographic reach of
mobile signals is also important of course. It is estimated that 87% of the territory of Uzbekistan is currently covered
by wired and mobile internet77. Hard to reach areas include remote rural regions where mountains or deserts pose
geographic challenges to communications infrastructure78. Extending high quality communications services to all
areas in the country has been identified as a priority by the Government, so these problems should ease in future. In
the meantime, extra care needs to be taken to ensure monitoring of road incidents in these regions.
■ One-Call systems and dispatch - In Uzbekistan there is a single emergency services number, but citizens still using
multiple numbers for contacting different emergency services: 101 for the fire service; 102 for Ministry of Internal Affairs
and Road Traffic Safety Service; 103 for the ambulance service; and 050 for the rescue service of the Ministry of Emergency
Situations. This multiplicity of emergency numbers can lead to time being wasted and a duplication of services called
to a scene. There are also challenges to the timely dispatch of ambulances due to a lack of unified ambulance service
management across all regions of Uzbekistan. This means that only ambulances based in the territory where a crash
occurs can provide emergency response, although ambulance outposts in a neighbouring district may be closer.
Emergency assistance to victims is only provided by certain pre-assigned hospitals and not necessarily the centre
nearest to a crash79. A World Bank assessment in 2018 concluded that: “The current EMS system is highly fragmented
with little coordination between districts and regions. There is no screening of calls to determine whether highly
specialised ambulance teams are required at the scene. In addition, there is no automation of the dispatch function...”80
Presidential Decrees No. 2838 on measures of further strengthening of material-technical base and organisation of
activities of emergency medical aid system and No. 4985 on further improvement of emergency medical aid system
on [16/03/2017] aimed to address these issues within the ambulance service and have centred upon improvement
of dispatch services. The decrees proposed a unified ambulance management system to coordinate services across
the country like the service operating in Tashkent. District dispatch services will be replaced by unified call centres in
each of the regions, all within a national ambulance management structure under the Republican Scientific Centre of
Emergency Medical Services (RSCEMS). 172 district call centres and sub-stations will work within a common, integrated
computer aided dispatch and communications system. 2,750 dispatch centre staff have been trained to date out of
an assessed requirement for all regions of 42,000 staff. A communications strategy will also include public awareness
to reduce the number of non-emergency ambulance calls (more than 3 million in 2020) which are a problem with the
current system81.

75
http://www.academicstar.us/UploadFile/Picture/2018-5/201852235417759.pdf
76
https://www.worlddata.info/asia/uzbekistan/telecommunication.php#:~:text=Under%20the%20country%20code%20%2B998,the%20
world%27s%20average%20by%20population
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https://www.spacetechnologyconference.com/post/uzbekistan-exploring-options-for-first-national-satellites
78
https://www.bcsatellite.net/satellite-internet-in-uzbekistan/
79
https://uzlidep.uz/en/news-of-uzbekistan/12094
80
https://projects.worldbank.org/en/projects-operations/project-detail/P159544
81
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Coordination at the scene

Because all emergency services may arrive at the scene of a road crash, each with different priorities and responsibilities, good
coordination between services and recognised operational protocols are essential to effective post-crash response. The many vital tasks
which must take place at the scene of a crash include a quick, general assessment of the scene to identify any hazards and casualties;
ensuring the scene is safe; communicating with the dispatch services on the status of the scene; managing traffic safely; addressing
risks (such as fire risk or hazardous chemicals); caring for victims and ensuring adequate space for their treatment and transportation;
developing an incident plan to be agreed by all services; reporting; and carrying out investigations. The complexity of these issues – all
of which are important for saving lives and preventing further injury – means there can be only one person in charge at the scene. It
requires agreement about incident command, and well-observed protocols for the roles and behaviour of different services.

Under the Resolution of the Cabinet of Ministers No. 80 on Approval of the Regulation on the Unified Aviation Search and
Rescue Service of the Republic of Uzbekistan [13/04/2015], there is provision for a unified Aviation Search and Rescue Service.
This deals only with air transport, however. There is also an Interdepartmental Certification Commission which certifies all other
rescue services but does not establish protocols for incident management. Different emergency services in Uzbekistan (police,
fire and ambulance) do take part in joint training, and if so, this is positive and helpful. In addition, as part of a new centralised
coordination structure for emergency medical services, it is foreseen to have close interaction between the ministries of Health,
Internal Affairs and Emergency Situations – including sharing data.

The most effective approach to organising pre-hospital post-crash response is one where all services agree principles for joint
working, along with protocols on incident command and on roles and responsibilities at a crash scene. These principles apply
during all stages of emergency response – from strategic planning of EMS services to joint debriefing after incidents to learn
lessons for important for improving service provision.

Emergency vehicles and equipment

Information on vehicles and equipment available to the police and fire services is not publicly available. The national standard
for ambulance provision in Uzbekistan is 1:13,000 people. In 2018 this target was not being met, with one ambulance per 18,300
people82. Moreover, most ambulances in Uzbekistan were poorly equipped, lacking the essential equipment needed to support
pre-hospital trauma and emergency care. According to the World Bank: “Ambulances are undersupplied and often inappropriately
used. Most of the current fleet is unsuitable for providing modern pre‐hospital care. They have limited space for providing life‐
saving care en route to the hospital and for storing emergency equipment and are essentially used to transport patients to and
from hospitals regardless of whether there is an emergency. The ambulances are not even suitable for basic transport because
the passenger compartment is too small to comfortably hold people of above‐average height83.”

Improving the quality of ambulances, their equipment and the training provided for ambulance crews has been a priority over
increasing the ambulance fleet. However, since 2018 the number of ambulances has been augmented, currently standing at one
ambulance for every 11,876 people. Most of these vehicles (88.4%) are less than 8 years old, so relatively new for the region84.
This can be partly attributed to donor projects which have focussed on replacing old ambulances with newer, better equipped
vehicles: since 2018 over 2,000 new ambulances including 450 advanced life support vehicles have been purchased by the
World Bank alone, distributed to all regions85. Uzbekistan is also beginning to manufacture 1,000 new ambulances to supply the
103-dispatch service86.

Skills and training for medical personnel

While the numbers and quality of ambulances have been increasing, the Government estimated that in 2022 around
one fifth of the ambulance fleet did not have the necessary doctors medical professionals in their crews. The skills
and training of health care professionals providing emergency treatment within the ambulance service has been
assessed by the World Bank as less than adequate. Because ambulances have been ill-equipped, specialist training is
also required for safely deploying new, more modern equipment for handling road victims: “Trauma care such as those
required because of motor vehicle accidents was one area that did not appear to be well covered based on site visits.

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es-with-world-bank-support
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https://projects.worldbank.org/en/projects-operations/project-detail/P159544
84
Communication from Ministry of Health
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The ‘Damas’ ambulances are too small to carry the required equipment (including spine boards, ‘scoop’ stretchers, immobilization
devices, splints, and so on), and even larger ambulances did not have the necessary equipment… this suggests that there may
be a need for further training in trauma care for all clinical staff.” 87 The World Bank Emergency Services Project begin in 2018
aims to address some of these issues and will continue until August 2024.

Once arriving at a medical treatment centre, the medical skills and facilities available for road victims is also a vital factor in
road crash survival and outcomes. Designated trauma centres in hospitals have been shown to improve survival rates. A 2019
comparative study of trauma systems in Asian countries included information from Uzbekistan, where the highest hospital level
for trauma patients was a general hospital. One general hospital with an Emergency Department seeing around 5,000 emergency
visits per year was considered in depth. This operated a specialised trauma practice education programme but did not include an
operation practice trauma programme. It did include a hospital-based trauma registry including pre-hospital information, which
is a positive aid to trauma care. There was no hospital trauma review or audit programme, however88.

A Presidential Decree on 16 March 2017 recognised that: “rendering emergency medical care still does not meet the modern
requirements, there is insufficient level of security of services of emergency medical service by qualified personnel, medicines, the
medical equipment, specialized motor transport and means of communication. The due attention is not paid to implementation
of modern control mechanisms, coordination and control of rendering emergency medical service, and domestic scientific and
practical developments in the sphere of the emergency medicine.”

To address this, a single organisational structure is being established to oversee all emergency medical care, including all urgent
medical emergency services. Positive steps are now being taken to address problems, and there is an open door for cooperation
with international agencies and experts. Use of the WHO Trauma Care Checklist by emergency units as an effective tool for
ensuring the best outcomes for treating life-threatening injuries resulting from road crashes is recommended89.

3.5.3. Rehabilitation
Road crashes in Uzbekistan are the leading cause of injury-related disability 90. The Ministry of Health estimates that in 2019
around 9 million people in Uzbekistan could benefit from some form of rehabilitation services to address a disability, and it is likely
that many of these road crash victims could face either long- or short-term disabilities. Disability due to road injuries can lead to
individual and family poverty, due to lost jobs for both those injured and their careers, barriers to employment and reliance on
social assistance. Rehabilitation for survivors of road crashes is therefore an essential feature of good post-crash care.

The Presidential Decree of 27 February 2023 91 is most welcome news for people with disabilities, those facing locomotor
difficulties as a result of road injuries. This decree sets out a range of ambitious measures for providing modern prosthetic and
orthopaedic products, and rehabilitation facilities related to these. The aim is to reach 60% of the population requiring these
aids. There will also be cooperation between ministries, such as the Minister of Justice, the National Centre for Human Rights,
the Ministry of Economy and Finance and the Ministry of Employment and Poverty Reduction to regularly review the situation.

The World Health Organisation is currently assisting the Ministry of Health to develop a national strategic plan on rehabilitation
and assistive technology (AT) in a project launched April 2023. A team of experts has been working with the government, using
the WHO’s ‘Systematic Assessment of Rehabilitation Situation (STARS)’ tool. Initial results of this work have been shared with
stakeholders, and the next steps will be to put in place an action plan92.

