The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
2.1.7 Current Status and Issues of Other Peripheral Countries
2.1.7 Current Status and Issues of Other Peripheral Countries
2.1.7.1
India
2.1.7.1
India
(1) Assistance of India to Afghanistan
(1) Assistance of India to Afghanistan
India has, as a member of the international community, extended assistance to Afghanistan. Just after
India has, as a member of the international community, extended assistance to Afghanistan. Just after
the suicide bomb attack at the Indian Embassy in Kabul on July 7, 2008, President Karzai visited
the suicide bomb attack at the Indian Embassy in Kabul on July 7, 2008, President Karzai visited
India on August 3-5, 2008. Then, India promised assistance of US$450 million in addition to
India on August 3-5, 2008. Then, India promised assistance of US$450 million in addition to
US$750 million already committed.
US$750 million already committed.
The main contents of Indian assistance to Afghanistan are a 218km road construction project
The main contents of Indian assistance to Afghanistan are a 218km road construction project
between Zarang and Dilaram (completed on January 22, 2009) and construction of power
between Zarang and Dilaram (completed on January 22, 2009) and construction of power
transmission lines between Pul-e-Khumri and Kabul (it was to be completed in April 2009). In
transmission lines between Pul-e-Khumri and Kabul (it was to be completed in April 2009). In
addition, 250 thousand cubic meters of wheat was given for free, and the Indira Gandhi Children’s
addition, 250 thousand cubic meters of wheat was given for free, and the Indira Gandhi Children’s
Hospital in Kabul was reconstructed.
Hospital in Kabul was reconstructed.
As education and capacity building projects, India accepts students from Afghanistan, trains 1,000
As education and capacity building projects, India accepts students from Afghanistan, trains 1,000
construction workers, and gives financial assistance to women’s independence and small-scale
construction workers, and gives financial assistance to women’s independence and small-scale
development projects.
development projects.
2.1.7.2 Present Conditions and Issues on Road Transport in India
2.1.7.2 Present Conditions and Issues on Road Transport in India
1) Present Conditions of the International Trunk Road Network in India
1) Present Conditions of the International Trunk Road Network in India
A. Present Asian Highway Network in India
A. Present Asian Highway Network in India
Table 2.11 International Trunk Roads in India
Table 2.11 International Trunk Roads in India
Route
Itinerary
No.
Route
Itinerary
No. Moreh (border of Myanmar) – Imphal
AH1
– Nagaon
– Dawki
(border of– Imphal
AH1 Moreh
(border
of Myanmar)
–Bangladesh)
Nagaon – Dawki (border of
Bangaon
(border of Bangladesh) –
Bangladesh)
Kolkata –(border
Barhi –ofKanpur
– Agra––
Bangaon
Bangladesh)
New Delhi
– Attari
(border–of
Kolkata
– Barhi
– Kanpur
Agra –
Pakistan)
New
Delhi – Attari (border of
AH2 Border
of Bangladesh – Siliguri –
Pakistan)
AH2 Border of Nepal
Bangladesh – Siliguri –
Banbasa
Border of(border
Nepal of Nepal) –
Moradabad
– New
Banbasa
(border
ofDelhi
Nepal) –
AH42 Raxaul
(border
of Nepal)
Moradabad
– New
Delhi – Barauni –
Nawada(border
– Barhiof Nepal) – Barauni –
AH42 Raxaul
Nawada – Barhi
AH43 Agra – Gwalior – Nagpur –
Hyderabad
– Bangalore
– Krishnagiri
AH43 Agra
– Gwalior
– Nagpur
–
– Madurai ––Dhanushkodi
(to Sri
Hyderabad
Bangalore – Krishnagiri
Lanka)
– Madurai – Dhanushkodi (to Sri
AH45 Kolkata
Lanka) – Kharagpur – Bhubaneswar –
Visakhapatnam
– Vijayawada
–
AH45 Kolkata
– Kharagpur
– Bhubaneswar
–
Chennai – Krishnagir
Visakhapatnam
– Vijayawada –
AH46 Kharagpur
– Raipur – Nagpur – Dhule
Chennai – Krishnagir
AH46
– Raipur
– Nagpur
– Dhule–
AH47 Kharagpur
Gwalior – Indore
– Dhule
– Mumbai
Bangalore
AH47 Gwalior
– Indore – Dhule – Mumbai –
Bangalore
Total
Total
Source: Asian Highway
Database 2009, UN ESCAP
Length
Selection Criteria
(km)
Length
Selection Criteria
(km)
834 *Connection between Capitals
Centers
Capitals
834 *Connection between Industrial/Agricultural
*Connection between Industrial/Agricultural Centers
2,036 *Connection between Capitals
Industrial/Agricultural Centers
2,036 *Connection between Capitals
major Ports
*Connection between Industrial/Agricultural
Centers
Cargo Ports
Terminals
*Connection between major
Capitals
Terminals
53 *Connection between Cargo
Centers
Capitals
53 *Connection between Industrial/Agricultural
324 *Connection between Industrial/Agricultural Centers
324
457 *Connection between Industrial/Agricultural Centers
major Ports
Centers
457 *Connection between Industrial/Agricultural
*Connection between Cargo
Terminals
major Ports
Industrial/Agricultural
Centers
Terminals
2,433 *Connection between Cargo
Terminals
Industrial/Agricultural
Centers
2,433 *Connection between Cargo
*Connection between Cargo Terminals
1,945 *Connection between Industrial/Agricultural Centers
major Ports
Centers
1,945 *Connection between Industrial/Agricultural
Cargo Ports
Terminals
*Connection between major
Industrial/Agricultural
Centers
Terminals
1,508 *Connection between Cargo
1,508
2,060 *Connection between Industrial/Agricultural Centers
Ports
Industrial/Agricultural
Centers
2,060 *Connection between major
Cargo Ports
Terminals
*Connection between major
11,650 *Connection between Cargo Terminals
11,650
Source: Asian Highway Database 2009, UN ESCAP
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In 1993, the A.H. in India was redesigned to include 7 road sections and it was again modified (i.e.
