Experts explain how this project will affect the development of logistics processes and investment attractiveness of Kazakhstan.
“This route,” says transport logistics expert Ainur Diveyeva, “closes one of the key ‘gaps’ in Central Kazakhstan, where weak transport connectivity between industrial regions persists. This primarily concerns the mining and metallurgical sector: improving road infrastructure will accelerate the export of raw materials and finished products and reduce dependence on a limited number of routes.”According to the expert, in such projects, modernization of road infrastructure can reduce delivery time by 20–30% and reduce business transport costs by 10–15%. This reduces infrastructure barriers and makes the region more attractive for investment, primarily in industry and processing.
At the same time, Diveyeva notes that rail transport will remain the backbone for bulk cargo transportation, while the highway will enhance logistics flexibility. This will allow faster redistribution of flows within the country and reduce the load on certain sections of the railway network.
Financier Venera Zhanalina notes that from the perspective of investment attractiveness, the project has a signaling effect: the participation of institutions such as the International Bank for Reconstruction and Development and the Asian Infrastructure Investment Bank indicates that the project is considered acceptable for international financing in terms of its structure, preparation quality, and risk management mechanisms.
“According to the Asian Infrastructure Investment Bank’s assessment,” adds Zhanalina, “modernization of the Zhezkazgan – Karaganda section could reduce travel time by 1.1 hours – from 6.64 to 5.53 hours. This will lead to a reduction in operational and time costs for transport.”According to the World Bank, export-import road traffic on this route could grow from 67 thousand tons in 2022 to 358 thousand tons by 2030, subject to the development of related infrastructure. If these projects are delayed, the figure could be about 212 thousand tons.
At the same time, the current transport isolation of the region directly affects the cost of goods. “Logistics costs in the Ulytau region exceed 20% of the product cost, which limits access to markets and services,” notes Zhanalina. The potential coverage of project beneficiaries is estimated at 1.36 million people.Experts emphasize that the key factor of efficiency will not be the construction of the road itself, but its integration into existing logistics chains. This requires parallel development of warehouse infrastructure, service hubs, and digital solutions.
“Overall, this is an infrastructure-justified project that increases the resilience of domestic logistics and reduces barriers for business. However, its impact on the country’s transit potential will be limited and depends on the comprehensive development of the entire transport system,” concludes Diveyeva.