87
https://projects.worldbank.org/en/projects-operations/project-detail/P159544
88
Young Hee Jung et all, ‘Comparison of trauma systems in Asian countries: a cross-sectional study,’ Journal of Clinical and Experimental Emergency
Medicine, 2019 Dec; 6(4): 321-329
89
https://www.who.int/publications/i/item/trauma-care-checklist
90
https://www.who.int/data/gho/data/themes/mortality-and-global-health-estimates/ghe-leading-causes-of-death
91
https://uza.uz/ru/posts/o-dopolnitelnyx-merax-po-sovershenstvovaniyu-sistemy-podderzhki-lic-s-invalidnostyu_458014
92
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3.5.4. Insurance and legal support

The third-party insurance for drivers is a legal requirement in Uzbekistan, as is Passengers’ Accident Insurance. This protects the
health, life, and property of any third parties and passengers involved in a traffic collision, though it does not cover the driver of
the insured vehicle. Insurance is more than monetary compensation; it is a highly effective mechanism for assessing, managing
and reducing risk. In general, the role of the car insurance industry in road safety should be recognized as very important in
reducing road traffic accidents by supporting road safety management and activities.

Currently the overall insurance market overall in Uzbekistan is small, with just 7.3 million policy contracts in 2022. However,
the market is growing exponentially, and is forecast to more than double by 202693. The biggest contributor to retail insurance
growth is motor insurance, an understandable trend due to the rapid expansion of motorization in the country. Most of the over
3 million passenger cars and light goods vehicles are likely to be covered by third party insurance at least94.

There is also provision for compensation for damages from road crashes where the party at fault is not able to provide damages.
This is done via a “Fund for Guaranteeing Payments” set up under a Presidential Resolution No. 5265 about additional measures
for digitalization of the insurance market and development of the sphere of life insurance [23/10/2021]. These measures are
designed to encourage proliferation of the private insurance market and confidence in insurance protection95.

Other important protections in the case of road crashes are the existence of professional ethics and protections for healthcare
workers handling victims, legal protections accompanied by a “duty to care” for any off-duty health professionals who encounter
a road crash, and “Good Samaritan” laws to protect any bystanders from liability if they intervene to assist injured road victims.
These protections are unclear for Uzbekistan.

In case of legal redress, one element of the registration of road crash investigations in the country is cause for concern, however.
The way in which road crashes are recorded by the Uzbekistan Traffic Safety Service is focused on violations of road rules and
does not capture other elements of a safe system which is necessary for road safety. Thus, road engineering defects, poor visibility
or weather factors are not attributed, putting far too great an emphasis on road users. “Pedestrian offences” therefore account for
some 11% of traffic violations96, while in the UK it is extremely rare for a pedestrian to be considered the cause of a road crash. This
puts disproportionate blame on vulnerable road users who may not have a safe choice when crossing roads, when other factors
are normally the main cause of pedestrian collisions. This issue should be addressed in Uzbekistan.

93
https://www.globaldata.com/store/report/uzbekistan-insurance-industry-market-analysis/
94
https://w3.unece.org/PXWeb2015/pxweb/en/STAT/STAT__40-TRTRANS__03-TRRoadFleet/02_en_TRRoadtypVeh_r.px/table/tableViewLayout1/
95
See tkj.uz/en.
96
Abdunazarov, “Method of Analysis of the Reasons and Consequences of Traffic Accidents in Uzbekistan Cities”, International Journal of Safety and
Security Engineering, 10(4):483-490

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3.5.5. Proposed measures and conclusions

Within 4 key areas of work following actions are recommended:

A5.1 Ensure legal requirements for anyone to A5.4 Introduction of joint emergency services
perform first-aid activities within their capacity interoperability and protocols to improve
("duty of care" and "Good Samaritan") post-crash response
A5.2 Enable systemic financing of road safety A5.5 The "one call" dispatch service to include
activities by insurance companies all emergency services and not limited to
ambulance services
A5.3 Inclusion of the physical and mental health
needs of road crash victims in the national
health strategy

LEGISLATION ENFORCEMENT

A5.6 Provide first-aid trainning for driver's A5.9 Investment in contemporary trauma care
candidates facilities
A5.7 Investment in training for trauma care
personnel
A5.8 Adoption of a "team approach" to trauma
care and incorporation into training

EDUCATION TECHNOLOGY

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LEGISLATION
Activity A5.1: Ensure legal requirements for anyone to perform first-aid activities within their capacity
("duty of care" and "Good Samaritan")
■ Carry out a review of the legal protections available to people who help an injured road victim before professional
emergency responders arrive
■ Introduce a legal ‘duty of care’ for off-duty emergency staff to protect them when they stop to assist road victims

Activity A5.2: Enable systemic financing of road safety activities by insurance companies.
■ Consider a high-level roundtable with insurance companies to discuss issues such as road safety promotion,
assessing road risk for young or new drivers, and financing on road safety activities.
■ Open a discussion on sharing non-personal insurance data on road crashes and their costs as part of an annual
review of road safety data.

Activity A5.3: Inclusion of the physical and mental health needs of road crash victims in the national health
strategy
■ Include specific physical and mental health rehabilitation programmes for road victims, along with targets for
treatment, in the national health strategy
■ Collect and publish specific data on the employment of people with disabilities of all types, including information
on road victims.
■ Collect and publish data on the number carers for road crash victims and their employment status.

ENFORCEMENT
Activity A5.4: Introduction of joint emergency services interoperability and protocols to improve post-
crash response
■ Establishment of a joint operational programme for all emergency services for handling all injury road crashes,
including joint planning between all services, joint training on post-crash response, and joint debriefing following
incidents
■ Agreeing operational protocols and a lead agency for managing the scene at road crashes
■ Having an agreed joint communications strategy so that all services have a mutual understanding of policy and
practice.

Activity A5.5: The "one call" dispatch service to include all emergency services and not limited to
ambulance services.
■ Ensuring that one known phone number for emergency road crash response is available, valid, and free for use
throughout Uzbekistan
■ This should be linked to the ‘one call’ dispatch centre for deployment of the necessary emergency services
■ Dispatchers to be trained to collect essential information, prioritise according to urgency, and assess which services
need to be dispatched.

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EDUCATION
Activity A5.6: Provide first-aid training for driver’s candidates
■ Include efficient first-aid course in mandatory training for driver’s permit candidates

Activity A5.7: Investment in training for trauma care personnel

■ Include trauma and emergency care in the curricula of all schools of medicine, nursing and other allied professions
■ Ensure all emergency response personnel (including police and fire) are trained in essential trauma management
and care

Activity A5.8: Adoption of a "team approach" to trauma care and incorporation into training
■ Introduce a multi-sector team approach to handling severely injured patients to resuscitate, stabilise, diagnose,
and make a treatment plan for incoming patients. Teams should include a team leader (doctor or surgeon), airway
control doctor or nurse, a primary nurse, and x-ray technician and lab technician.

TECHNOLOGY
Activity A5.9: Investment in contemporary trauma care facilities.
■ Ensure adequate trauma care facilities are located near areas where crashes occur
■ Adopt the World Health Organisation "Trauma Care Checklist" for use in managing all road crash victims suffering
serious trauma

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4. CROSS CUTTING AREAS

4.1. Safe urban mobility

Urban mobility is currently facing changing circumstances globally - congestion, air and noise pollution, climate change, the
search for alternatives to fossil fuels, urbanisation, and the impacts of new technologies. Cities are facing even greater social
challenges in respect of the environment, transport, health, and social cohesion. To accommodate growing demand for residential
and commercial space, urban boundaries are extending in an often-uncoordinated manner, especially in rapidly growing cities
in developing countries like Uzbekistan.97 A common trend that have affected all cities is the rapid growth in urban population
and continuous rural-urban migration flows, which has led to fast expanding cities. In Uzbekistan, urbanization indicators in
the main metropolitan areas have not stopped growing in the last twenty years, with population increases in Samarkand and
Tashkent of 47% and 24%, housing stock of 20% and 16%, respectively.98 In the last decades, Uzbek cities have experienced rapid
socio-economic transformation, but also severe setbacks of public transport services in cities. Too often, transport infrastructure
and services fail to keep up with the mobility needs of the growing population. Growing use of passenger cars contributes to
traffic congestion, poor air quality, declining public health, social segregation, and growing pressure to implement costly road
expansions.99 The urban mobility remains under stress, with increasing levels of congestion, pollution and road crashes. According
to the Ministry of Internal Affairs of the Republic of Uzbekistan, in 2020, 1,919 fatalities were recorded on urban roads, an annual
growth of 20% compared to 2019. In Uzbekistan in terms of air pollution, the transport sector was the highest NOx emitter,
accounting for 63% of NOx emissions in 2016.100 According to Air Visual, which monitors air quality, Uzbekistan is ranked 16th in
the ranking of countries with the most polluted air in 2018.101 Moreover, the lack of integration between land-use and transport
policies has led to the development of new passenger car-dependent urban areas within cities, particularly, in the outskirts.

The problem is compounded by the fact that the urban road safety problem requires a multi-sectorial and well-coordinated
approach. Where direct measures have included interventions on improving vehicle technology and road infrastructure, a
sustainable urban safety culture that includes complete street standards were left behind. Key issues related to urban transport
in Uzbekistan are the following: Over recent years neither transport infrastructure nor transport services have kept pace with
population growth and the rise in the number of passenger cars. These changes have increasingly fostered demand for more
efficient transport infrastructures, as well as integrated plans for urban development and traffic management in bigger cities; The
lack of streets with adequate traffic capacity hindered operation of public transport and accessibility to many areas of the city and
was sometimes a potential cause of road accidents; The occupation of roadsides is one of the major causes of traffic jams with a
reduced level of service and slowing traffic flows.

Serious issues that affect the safety of urban transport in Uzbekistan are: The introduction of urban road safety improvements
has been slow; Very few safety projects have focused on urban problems or solutions but there has been an increasing emphasis
on vulnerable road users, particularly those in large cities; There is a few examples of crash reductions from improvements in
urban transport but there are a few promising results from junction improvements, the construction of segregated lanes for
nonmotorized vehicles and the introduction of traffic-calming devices. Urban development of Uzbekistan requires sustainable
and efficient mobility options and services that are constantly evolving in line with economic development. It can unlock the
city’s potential as a safe, accessible, and attractive place for all.