route changes) during a review of the network in 2002 so that some road sections completed bypass
routes. However, even after the review, A.H. network, basically, still follows the same principle of
that of 1993. The road network in India forms a diamond shape and they are connected with each
other at the 4 large cities, Delhi、Mumbai, Kolkata and Chennai. The A.H. road network in India is
shown in Table 2.11 and Figure 2.43.
Figure 2.43 A.H. Road Network in India
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
B. Present Asian Highway Network in India
B. Present Asian Highway Network in India
In India, there are A.H roads with various classes from Primary to Class III and the only section
In India, there are A.H roads with various classes from Primary to Class III and the only section
which is identified as primary is the 90km between Panvel and Pune, which is adjacent to Mumbai.
which is identified as primary is the 90km between Panvel and Pune, which is adjacent to Mumbai.
The following explanations show the outline of the A.H. which is called the Golden Quadrangle in
The following explanations show the outline of the A.H. which is called the Golden Quadrangle in
India.
India.
⋅
The road section between Deli and Kolkata is classified as Class II with the exception of some
⋅
The
roadnear
section
Deli area
and that
Kolkata
is classified
as Class
sections
Delibetween
and Kolkata
are classified
as Class
I. II with the exception of some
sections near Deli and Kolkata area that are classified as Class I.
⋅
The road section between Deli and Mumbai is classified as Class II with exception of a section
⋅
The
section
Deliasand
Mumbai
is classified as Class II with exception of a section
near road
Mumbai
thatbetween
is classified
Class
I.
near Mumbai that is classified as Class I.
⋅
The road section between Kolkata and Chennai is classified as Class I.
⋅
The road section between Kolkata and Chennai is classified as Class I.
⋅
The road section between Mumbai and Chennai is classified as Class I with the exception of
⋅
The
section
between
Mumbaiasand
Chennai
is classified as Class I with the exception of
someroad
sections
which
are classified
Class
II.
some sections which are classified as Class II.
C. Issues
C. Issues
The road mode carries 85% of all passengers and 65% of all cargo transported and it is identified as
The road mode carries 85% of all passengers and 65% of all cargo transported and it is identified as
a major transportation mode. The road length reaches 3,300,000 km and it is the second longest
a major transportation mode. The road length reaches 3,300,000 km and it is the second longest
length in the world. However, the road length per population of 1000 remains at only 2.75km, which
length in the world. However, the road length per population of 1000 remains at only 2.75km, which
is lower than the world average of 6.7 km, hence, the domestic road network does not satisfy the
is lower than the world average of 6.7 km, hence, the domestic road network does not satisfy the
road transport needs. Particularly, the road capacity is insufficient since the dual carriage way road
road transport needs. Particularly, the road capacity is insufficient since the dual carriage way road
network occupies only 14% of the national trunk road and 1% of rural roads. Moreover, the single
network occupies only 14% of the national trunk road and 1% of rural roads. Moreover, the single
carriageway road network still represents 59% of national roads and 22% of rural roads. Hence,
carriageway road network still represents 59% of national roads and 22% of rural roads. Hence,
average traveling speed is slow at around 50km/hr.
average traveling speed is slow at around 50km/hr.
On the other hand, the Government promotes the Expressway construction/development by the
On the other hand, the Government promotes the Expressway construction/development by the
private sector such as BOT or PPP that reaches approximately 5,600km.
private sector such as BOT or PPP that reaches approximately 5,600km.