97
Urban Mobility Plans National Approaches and Local Practice Moving Towards Strategic, Sustainable and Inclusive Urban Transport Planning
98
https://www.researchgate.net/publication/363280621_A_Sustainable_Model_of_Urban_Public_Mobility_in_Uzbekistan
99
Urban Mobility Plans National Approaches and Local Practice Moving Towards Strategic, Sustainable and Inclusive Urban Transport Planning
100
https://unece.org/DAM/env/epr/epr_studies/Synopsis/ECE.CEP.188_Uzbekistan_Eng_Synopsiss.pdf
101
World Air Quality Report 2018

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4.1.1. The E-A-S-I framework

Figure 45
The EASI conceptual framework for steering public action towards sustainable accessibility and mobility

ENABLE AVOID SHIFT IMPROVE

Establish an effective Reduce or avoid the Shift to or maintain Improve the efficiency
and responsive need or the desire for the high share of and safety of transport
governance system individual motorised environmentally and modes, while reducing
with adequate travel, through proper socially sustainable their environmental
institutions, human land use and planning modes (PT, cycling, impact
and financial resources walking)

Governance efficiency System efficiency Trip efficiency Vehicle efficiency

Source: Movemobility adapted from Dalkmann & Brannigan, 2007

The E-A-S-I (Enable – Avoid – Shift – Improve) approach is an all-encompassing framework, as it discusses two main dimensions
that are a pre-requisite for a pathway towards sustainability in the transport sector: (i) the governance system and, (ii) the urban
transport system itself. This is an internationally recognised paradigm for promoting and advocating low-carbon and sustainable
urban transport. Applying a comprehensive set of measures, from various areas of interventions and at various levels can
accelerate the transformation of the transport system towards sustainable goals. The E-A-S-I strategies have proved to provide co-
benefits in combating climate change, reducing congestion, increasing inclusiveness and efficiency of the transport system.102

It is also important to mention that most of the interventions do not fall into only one category, most of them corresponding to
two or even three strategy categories. Such is the case for parking management, for example, which falls under both avoid and
shift, or fuel taxes which fall under three policy spheres: avoid, shift, and improve. For convenience, they have been classified in
one category only.

ENABLE

The “ENABLE” notion refers to the substantial preconditions that are required at an institutional, fiscal and legislative level in order
to follow the path towards the realisation of a sustainable urban transport system, in its whole. The institutional framework in
Uzbekistan, both at national and local level, is currently not suitably equipped to deal with the challenges and gaps characterising
the Uzbekistan urban transport system.

In Uzbekistan one of the major hindrances for achieving a sustainable transport system is the absence and the lack of coordination
between institutions at various levels in the transport and spatial planning field, as well as lack of guidance and assistance from
national level. Furthermore, Uzbekistan as a country, but also individual urban areas are lacking a coherent vision related to
sustainable urban transport.

The road network of the Tashkent City Municipality (TCM) is known for its wide transport corridors, many with 8 to 12 passing
lanes. While these corridors are common for the main routes of the City, the secondary road system that accesses residential
areas is typically 2 to 4 lanes with no policies for parking along these roads. Currently, the Tashkent metro has 5 lines (Chilanzar,
Uzbek, Yunusabad, Thirty Years of Independence (circular above-ground) and Sergeli (above-ground)), 48 stations with a total
length of 66.04 km, and a city bus system managed by JSC “Toshshakhartranskhizmat” that operates over 1,000 buses. There is
connectivity between different modes of transport within the city (between metro stations, bus routes and train stations) that
can be improved to encourage more use of public transport. While there are sidewalks for pedestrians along most of the key
transport corridors in Tashkent, there are only a few kilometres of cycling pathways in the city. The increase in the number of
passenger cars has created more congestion in Tashkent which impacted the efficiencies of City-operated public buses as well
as urban mobility within the city.103

102
Move mobility adapted from Dalkmann & Brannigan, 2007
103
6417_TAILEVProDoc_05052021_Clean1_8724_110 (undp.org)

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The development of public transport in Tashkent is regulated in accordance with the Cabinet of Ministers decree No. 129 on
measures for the further development of passenger transport in Tashkent until 2021[03/11/2017]. The main directions of further
development of passenger transport in the Tashkent city were identified as:
■ Ensuring that bus transportation meets the requirements of the residents and guests of the Tashkent city, including
updating fleet with modern buses and taking measures to improve the safety of passenger transportation.
■ Optimization of the existing route network of urban passenger transport, the opening of new routes, the construction
of final stops should consider the commissioning of new metro lines, roads, overpasses, and bridges.
■ Optimization of city schemes and suburban routes by moving out final stopping points of suburban routes along the
Tashkent Ring Road and the construction of passenger bus terminals.
■ Improving the quality of services provided, the effectiveness of compliance with schedules and intervals on routes.
■ Ensuring the rational and efficient operation of comfortable modern buses.
■ The widespread adoption of modern information and communication technologies in passenger transport services.

The following Programs are approved by this government decree:

■ A comprehensive program of measures for further improvement in the organization of passenger transport in the
Tashkent city for the period 2017-2019.
■ The program for updating the fleet of the enterprises of JSC “Toshshahartranskhizmat” with the large and medium
capacity city buses of domestic production for the period of 2017-2019.
■ Measures to optimize the route network of passenger transport in the Tashkent city for the period 2017- 2021.

To ensure environmental safety of transport vehicles, a draft concept on “the development of transport and road transport
infrastructure in the Tashkent city for the period 2019-2025” has been formulated. The draft concept provides for implementation
of measures aimed at: the development of a public transportation system; optimization of road transport infrastructure;
optimization of the public transport route network; the introduction of dedicated lanes for public transport, particularly for buses;
development of bike lanes and cycle infrastructure; the use of alternative energy sources in public transport.

Samarkand’s public transport is serviced by 20 companies that operate more than 800 buses (ISUZU brands mainly working on gas
fuels) and 35 taxis (cars running on gasoline and gas fuels) on 105 bus lines. In 2019, 390 buses were being purchased including
190 buses of large capacity with gas engines and 200 buses of medium capacity brand ISUZU with diesel and gas engines.
There are ongoing efforts to transfer the functions of a public transport regulator to a newly created transport department of
the Samarkand region to the Ministry of Transport. The city also has tram lines routed along key corridors including the Gagarin
Street, one of the central and widest streets of the city that accesses the UNESCO protected attractions. There are plans in
Samarkand to improve its urban road network including a large capital project for the reconstruction of Gagarin Street, and an
improvement of the city’s unique tram system. However, the city is also challenged by a growing number of motor vehicles on its
roads significantly contributing the traffic congestion and local air pollution. In response, Samarkand municipality have expressed
interest in the concepts of green urban transport which has potential for vastly improving urban mobility in Samarkand. Such
initiatives will likely require unique measures to preserve the city’s unique cultural heritage.

Namangan City with a population of 600,000 is Uzbekistan’s second largest city that is in the Fergana Valley to the east of Tashkent.
Namangan is also a city experiencing growing congestion from an increase in the number of motor vehicles, many of which are
marshrutkas that provide the bulk of public transport for the city. With regards to public transport, Namangan lacks a single
operator for regulating public transport issues. Currently, there are 4 large private companies for the transport of passengers
operating 300 Isuzu gas buses. Currently, the city’s Hokimiyat is working on transferring the function of the regulator of public
transport to a newly created transport department of the Namangan region that would reports to the Ministry of Transport. The
lack of a single operator to regulate public transport issues has resulted in an underdeveloped public transport system, which
contributes to traffic congestion. Furthermore, there is a lack of parking policies that allow motor vehicles to be parked in a manner
that partially obstructs road spaces for more efficient urban mobility. City municipal officials are interested in green e-mobility
projects that will improve their current state of public transport and reduce their transport-related carbon footprint.104Difficulties
with decision-making processes, and other issues such as the management of traffic flows, spatial and urban planning, economic
and financial problems often hinder local authority’s ability in taking effective steps to improve urban mobility and road safety.

104
Tashkent - Accelerating Investments in Low Emission Vehicles (TAILEV)

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■ In Uzbekistan the role of local authorities in reducing road casualties is crucial. It is suggested to address in greater
detail strengthening road safety responsibilities and capacities at the local government level – by legal/regulatory
reform and providing technical assistance and capacity building training for local authorities.

■ In Uzbekistan, there is a need for an integrated policy action related to urban transport and mobility. Cities should
adopt an integrated urban mobility plan based on the Safe System Approach and consider developing a Sustainable
Urban Mobility Plan that covers all forms of mobility. Such a plan should prioritise public transport and non-motorised
mobility.

■ With support of central government local authorities have to develop local road safety action plans with quantitative
targets for the reduction of crash casualties and other safety performance indicators should be developed, implemented
and systematically monitored at city level. It should include assessing the problem and setting targets for casualty
reductions, making specific provisions for vulnerable road user groups such as pedestrians, cyclists, children, and
elderly people and creating a safer road infrastructure, including public transport priority lanes.

■ Today, in the EU, all cities with a population of more than 100,000 people are required to develop and implement
sustainable urban mobility plans. The Uzbek Government could adopt new legislation that demands development of
such programs by cities mandatory.

■ Studies and analysis of the needs of different road user groups, especially pedestrians, motorcyclists and cyclists should
be an important input to local road safety plans.

AVOID

Generally, AVOID strategies seek to limit the number and length of trips, especially that of carbon - intensive ones, such as light
duty vehicles (LDVs), which are major GHG emissions contributors and refer to the overall efficiency of the transport system.
The AVOID elements focus mainly on designing and implementing improvements in accessibility at the urban planning
level.

The Government has often expressed the view that the urban transport sector is among the country’s priority sectors.
Indeed, Uzbek cities have specific features (shared with most other cities in the former Soviet Union) which make urban
passenger transport of special importance for their population. These cities are unusually spread out with low overall
population densities and long distances between residential and work areas. Commerce, markets and social services
are also not within walking distance of people’s residences in most cases. In addition, the climate is difficult, with cold
temperatures during the winter and extremely hot summers. A recognised success factor for achieving a sustainable urban
transport system is the integration of urban transport with other urban development strategies, such as land-use plans,
environmental policies and economic development. To this day, spatial planning is still viewed in many cities in Uzbekistan
as a separate topic from transportation planning. The central government should develop a spatial development strategy,
applicable to all Uzbek cities, which encourages the development of dense, compact and mixed urban areas, developed
around transport corridors and with easy, comfortable and safe access to public transport and non-motorised transport
modes. For all the mentioned reasons, urban passenger transport is essential for access to jobs and services, and, more
generally, for the efficient functioning of the labour and product markets as well as the effectiveness of economic and
social life. This is particularly relevant for those with unstable employment and uncertain access to support networks, who
constitute most of the poor people. The development should prevent the urban expansion and promote the reduction of
passenger car usage. Hence, this policy must specify that housing development is in the vicinity of other basic equipment
(working, educational and recreational facilities) to diminish the daily long travel distances, especially by passenger cars.

The parking situation in Uzbekistan is chaotic. The drivers do not pay much attention to the parking rules. They park
everywhere it is possible to place a car, which reduces the road safety and accessibility for road users, especially for vulnerable
ones. One of the effects of such illegal parking is traffic congestion which also leads to delay in travelling time and increases
the cost of travelling. The most important problems affecting the overall system is the absence of a functioning parking
system. Currently, Uzbek cities have few or no parking regulations in place. Parking planning as an integrated part of land
use and urban planning is still in its initial phases. Most municipalities do not have parking regulation plans or strategies.
A parking study would be beneficial to identify parking demand, especially in central locations in Uzbek cities. A special
programme should be prepared to encourage multi-place parking system planning and construction, especially for new
construction projects by private sector contractors.

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In 2017, according to the General Directorate of Architecture and Construction of Tashkent, it was planned to build about
20 high-rise parking lots by demolishing private garages with a total area of 25.6 hectares and a capacity of 8,470 cars. Partial
demolition of garages was carried out; however, the construction of high-rise parks has not yet been fully implemented.
Recently, the construction of car parking in Tashkent, is becoming more and more relevant and does not stand still. According
to statistics for 2015, there were more than 140 open and closed parking lots in the city with a total capacity of more than 27,400
cars. Consequently, the provision of public parking for 2015 was only 6.9%.105

The Tashkent Department of Transport and Road Infrastructure has published a project for the location of paid parking spaces
in the capital. In February 2022, the President signed a corresponding resolution. According to the plan, at the first stage it is
proposed to create more than 2,200 parking spaces. About 72 parking meters will be installed. At the same time, part of the
parking spaces will be allocated for car owners with disabilities. They will be able to park for free. Two cars with an automatic
video-detection system will monitor the parking lots. Cars of the violators will be sent to the impound.106 The goal of the reform
is to reduce the number of passenger cars on the roads and create conditions for the use of public transport instead of private.107

The draft master plan of Tashkent City 2045 considers the establishment of social requirements for buildings. For example, if a
multi-storey building is planned to be built in a city, depending on its type, certain standards will be established for the availability
of a school, kindergarten, consumer service centres, parking spaces, as well as for the area to be landscaped.108

SHIFT

Given the social and economic development trends in Uzbekistan, the transport demand for goods and people is increasing, thus
shifting to environmentally friendlier transport modes is a major step for achieving sustainable and safe urban transport. The goal
of SHIFT strategies is to increase the modal shares of public transport and non-motorised modes, such as cycling and walking,
and they refer to trip efficiency.

People continue to prefer to use their private cars to commute and move around the urban environment. This is because, public
transport has not been accessible, the networks have not covered key residential areas and the services themselves have not
been attractive. To reverse this trend and help in achieving the Sustainable Development Goal Target 11.2, recent investments
have been initiated, such as the extension of the metro and the acquisition of new buses. These initiatives are not supplemented
by policies and action plans109

Convenient public transport is a necessary attribute of a modern city. But in Tashkent, this issue has become an urgent
problem. The depreciation of the bus fleet, the closure of central bus stations, and the inefficient connection of routes created
a number of inconveniences for residents. In Uzbekistan, until recently public policies and investments have mostly focused
on accommodating the growing demand for passenger car use. For the past two decades, a remarkable high percentage of
the government investments dedicated to transport has been used to build roads primarily for car use and there is lack on
investment in public transport.

Over the past five years, the population of the capital has increased by 300 thousand people, its territory has expanded. Every
day more than a million people come and go to the capital. However, the public transport system does not correspond to the
changes taking place in the capital. The service life of 350 buses has exceeded 10 years, 393 buses are missing. Due to traffic jams
on the streets, the interval of buses is extended to 30 minutes during peak hours. As a result, passengers are rightly dissatisfied
with the services provided and prefer personal transport. In Tashkent, the rate of use of a passenger car is 79%, respectively, the
level of use of public transport is only 21%.110

105
https://iopscience.iop.org/article/10.1088/1757-899X/883/1/012067/meta
106
https://www.uzdaily.com/en/post/77341
107
https://uzreport.news/society/uzbek-authorities-envision-creating-more-social-facilities-at-expense-of-parking-areas
108
https://uza.uz/en/posts/the-draft-master-plan-of-tashkent-city-2045-considered_416936?q=%2Fposts%2Fthe-draft-master-plan-of-tashkent-city-
2045-considered_416936
109
https://unece.org/DAM/env/epr/epr_studies/Synopsis/ECE.CEP.188_Uzbekistan_Eng_Synopsiss.pdf
110
https://yuz.uz/en/news/toshkent-shahrida-jamoat-transportini-rivojlantirish-masalalari-muhokama-qilindi

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The main task of the Ministry of Transport and the Khokimiyat of Tashkent is to increase the level of use of public transport by
two times.111 Priority should be given to a systematic approach and facilitating the movement of people, ensuring connectivity
and the integrated development of all modes of transport, including route, rail and metro lines, as well as infrastructure for cycling
and walking. It was instructed to build 10 modern parking on the main roads of entry from the regions to Tashkent, as well as
parking lots next to six metro stations with the largest number of passengers.

In 2022 the construction of the overhead metro line “Kuyluk-Kipchak” will be completed. As a result, for 70,000 people who
use passenger cars, there will be conditions for using public transport. In addition, the task was set to create an economic and
mathematical model of the public transport system based on the forecast of passenger traffic for the next five years, as well as to
increase the scientific potential of the Transport Institute.

Urban transport services should be financially sustainable while satisfying social needs. Public-private partnerships can be an
effective way to build and implement new infrastructure or to renovate and manage existing public transport.

The draft master plan of Tashkent City 2045 considers that public transport will be improved to solve the problem of traffic jams.
The presence of a bus stop within a radius of at least 15 minutes on foot from the house will become mandatory. Parking lots near
public transport stops will also be organized on the outskirts of the city on the principle of Park and Ride.112

Roads are poorly adapted for pedestrians and cyclists. As a result of this, as well as the low traffic culture, road accidents have
become more frequent. It is planned to introduce a traffic control system at 200 intersections, build 2 overpasses, 180 kilometres
of pedestrian and bicycle paths, and create parking spaces for 2,000 cars. It’s also planned to update 35% of the bus fleet.

IMPROVE

IMPROVE strategies refer to improvement of current modes of transport, by increasing fuel efficiency and promote alternative
technologies, in order to reduce the environmental impact of each travelled kilometre.

Although not a solution for all the urban transport problems, new technology vehicles such as electric vehicles (EVs) can
contribute significantly to reducing GHG emissions caused by private motorised transport. The uptake of newer, environmentally
friendlier technologies is facing various barriers which the government through sound policy programmes can overcome.

In 2020, testing of the Chinese Yutong electric bus has begun in Tashkent according to reports from a Podrobno.uz correspondent
reports with reference to Toshshahartranskhizmat. On 7 March, the new bus entered the passenger service of route No. 51
“Beshagach - Yunusabad”.

Vehicle taxation is a policy instrument that can contribute to the improvement of the vehicle fleet, discouraging the import and
the ownership of environmentally underperforming and unsafe vehicles. Based on international experiences, Uzbekistan can
reform its vehicle taxation system, increasing the cost of ownership of personal cars, especially of those older than 7-10 years.
There are various vehicle taxes that the governments are employing, such as: vehicle registration tax (RT), vehicle registration
fee (RF), annual motoring tax (AMT), circulation tax (CR). Across the EU CO2 based taxation of private vehicles is a widespread
practice, but there are also other criteria that can be used for setting the level of taxes: cylinder capacity, fuel type use, weight,
fuel consumption, length of vehicle. Many countries use a combination of such criteria.

The National government can provide financial support for modern traffic signalling systems and other ITS measures in Uzbekistan,
if these are part of a coherent strategic transport planning process, or it can help disseminate best practices and support training
opportunities through ITS targeted programs.

111
https://www.uzdaily.uz/en/post/70828
112
https://uza.uz/en/posts/the-draft-master-plan-of-tashkent-city-2045-considered_416936?q=%2Fposts%2Fthe-draft-master-plan-of-tashkent-city-
2045-considered_416936

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4.1.2. Proposed measures and conclusions

Within 4 key areas of work following actions are recommended:

A6.1 Develop comprehensive urban mobility A6.5 Prioritise public transport and active travel
strategies and plans at national and local
A6.6 Implementing effective enforcement
levels
mechanisms
A6.2 Empower and strengthen the role of
A6.7 Developing partnerships between
municipalities
stakeholders
A6.3 Control and coordinate land-use and
integrate urban and transport planning
A6.4 Gradually define and implement stricter
requirements in terms of energy efficiency
and GHG emissions standards

LEGISLATION ENFORCEMENT

A6.8 Capacity development to promote A6.10 Technological innovation to reduce

sustainable transport options such as environmental impacts, optimise systems'
cycling, walking and public transport, the efficincy and reduce the need to travel
implementation of traffic calming measures
A6.11 Development of Intelligent Transport
and the relevant infrastructure
Systems (ITS)
A6.9 Public campaigns to encourage sustainable
transport choices and the promotion
of active travel through education and
marketing initiatives

EDUCATION TECHNOLOGY

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LEGISLATION
Activity A6.1: Develop comprehensive urban mobility strategies and plans at national and local levels
■ Establishment of policy and legal frameworks on national level that support sustainable urban mobility, such as
regulations on transport, land use, and environmental protection.
■ Developing a comprehensive national urban mobility strategy and action plan that outlines specific measures and
initiatives that will be implemented to achieve the objectives set out in the strategy, such as the expansion of public
transport networks, the promotion of cycling and walking, and the introduction of low-emission zones.
■ Establishing a system for monitoring and evaluating the implementation of the strategy, to ensure that it is
delivering the desired outcomes and to enable adjustments to be made where necessary.

Activity A6.2: Empower and strengthen the role of municipalities

■ Reviewing and updating the legal and regulatory framework to clarify and strengthen the role of municipalities in
urban planning, transportation, and other relevant areas.
■ Identifying and mobilizing financial resources to support municipalities in implementing urban mobility strategies
and plans, including through the development of financing mechanisms and partnerships with the private sector.

Activity A6.3: Control and coordinate land-use and integrate urban and transport planning
■ Developing land-use plans that are coordinated with urban mobility plans, to ensure that land-use and transportation
infrastructure are planned and developed in a coordinated and integrated way.
■ Reviewing and updating regulatory frameworks to facilitate coordinated and integrated land-use and transport
planning, including regulations on zoning, development, and transportation infrastructure.
■ Establishing a system for monitoring and evaluating the effectiveness of integrated land-use and transport planning

Activity A6.4: Gradually define and implement stricter requirements in terms of energy efficiency and GHG
emissions standards
■ Developing and implementing energy efficiency and GHG emissions standards for different modes of transportation
(vehicles, fuels, and infrastructure) to gradually reduce emissions over time.
■ Implementing a mix of incentives and disincentives to encourage the adoption of low-emissions modes of
transportation and penalize high-emissions modes, such as through taxation, subsidies, and pricing mechanisms.
■ Establishing compliance and enforcement mechanisms to ensure that energy efficiency and emissions standards
are being met, and penalties for non-compliance.

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ENFORCEMENT
Activity A6.5: Prioritise public transport and active travel
■ Developing and implementing policies that prioritize public transport and active travel modes, such as walking and
cycling, in urban mobility planning and infrastructure investment decisions.
■ Ensuring that law enforcement agencies are adequately trained and equipped to enforce regulations related to
public transport and active travel, such as bus lane restrictions, cycling lanes, and pedestrian crossings.

Activity A6.6: Implementing effective enforcement mechanisms

■ Developing and implementing policies and regulations that define clear and enforceable safety standards for urban
mobility, including infrastructure design, vehicle standards, and driver behaviour.
■ Establishing effective enforcement mechanisms, such as automated speed cameras, red-light cameras, and other
monitoring technologies that can detect and deter unsafe behaviour.
■ Establishing mobile parking enforcement system which will allow effect enforcement of parking regime in urban
areas.

Activity A6.7: Developing partnerships between stakeholders

■ Bringing together relevant stakeholders, including law enforcement agencies, urban planners, public transport
operators, cycling and pedestrian advocacy groups, and other community organizations to collaborate on urban
mobility safety initiatives.
■ Developing joint public education campaigns and targeted messaging to increase awareness of the importance of
safe and sustainable urban mobility practices.

EDUCATION
Activity A6.8: Capacity development to promote sustainable transport options such as cycling, walking
and public transport, the implementation of traffic calming measures and the relevant infrastructure
■ Developing training programs and workshops for law enforcement officials to promote awareness of sustainable
transport options and the benefits of traffic calming measures.
■ Developing guidelines and protocols for the design and implementation of pedestrian and cycling infrastructure,
such as dedicated bike lanes, pedestrian crossings, and shared-use paths.
■ Providing technical assistance and support to municipalities and other stakeholders to implement traffic calming
measures to promote safer and more sustainable mobility options.
■ Encouraging the participation of local communities and vulnerable road users in the development and
implementation of sustainable transport initiatives, to ensure that their needs and perspectives are considered.

Activity A6.9: Public campaigns to encourage sustainable transport choices and the promotion of active
travel through education and marketing initiatives.
■ Developing targeted marketing campaigns and education initiatives to promote the benefits of sustainable
transport options, such as cycling, walking, and public transport.
■ Creating user-friendly information materials, such as maps and apps, to facilitate active travel and public transport use.
■ Conducting outreach and public awareness campaigns to promote the use of sustainable transport options,
including engaging with local schools, community groups, employers and businesses.
■ Organizing events and activities, such as cycling and walking tours, to promote the benefits of active travel and
sustainable transport options.

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TECHNOLOGY
Activity A6.10: Development of Intelligent Transport Systems (ITS)
■ Developing the overall system design and architecture that integrates the different components of an ITS, including
sensors, communication networks, data processing and management systems, and user interfaces that can gather/
provide information on traffic flow, weather conditions, vehicle movements, accidents, congestion and other
factors that can affect transport systems.
■ Designing and implementing communication networks that connect different components of an ITS, such as
vehicles, infrastructure, and control centres.
■ Designing and developing user interfaces that allow users to access and interact with an ITS, such as mobile apps,
websites, and in-vehicle displays.
■ Developing systems that promote sustainable transport, such as public transport systems, bike-sharing schemes,
and carpooling services.

Activity A6.11: Technological innovation to reduce environmental impacts, optimise systems’ efficiency
and reduce the need to travel
■ Investing in sustainable transport technologies, such as electric vehicles, hybrid buses, and hydrogen-powered
trains.
■ Encourage the use of public transportation in the cities of Uzbekistan and implementing technologies such as smart
ticketing systems and real-time passenger information to make public transport more convenient and efficient.
■ Developing and implementing integrated transport platforms to provide users with a range of sustainable transport
options and simplify trip planning and payment.
■ Developing and implementing digital platforms for sustainable urban logistics and freight transport, such as shared
delivery services.

96
     Uzbekistan

5. Conclusions

Ensuring the safety of all road users is a paramount concern for every country, and the Road Safety Performance Review (RSPR)
stands as a comprehensive assessment tool in this critical endeavour. This table encapsulates the results of the Uzbekistan RSPR,
meticulously organizing its recommendations in a prioritized manner. By distilling the findings into a clear and accessible format,
this table could serve as a foundational document for shaping national road safety action, strategy or policy. More detailed
description of RSPR recommendations and follow up activities could be found at the end of each sub-chapter in Chapters 3 and
4, providing policymakers with a concrete proposal of activities to be included in strategic roadmap to address key issues and
enhance road safety across the country.

97
98
Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо
Pillar 1 Road Safety Management
Full implementation of core
Activity 1.1. UN road safety conventions, A1.3, A2.1, A3.1,
     Uzbekistan

High Cabinet of Ministers of the United Nations and

To become a contracting party and efficiently 2024-2027 X aligning Uzbekistan with A3.6, A4.1, A4.3,
Republic of Uzbekistan international partners
implement all core UN road safety conventions international road safety A2.5
standards.
Middle
Improved coordination and
cooperation among various
Activity 1.2. A1.3, A1.8, A1.10,
Cabinet of Ministers of the Various government agencies authorities at both national
Ensure vertical and horizontal coordination between 2024-2026 High X A5.3, A5.4, A5.5,
Republic of Uzbekistan at national and local levels. and local levels, leading to
actions taken by designated authorities A6.2, A6.7
more effective road safety
measures.
Middle
Republican Special Enhanced capacity of the
Activity 1.3.
Commission for Road Safety Commission to address
Empower the Republican Special Commission for High Cabinet of Ministers of the A1.1, A1.2, A1.4,
2024-2025 X and various government strategic road safety issues
Road Safety (Commission) to deal with strategic Republic of Uzbekistan A1.5, A6.7
agencies at national and local and monitor the results of
issues and monitoring of results
levels. road safety initiatives.
Middle
Clear and measurable targets
Activity 1.4. Various government agencies in the road safety strategy
Republican Special A1.3, A1.6,
Set concrete and measurable targets in road safety 2024-2026 High X X at national and local levels, and action plan to guide
Commission for Road Safety A1.12, A6.1
strategy and action plan NGOs, international partners. efforts and evaluate progress
effectively.
Middle Establishment of reliable
Activity 1.5. Financial institutions and domestic funding
Ministry of Economy and
Developing sustainable, domestic funding sources 2024-2030 High X various government agencies mechanisms for ongoing A1.3, A5.2
Finance, Ministry of Transport
for road safety at national and local levels. road safety initiatives and
programs.
Middle
Effective use of road safety
Activity 1.6.
Ministry of Internal Affairs, performance indicators to
Develop road safety performance indicators (RSPI) High Republican Special A1.4, A1.7,
2024-2025 X X Data analysts and experts in track progress and assess
and using them to monitor progress and evaluate the Commission for Road Safety A1.12, A2.12
road safety the impact of enforcement
impact of enforcement efforts
efforts.
Middle
 Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо

Activity 1.7. Ministry of Internal Affairs, Data-driven decision-

Data collection agencies, law
Evaluate the effectiveness of enforcement efforts Ministry of Transport making, leading to more A1.6, A1.12,
     Uzbekistan

2024-2025 High X X enforcement agencies, and

through data collection and analysis, and using the Republican Special effective enforcement A2.12
analytical experts.
findings to guide future strategies and initiatives Commission for Road Safety strategies and initiatives.
Middle

Activity 1.8.
Enhanced collaboration
Developing partnerships between stakeholders, such
Ministry of Interior, Community organizations, among stakeholders for A1.2, A1.9,
as police, local government, and community groups, 2024-2025 High X X
Khokimiyats NGOs, youth groups coordinated road safety A6.2, A6.6
to coordinate enforcement efforts and promote road
enforcement and promotion.
safety
Middle
Activity 1.9.
Ministry of Higher Education, Improved capacity and
Develop and implement training programs for road Collaboration with training A1.8, A2.1, A2.2,
Science and Innovation, expertise among road
safety professionals, law enforcement officials, and 2024-2026 High X X institutions and road safety A2.3, A2.4, A2.5,
Ministry of Internal Affairs, safety professionals and law
other relevant stakeholders to build their capacity in experts. A2.6, A6.2
Ministry of Health enforcement officials.
road safety management.
High
Middle
Activity 1.10. International organizations, Enhanced knowledge-
Ministry of Internal
Encourage knowledge-sharing and collaboration Middle local and national sharing and collaboration to A1.2, A1.13,
2024-2026 X X Affairs, Republican Special
among road safety stakeholders at local, national and stakeholders, and educational exchange best practices and A6.2
Commission for Road Safety
international levels. institutions. innovations in road safety.

High
Improved traffic
Activity 1.11.
Ministry of Transport, Local Technology providers, management, reduced
Implement intelligent transportation systems (ITS) to Middle A2.9, A4.10, A6.2,
2024-2030 X Municipalities, Ministry of transportation experts, and congestion, and enhanced
optimize traffic flow, reduce congestion, and improve A6.5, A6.6
Internal Affairs local authorities. road safety through ITS
safety
implementation.

Standardized and improved

Activity 1.12. Republican Special Data experts and data collection on traffic
Data collection forms on traffic crashes should be 2024-2026 High X Commission for Road Safety, international standards crashes, facilitating more A1.4, A1.6, A1.7
refined based on the CADaS standard. Ministry of Internal Affairs bodies accurate analysis and
response.

99
Middle
100
Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо

High
Republican Special Integration of innovative
Activity 1.13. Commission for Road Safety, technologies to reduce
Technology companies,
Technological innovation to reduce environmental Ministry of Transport, environmental impacts, A1.10, A5.5, A6,4,
     Uzbekistan

2024-2030 Middle X environmental experts, and

impacts, optimise systems’ efficiency and reduce the Ministry of Ecology, enhance transportation A6.5, A6.6
research institutions.
need to travel in the frame of technology. Environmental protection and efficiency, and promote
Climate change sustainable travel options.

Pillar 2 Safe Roads

Enhanced legal framework
Activity 2.1. Ministry of Transport,
Legal experts, construction and updated standards A1.1, A1.9, A2.4,
Update national legislation, standards and Ministry of Construction and
2024-2026 High X industry, and relevant to ensure safer road A2.5, A2.6,
guidelines for road construction, reconstruction and Housing and Communal
ministries construction, reconstruction, A2.7, A6.5
maintenance services
and maintenance.
Middle
Republican Special Improved road classification
Activity 2.2. Local authorities and urban A1.9, A2.1,
2024-2025 High X Commission for Road Safety, for better traffic management
Introduce functional classification of roads and streets planning experts. A2.7, A6.1
Road Committee and safety.

Middle Inclusion of Road Safety

Activity 2.3. Road committee, Republican Audits (RSA) and Road Safety
High Road safety experts and legal A1.9, A2.1, A2.6,
Introduction of RSA and RSI procedures with 2024-2025 X X Special Commission for Road Inspections (RSI) in national
professionals. A2.7, A2.11
necessary guidelines in the national legislation Safety legislation, leading to safer
road infrastructure.
Middle
Ministry of Transport, Improved protection of
Activity 2.4. High Legal experts and land A1.9, A2.1, A2.7,
2024-2025 X X Republican Special the right-of-way for road
Protect right-of-way management authorities. A2.8, A6.3
Commission for Road Safety construction and safety.

Middle
A1.1, A1.9, A2.1,
Road Committee and traffic Safer urban road
Activity 2.5. Ministry of Internal Affairs, A2.7, A2.8, A2.10,
2024-2025 High X X management experts, local environments through
Speed management in urban areas Khokimiyats A4.10, A4.11,
government, NGOs effective speed management.
A6.1, A6.3
Middle
Road safety experts Implementation of road
Activity 2.6. Cabinet of Ministers of the A1.9, A2.3,
2024-2025 High X and audit/inspection safety audits and inspections
Adoption of road safety audits and inspection Republic of Uzbekistan A2.7, A2.11
professionals. for enhanced road safety.

Middle
 Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо

Ministry of Higher Education,

Activity 2.7. Educational institutions, Well-educated road designers A2.1, A2.2, A2.3,
High Science and Innovation,
Road safety-oriented education programmes and 2024-2025 X X road design experts, and and engineers with a focus A2.4, A2.5, A2.6,
     Uzbekistan

Republican Special
training for road designers and engineers engineering faculties. on road safety principles. A2.10, A2.11
Commission for Road Safety
Middle

Activity 2.8. Increased public awareness

Road Committee, Republican Advertising agencies,
Public campaigns to promote construction, operation High and support for safe
2024-2025 X X Special Commission for Road educational institutions, and A2.4, A2.5
and maintenance of safe roads through education road construction and
Safety the media.
and marketing initiatives maintenance.
Middle
Activity 2.9. Road Committee, Republican Improved traffic
High Technology providers and
Develop and introduce technology for better traffic 2024-2027 X Special Commission for Road management systems for A1.11
experts.
management Safety enhanced safety.
High
Activity 2.10. Middle
Improved enforcement of
Develop and introduce the technology to detect Technology companies and
2024-2027 Middle X Ministry of Internal Affairs traffic rules and deterrence of A2.5, A2.7
traffic violation and ensure the high probability to law enforcement agencies.
violations.
detect the violator

Activity 2.11.
Ministry of Construction and Safer road work zones with
Ensure that equipment installed in road work zone is High Construction companies and A2.3, A2.6,
2024-2027 X X Housing and Communal equipment meeting quality
in line with approved traffic management plan and traffic management experts. A2.7
services, Road Committee and safety standards.
with sufficient quality.
Middle

Activity 2.12.
Enhanced accident reporting
Improve registration of each accident with fatalities High Road Committee, Road safety authorities and
2024-2026 X and data collection, leading A1.6, A1.7
by representatives of the Road Committee and Khokimiyats municipal administrations
to improved safety measures.
municipal road administration
Middle

101
102
Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо
Pillar 3 Safe Vehicle
An updated legal framework
Activity 3.1. Legal experts and A1.1, A3.2, A3.3,
High Ministry of Transport, in line with international
Update national legal framework on safe vehicles to 2024-2027 X international road safety A3.4, A3.5, A3.7,
     Uzbekistan

Ministry of Justice road safety conventions,

ensure compliance with UN road safety conventions. organizations A3.9, A4.4
promoting safer vehicles.
Activity 3.2. Middle Safer and environmentally
Cabinet of Ministers of the
Implement minimum vehicle safety and emission Enforcement agencies, and friendly vehicles on the road, A3.1, A3.5, A3.6,
2024-2027 High X Republic of Uzbekistan
standards for admission to traffic and enforce environmental experts reducing emissions and A3.8, A4.4, A6.4
compliance with these standards. improving road safety.
Middle
High
Activity 3.3.
SME associations and
Provide incentives for small and medium enterprises Ministry of Economy and Improved vehicle repair
automotive repair industry
(SME) dealing with motor vehicle repair and 2024-2025 Middle X Finance, Ministry of Transport and maintenance quality, A3.1, A4.4
experts
maintenance aimed to ensure safety and reliability of enhancing vehicle safety.
vehicle repairs.

Activity 3.4.
Health professionals, legal Revised legislation promoting
Legislation on use of safety belts, child restraint Ministry of Internal Affairs,
experts, and road safety the use of safety equipment
systems and helmets should be revised based on 2024-2026 High X Ministry of Health A3.1
advocates. based on best practices and
the international best practice and latest scientific
scientific evidence.
evidence
Middle

Activity 3.5. Improved compliance

Strengthen the enforcement of periodic technical and Ministry of Internal Law enforcement agencies, with safety and emission
A3.1, A3.2, A3.6,
roadside inspections to ensure that vehicles meet 2024-2026 High X Affairs, Republican Special inspection authorities, and standards through rigorous
A3.8, A6.4
safety and emission standards and are in proper Commission for Road Safety automotive experts inspections.
working condition.
Middle

Activity 3.6.
Cabinet of Ministers of the Increased awareness among
Launch public awareness campaigns to educate Advertising agencies,
Republic of Uzbekistan, drivers, leading to better A1.1, A3.2, A3.5,
drivers about the importance of vehicle safety 2024-2025 High X X NGOs and other road safety
Republican Special compliance with safety and A4.6, A6.4
and the need to comply with safety and emission organizations, and media.
Commission for Road Safety emission standards.
standards.
Middle
 Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо

Activity 3.7.
Safer transportation of
Provide information and resources to educate drivers High Emergency response agencies
2024-2025 X X Ministry of Transport dangerous goods, reducing A3.1, A3.8, A4.6
     Uzbekistan

about the risks and consequences of transporting and relevant authorities.

potential hazards on the road.
dangerous goods and promote safe practices
Middle

Activity 3.8.
Enhanced and efficient
Invest in the development and implementation of Ministry of Investments,
Technology providers and technology-based vehicle A3.2, A3.5,
technology-based solutions for vehicle inspections, 2024-2026 High X Industry and Trade, Ministry
automotive industry experts. inspections for better safety A3.7, A4.6
such as advanced diagnostic systems and emission of Transport
and emissions control.
testing equipment.
Middle
Activity 3.9. Increased support for
Energy companies
Expand the availability of charging stations for Ministry of Energy, Ministry electric vehicles, promoting
2024-2027 High X and electric vehicle A3.1
electric vehicles to support the growing number of of Transport eco-friendly transportation
manufacturers.
imported electric vehicles. options.
Pillar 4 Safe Road User Middle
Gradual and phased driver
Activity 4.1. Driver training schools and training and licensing system
2024-2026 High X Ministry of Internal Affairs A1.1, A4.5, A4.9
Implementation of gradual driving permit system High licensing authorities. leading to safer and more
skilled drivers.
Activity 4.2. Middle Ministry of Internal Affairs, Schools, parents, and local Improved safety measures
Introduction of road safety passports for schools and 2024-2025 Middle X X Ministry of preschool and authorities, academia and for children during school A4.8, A4.10
kindergartens school education NGOs transportation.
Activity 4.3. Ministry of Transport, Legal experts, licensing Enhanced driver knowledge
High A1.1, A4.5,
Update legislation to improve knowledges and skills 2024-2027 X Republican Special authorities, and driving and skills assessments for
A4.6, A5.6
assessment of driver’s candidates Commission for Road Safety schools. safer road users.
Better monitoring of driving
Middle Ministry of Transport,
Activity 4.4. Technology providers and hours and rest periods for
2024-2026 High X Republican Special A3.1, A3.2, A3.3
Implementation of digital/analogue tachographs. transport companies. professional drivers, reducing
Commission for Road Safety
fatigue-related accidents.
Middle Enhanced quality and safety
Activity 4.5. Law enforcement agencies A4.1, A4.3,
2024-2025 High X Ministry of Internal Affairs standards in driver training
Improve control and audit of driving schools and educational institutions. A4.6, A4.10
schools.

103
Middle
104
Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо
Labor organizations,
Improved safety conditions
Activity 4.6. professional driver A3.6, A3.7, A3.8,
2024-2025 High X Ministry of Transport and well-being for
Special focus on safety of professional drivers associations, and transport A4.3, A4.5, A4.9,
professional drivers.
companies.
     Uzbekistan

Middle Law enforcement agencies, Enhanced enforcement to

Activity 4.7.
High Ministry of Internal Affairs, traffic management deter violations and reduce
Stricter enforcement, especially at night-time and on 2024-2025 X X A4.10, A4.11
Ministry of Transport authorities, and transport accidents during high-risk
motorways
companies. periods.

Activity 4.8. Middle Ministry of Higher Education, Schools, parents, and road Safer road behaviours
Introduction of road safety training for school 2024-2025 High X X Science and Innovation, safety organizations and and habits among school A4.2
children. Ministry of Internal Affairs NGOs children.
Training institutions,
Middle Well-trained and skilled
Activity 4.9. High transport companies,
2024-2025 X Ministry of Transport professional drivers, leading A4.1, A4.6
Training of professional drivers. and professional driver
to safer transportation.
associations.
Middle Efficient enforcement
Activity 4.10. High Technology providers and law A1.11, A2.5, A4.2,
2024-2027 X Ministry of Internal Affairs and deterrence of traffic
Use of automated enforcement systems enforcement agencies. A4.5, A4.7
violations.
High
Middle Enhanced traffic
Technology providers, traffic
Activity 4.11. Ministry of Transport, management and safety
2024-2027 Middle X management authorities and A2.5, A4.7
Use of ITS Ministry of Internal Affairs through technology-based
transport experts
solutions.

Pillar 5 Post-crash

Legal framework promoting

Activity 5.1.
Legal experts, healthcare first-aid activities and
Ensure legal requirements for anyone to perform Ministry of Health, Ministry
2024-2027 High X organizations, and encouraging individuals A5.6
first-aid activities within their capacity of Justice
community groups. to provide assistance in
(duty of care and Good Samaritan)
emergencies.
Middle
Republican Special Sustainable financing for
Activity 5.2. Insurance companies,
Commission for Road Safety, road safety initiatives through
Enable systemic financing of road safety activities by 2024-2027 High X financial institutions, and A1.5
Ministry of Economy and contributions from insurance
insurance companies. authorities.
Finance companies.
Middle
 Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
High National Local Responsible Cooperationо

Comprehensive health
Activity 5.3. Ministry of Health, Healthcare providers, mental
services addressing the needs
Inclusion of the physical and mental health needs of 2024-2025 Middle X Republican Special health professionals, and A1.2, A5.8, A5.9
of road crash victims, both
road crash victims in the national health strategy Commission for Road Safety victim support organizations
     Uzbekistan

physical and mental.

Activity 5.4. Emergency services,

Improved coordination and
Introduction of joint emergency services Ministry of Internal Affairs, healthcare providers, and
2024-2025 High X response times in post-crash A1.2, A5.7, A5.8
interoperability and protocols to improve post-crash Ministry of Health communication technology
emergency situations.
response experts
Middle Streamlined emergency
Activity 5.5. Ministry of Internal Affairs, Emergency services, response through a single,
A1.2, A1.13,
The one call dispatch service to include all emergency 2024-2026 High X Ministry of Health, Ministry technology providers, and comprehensive ‘one call’
A5.7, A5.8
services and not limited to ambulance services of Emergency Situations communication experts dispatch service.

Middle
High
Safer drivers with first-aid
Activity 5.6. Middle Ministry of Transport, Driver training schools, NGOs skills to respond to
2024-2025 X X A4.3, A5.1
Provide first-aid training for driver’s candidates Ministry of Health and healthcare professionals emergencies.

High
Highly trained trauma care
Ministry of Health, Medical Medical institutions,
Activity 5.7. personnel to improve post-
2024-2025 Middle X X Training Institutions universities, and trauma care A5.4, A5.5
Investment in training for trauma care personnel crash care.
experts.
High
Healthcare institutions, Enhanced trauma care
Activity 5.8.
Ministry of Health, Medical trauma care experts, and through a coordinated ‘team
Adoption of a team approach to trauma care 2024-2025 Middle X X A5.3, A5.4, A5.5
Training Institutions medical schools. approach.’
and incorporation into training

Healthcare institutions, Access to state-of-the-art

Activity 5.9. Ministry of Health, Ministry
2024-2027 High X financial institutions, and trauma care facilities for road A5.3
Investment in contemporary trauma care facilities. of Economy and Finance
trauma care experts. crash victims.

Middle

105
106
Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо
Safe Urban Mobility
Comprehensive urban
Ministry of Transport, mobility strategies and plans
     Uzbekistan

Activity 6.1. Local governments, urban

Republican Special developed at both national A1.4, A2.2, A2.5,
Develop comprehensive urban mobility strategies 2024-2026 High X X planners, and transportation
Commission for Road Safety, and local levels to enhance A6.3, A6.5, A6.10
and plans at national and local levels experts.
Khokimiyats transportation systems and
infrastructure.
Middle
Empowered and
Central and Local
Republican Special strengthened municipal A1.2, A1.8, A1.9,
Activity 6.2. High governments, urban
2024-2026 X X Commission for Road Safety, bodies capable of managing A1.10, A1.11, A6.7,
Empower and strengthen the role of municipalities planners, and transportation
Khokimiyats and implementing urban A6.8
experts.
mobility projects and policies.
Middle
Improved coordination
of land-use, urban
Activity 6.3. Ministry of Transport, Local governments, urban
High development, and transport A2.4, A2.5, A6.1,
Control and coordinate land-use and integrate urban 2024-2026 X X Central and local planners, and transportation
planning, resulting in more A6.11
and transport planning governments experts.
integrated and sustainable
urban environments.
Middle
High
Gradual implementation
Central government, Ministry
Activity 6.4. of stricter energy efficiency
of Transport, Ministry of NGOs, academia and
Gradually define and implement stricter requirements and greenhouse gas A1.13, A3.2, A3.5,
2024-2026 Middle X Ecology, Environmental international donor
in terms of energy efficiency and GHG emissions emissions standards for A3.6, A6.10
protection and Climate organizations
standards vehicles, leading to reduced
change
environmental impact.

Prioritization of public
Local governments, urban transport and active travel A1.11, A1.13, A2.1,
Activity 6.5. Ministry of Transport and
2024-2027 High X X planners, and transportation options to reduce congestion A6.1, A6.8, A6.9,
Prioritize public transport and active travel local governments
experts and promote sustainable A6.10
transportation choices.
Middle
 Institution/s/organization/s responsible
Time period for the Level
for the activity and cooperation
Activity implementation of Priority Expected outcome Connection with
activity
National Local Responsible Cooperationо

Implementation of effective
Ministry of Internal Affairs, enforcement mechanisms
Activity 6.6. High Private business, A1.8, A1.11, A1.13,
2024-2025 X Ministry of Transport and to ensure compliance with
     Uzbekistan

Implementing effective enforcement mechanisms transportation experts A6.10, A6.11

local governments traffic regulations and
enhance road safety.
Middle

Development of partnerships
Central and Local
Activity 6.7. High Republican Special between various stakeholders
2024-2025 X X governments, private A1.2, A1.3, A6.2
Developing partnerships between stakeholders Commission for Road Safety to support and fund urban
business
mobility initiatives.
Middle
Capacity development
Activity 6.8. to promote sustainable
Capacity development to promote sustainable Local governments, urban transport options, enhance
Ministry of Transport and
transport options such as cycling, walking and public 2024-2025 High X X planners, and transportation cycling and walking A6.2, A6.5
local governments
transport, the implementation of traffic calming experts infrastructure, and
measures and the relevant infrastructure implement traffic calming
Middle measures.
Public campaigns to
Activity 6.9. encourage sustainable
Local governments, urban
Public campaigns to encourage sustainable transport Ministry of Transport and transport choices, education
2024-2025 High X X planners, NGOs, academia A6.5
choices and the promotion of active travel through local governments on active travel, and
and transportation experts
education and marketing initiatives. marketing initiatives to
High promote these choices.
Middle
Development of Intelligent
Central government, Ministry
Activity 6.10. Transport Systems (ITS) A6.1, A6.4, A6.5,
2024-2027 Middle X X of Transport and local Private business, academia
Development of Intelligent Transport Systems (ITS) to improve transportation A6.6
governments
efficiency and safety
High
Technological innovation
Activity 6.11. to reduce environmental
Local government,
Technological innovation to reduce environmental Middle Central government, Ministry impacts, optimize
2024-2027 X Technologic companies, A6.3, A6.6
impacts, optimize systems’ efficiency and reduce the of Transport transportation systems’
Environmental organizations
need to travel efficiency, and reduce the
need for unnecessary travel.

107
     Uzbekistan

6. Annexes
Annex 1 List of indicators to be calculated for grading of safety performance in Uzbekistan

Road infrastructure
1. Condition of road surface. Scored “0” if indicator is lower than 55%
scored “1” if indicator is lower than 56-70%
scored “2” if indicator is between 71-85%
scored “3” if indicator is between 86-100%
2. Availability of road signs. Same as above
3. Availability of direction assisting sign boards. Same as above
4. Regulation of pedestrian crossings. Same as above
5. Availability of underground and surface pedestrian crossings. Same as above
6. Availability of sidewalks. Same as above
7. Availability of bicycle lanes. Same as above
8. Provision of parking lots. Same as above
9. Condition of horizontal road marking Same as above
10. It is equipped with a barrier separating the road. Same as above
11. Road lighting. Same as above
12. Equipment level of educational institutions. Same as above
13. Availability of road safety classrooms in educational institutions. Same as above
14. Availability of road safety platforms in educational institutions. Same as above
15. Availability of traffic lights. Same as above
16. Roadside landscaping. Same as above
17. Installation of guideposts. Same as above
18. Provision of violation detection devices. Same as above
19. Equipped with video surveillance cameras. Same as above
20. Presence of artificial irregularities. Same as above
21. State of compliance with traffic rules in enterprises and organizations located in the territory. Same as above
22. Level of equipping with visual aids promoting and promoting traffic rules. Same as above
23.Level of preventive measures to promote traffic rules. Same as above
24. State of involvement of sponsorship funds that are not prohibited by law to ensure road safety. Same as above
Compliance of road users’ behaviour with traffic rules.
25. Number of traffic accidents per hundred thousand population. Scored 3 if number is 0;
scored 2 if number is 1;
scored 1 if number is 2;
scored 3 if number is 3 or more
26. Number of people who died as a result of traffic accidents per hundred thousand inhabitants. Same as above
27. Number of black spots Same as above
28. Number of administrative offenses related to traffic violations per hundred thousand inhabitants. Scored 3 if number is up to 200;
scored 2 if scored up to 400;
scored 1 if number is up to 600;
scored 0 if number is 600 or more
29. Number of congested places scored 3 if number is 0;
scored 2 if number is 1;
scored 1 if number is 2;
scored 3 if number is 3 or more
Road safety performance grading of districts (cities) Red if 0 – 29 points;
Yellow if 30-58 points;
Green if 59 – 87 points.
Source: https://lex.uz/docs/6136750, chapter 3 of the attachment 4

108
     Uzbekistan

References

■ “ADB improves governance of the road safety in Uzbekistan”, http://tashkenttimes.uz/finances/9513-adb-improves-

governance-of-the-road-safety-in-uzbekistan

■ “Building road safety engineering capacity in Tashkent” https://www.easst.co.uk/building-road-safety-engineering-capacity-

in-tashkent/?fbclid=IwAR3ZiXAcokZZ6jGb3KdK4oN9Ii0AcBUXY9HM1M-2IQnvY9-izhDtWNzfyLM

■ “CAREC National Road Safety Engineering Workshop (Uzbekistan)” https://www.carecprogram.org/?event=road-safety-

workshop-uzb-apr-2019

■ “EAEU — Uzbekistan: cooperation for building trade and economic relations” https://eec.eaeunion.org/en/news/eaes-
uzbekistan-sotrudnichestvo-v-tselyakh-narashchivaniya-torgovo-ekonomicheskikh-svyazey/

■ “IRD Engineering provides capacity building activities on road safety in the Republic of Uzbekistan” https://irdeng.
com/2022/06/08/ird-engineering-provides-capacity-building-activities-on-road-safety-in-the-republic-of-uzbekistan/

■ “Issues of development of public transport in the city of Tashkent discussed” https://www.uzdaily.uz/en/post/70828

■ “Law on road safety” [10/04/2013], https://lex.uz/docs/2153413

■ “On Measures for Reliable Ensuring of Human Security and Sharp Reduction of Death on Roads”, https://uza.uz/ru/posts/
o-merax-po-nadezhnomu-obespecheniyu-bezopasnosti-cheloveka-i-rezkomu-sokrascheniyu-sluchaev-smertnosti-na-
avtomobilnyx-dorogax_361200

■ “Public transport development issues in the city of Tashkent discussed” https://yuz.uz/en/news/toshkent-shahrida-jamoat-

transportini-rivojlantirish-masalalari-muhokama-qilindi

■ “Road Safety in Uzbekistan”, https://www.easst.co.uk/country/uzbekistan/

■ “The draft master plan of Tashkent City 2045 considered” https://uza.uz/en/posts/the-draft-master-plan-of-tashkent-city-

2045-considered_416936?q=%2Fposts%2Fthe-draft-master-plan-of-tashkent-city-2045-considered_416936

■ “Uzbek authorities envision creating more social facilities at expense of parking areas” https://uzreport.news/society/uzbek-
authorities-envision-creating-more-social-facilities-at-expense-of-parking-areas

■ A Sustainable Model of Urban Public Mobility in Uzbekistan, https://www.researchgate.net/publication/363280621_A_

Sustainable_Model_of_Urban_Public_Mobility_in_Uzbekistan

■ Accident statistics, https://yhxx.uz/ru/statistics

■ Bachelor’s Programs of Kimyo International University, https://kiut.uz/en/programs/bachelors-programs/faculty-directions/

Traffic-management/

■ Building Blocks for Integrated Transport and Logistics Development Uzbekistan, Policy Paper, The World Bank, 2020, https://
openknowledge.worldbank.org/bitstream/handle/10986/34160/Uzbekistan-Building-Blocks-for-Integrated-Transport-and-
Logistics-Development-Policy-Paper.pdf?sequence=4&isAllowed=y

■ Decision of the President of the Republic of Uzbekistan No. 316 on Approval of the National Program “Safe and Smooth Road”
[12/07/2022], https://lex.uz/docs/6106551

■ Decree of the Cabinet of Ministers of the Republic of Uzbekistan on the Scientific and Methodological Support of the Field
of Road Safety, the Regulation of Operational and Installation Activities on the Roads and the Introduction of the Practice of
Maintaining the “safe road” index https://lex.uz/docs/1899292

■ Decree of the President of the Republic of No. 5647 on measures to radically improve the system of public administration in
the field of transport [01/02/2019] https://lex.uz/docs/4194115

109
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■ Decree of the President of the Republic of Uzbekistan dated 28 January 2022 DP-60 “On the Development Strategy of the
New Uzbekistan for 2022-2026”, https://lex.uz/ru/docs/5841077

■ Decree of the President of the Republic of Uzbekistan dated 1 February 2019, NoUP-5647 “On measures to radically improve
the system of public administration in the field of transport”, https://lex.uz/docs/4194115

■ Decree of the President of the Republic of Uzbekistan No. PP-3127 “On measures to further improve the road safety system”
[11.07.2017] https://lex.uz/docs/3743453

■ Draft regulatory legal act “On approval of the Strategy for the development of the transport system of the Republic of
Uzbekistan until 2035”. ID-3867, https://regulation.gov.uz/ru/document/3867

■ Environmental Performance Reviews Uzbekistan, Third Review Synopsis, United Nations Economic Commission for Europe,
Geneva, 2020 https://unece.org/DAM/env/epr/epr_studies/Synopsis/ECE.CEP.188_Uzbekistan_Eng_Synopsiss.pdf

■ Intergovernmental Agreement on the Asian Highway Network, Bangkok, 18 November 2003, https://treaties.un.org/Pages/
ViewDetails.aspx?src=TREATY&mtdsg_no=XI-B-34&chapter=11&clang=_en

■ ITC Recommendations for Enhancing National Road Safety System, United Nations Economic Commission for Europe
(UNECE), January 2022 https://unece.org/sites/default/files/2022-01/ITC%20Recommendations%20for%20Enhancing%20
National%20Road%20Safety%20Systems.pdf

■ Land use by transport infrastructure in Tashkent City, Shipilova, Radkevich, Tsoy, Shoergashova, Vildanova and Gapirov
https://iopscience.iop.org/article/10.1088/1757-899X/883/1/012067/meta

■ Law of the Republic of Uzbekistan on Normative Legal Acts https://lex.uz/docs/5695915

■ Ministry of Transport, https://mintrans.uz/en/

■ Move mobility adapted from Dalkmann & Brannigan, 2007

■ On Amendments and Additions to the Law of the Republic of Uzbekistan “On Road Safety” [28.03.2013] https://lex.uz/
docs/2153413

■ Presidential Decree No. 5890 “On measures to deeply reform the road management system of the Republic of Uzbekistan”,
[09/12/2019]

■ Presidential Resolution No. 190 on Measures for Reliable Ensuring of Human Security and Sharp Reduction of Death on Roads
[04/04/2022], https://lex.uz/docs/5937577#5943087

■ Research and development and knowledge transfer, https://road-safety.transport.ec.europa.eu/statistics-and-analysis/

statistics-and-analysis-archive/road-safety-management/research-and-development-and-knowledge-transfer_en

■ Resolution adopted by the General Assembly on 31 August 2020, A/RES/74/299, https://undocs.org/Home/

Mobile?FinalSymbol=A%2FRES%2F74%2F299&Language=E&DeviceType=Desktop&LangRequested=False

■ Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 83 on additional measures to accelerate the
implementation of national goals and objectives in the field of sustainable development for the period up to 2030
[21/02/2022] https://lex.uz/docs/5870397

■ Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No. 425 on measures to organize the development of a
strategy for the development of road construction in the Republic of Uzbekistan for the long term [22/05/2019], https://lex.
uz/docs/4349291

■ Resolution of the Cabinet of Ministers of the Republic of Uzbekistan No.975 on measures to organize the development of a
strategy for the development of road construction in the Republic of Uzbekistan for the long term [01/12/2018], https://lex.
uz/docs/4089922

■ Resolution of the President No. 4545 “On measures to further improve the road management system”, [09/12/2019]

■ Road Committee, https://www.uzavtoyul.uz/en/

110
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■ Road Safety Management 2018, ERSO, https://road-safety.transport.ec.europa.eu/system/files/2021-07/ersosynthesis2018-

roadsafetymanagement.pdf

■ Statistics Agency under the President of the Republic of Uzbekistan https://stat.uz/en/

■ Ташкент — Ускорение инвестиций в автомобили с низким уровнем выбросов (TAILEV). https://www.thegef.org/projects-

operations/projects/10282

■ Tashkent State Transport University, https://tstu.uz/?page_id=43382&lang=en

■ The Constitution of the Republic of Uzbekistan, https://lex.uz/ru/docs/4032775

■ Traffic Safety Service of the Department of Public Security of the Ministry of Internal Affairs of the Republic of Uzbekistan,
https://yhxx.uz/

■ Urban Mobility Plans National Approaches and Local Practice Moving Towards Strategic, Sustainable and Inclusive Urban
Transport Planning, https://trid.trb.org/view/1336015

■ World Air Quality Report 2018, https://www.iqair.com/world-most-polluted-cities/world-air-quality-report-2018-en.pdf

111
 Road accidents are a major problem in modern societies: annually almost 1.2 million people
Road Safety Performance Review
Uzbekistan

are killed and 50 million injured globally. Road traffic injuries are estimated to be the eighth
leading cause of death globally, and the leading cause for children and young adults aged
between 15 and 29 years, thus heavily implicating people who are entering their most
productive years. These losses are largely preventable, and they underscore the urgent need
for action to improve road safety.
In 2020, the United Nations General Assembly proclaimed the decade 2021-2030 as the Second
Decade of Action for Road Safety and set a goal to stabilize and reduce the level of global road
traffic fatalities by increasing safety programmes at the national, regional and global levels.
Using previous experiences in establishing road safety system, in 2020 the Inland Transport
Committee Recommendation to Enhance National Road Safety System (ITC Recommendations)
were formulated, focusing on applying the safe system approach: in road safety system
management; for safe users, safe vehicles, safe roads, and effective post-crash response, and
addressing them as the essential blocks for developing an integrated and effective national
road safety system.
The Road Safety Performance Review (RSPR) was designed to help the beneficiary country to
strengthen the road safety capacities and effectively address and improve national road safety
system. The most critical road safety aspects and priority needs in the beneficiary country will
be identified by preparing the RSPR. The RSPR will map gaps in national institutional, legal and
regulatory frameworks, assess the level of compliance with UN road safety legal instruments
- all in line with the ITC Recommendations and the Second Decade of Action for Road Safety
and give recommendations for future actions. Based on the RSPR findings, a national capacity-
building workshop/s and policy dialogue will take place to provide further training on the
priority areas identified through the RSPR and on accession and implementation of United
Nations road-safety related legal instruments.
The RSPR was prepared for four countries Albania, Georgia, Dominican Republic and Viet Nam
in the framework of the UNDA-financed project and the UN Secretary General Special Envoy
for Road Safety Secretariat completed four more RSPR in Uganda, Cameroon, Ethiopia and
Zimbabwe based on the same methodology.

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United Nations Economic Commission for Europe

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