As explained above, there is much difference in terms of road development level, and this creates
As explained above, there is much difference in terms of road development level, and this creates
unbalanced conditions between the urban and rural areas. This situation is caused by the absolutely
unbalanced conditions between the urban and rural areas. This situation is caused by the absolutely
insufficient budget allocation. Some other issues are difficulties in land acquisition for road right of
insufficient budget allocation. Some other issues are difficulties in land acquisition for road right of
way and environmental measures.
way and environmental measures.
(3) Present Situation and Issues on Railway Sector
(3) Present Situation and Issues on Railway Sector
Railways in India are operated and managed by the National Railway of India, under the supervision
Railways in India are operated and managed by the National Railway of India, under the supervision
of the Ministry of Railways. The number of its employee is 1.4 million; this is the most of any
of the Ministry of Railways. The number of its employee is 1.4 million; this is the most of any
country in the world. The distribution of the railway network is the largest in the world, 18 million
country in the world. The distribution of the railway network is the largest in the world, 18 million
passengers per day and 2 million tons of freight traffic. The number of stations is 6,900, total
passengers per day and 2 million tons of freight traffic. The number of stations is 6,900, total
length of the line is 63,000 Km. The gauge is generally 1,676 mm but some railway lines apply
length of the line is 63,000 Km. The gauge is generally 1,676 mm but some railway lines apply
1,000 mm or 767 mm gauge to save construction cost. Both freight and passenger transports are
1,000 mm or 767 mm gauge to save construction cost. Both freight and passenger transports are
increasing, income and expenditure has been in surplus in the last ten years. Gross annual profit in
increasing, income and expenditure has been in surplus in the last ten years. Gross annual profit in
the
year 2008
2008 was
was 134,311
134,311 million
million Rupees,
Rupees, and
and the
the ratio
ratio of
of passenger
passenger and
and freight
freight transport
transport is
is 3
3 to
to 7.
7.
the year
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Figure 2.44 Railway Network in India (Source; Indian Railways)
Railway Facilities (Indian Railway Year Book 2007-2008)
Line length: 63,237 km
Number of locomotives: 8,330
Number of coaches: 47,375
Number of wagons: 204,304
Number of stations: 7,025
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Railway Transport (Indian Railway Year Book 2007-2008)
Railway
Transport
(Indian
Railway Year Book 2007-2008)
Passengers:
6,525
million
Passengers: 6,525 million
Passenger-Km: 769,956 million
Passenger-Km: 769,956 million
Tonnage: 734 million
Tonnage: 734 million
Ton-Km: 521,993 million
Ton-Km: 521,993 million
Management Indicator (Indian Railway Year Book 2007-2008)
Management
(Indian Railway Year Book 2007-2008)
Number ofIndicator
Staff: 1,394,500
Number of Staff: 1,394,500
Revenue: 717,200 million Rupees
Revenue: 717,200 million Rupees
Expenditures: 544,622 million Rupees
Expenditures: 544,622 million Rupees
2.1.7.2 Kazakhstan
2.1.7.2 Kazakhstan
(1) Present Conditions and Issues on Road Transport in Kazakhstan
(1) Present Conditions and Issues on Road Transport in Kazakhstan
A. Present Conditions of International Truck Road Network in Kazakhstan
A. Present Conditions of International Truck Road Network in Kazakhstan
Kazakhstan is a vast land which is 7 times lager than that of Japan. Kazakhstan is also identified as
Kazakhstan is a vast land which is 7 times lager than that of Japan. Kazakhstan is also identified as
the important relay point between Europe and China from the geographical view point, therefore, the
the important relay point between Europe and China from the geographical view point, therefore, the
development of the road network in Kazakhstan affects the international transport system in the
development of the road network in Kazakhstan affects the international transport system in the
region.
region.
Kazakhstan produces plenty of mineral resources such as oil, coal, chrome, silver, tungsten, lead and
Kazakhstan produces plenty of mineral resources such as oil, coal, chrome, silver, tungsten, lead and
zinc. Moreover, the country has active agriculture and livestock farming industries. Those products
zinc. Moreover, the country has active agriculture and livestock farming industries. Those products
and industries require reliable transport modes and the road and railway modes in Kazakhstan have
and industries require reliable transport modes and the road and railway modes in Kazakhstan have
been taking important rolls as they are expected.
been taking important rolls as they are expected.
The road network in Kazakhstan has been developed in connection with neighboring countries such
The road network in Kazakhstan has been developed in connection with neighboring countries such
as Russia, Kyrgyz, Uzbekistan and Turkmenistan. A.H.5, 6 and 7 are identified as major
as Russia, Kyrgyz, Uzbekistan and Turkmenistan. A.H.5, 6 and 7 are identified as major
international trunk road sections in the country. In addition, the A.H. road numbers with two digit
international trunk road sections in the country. In addition, the A.H. road numbers with two digit
numbers are organized as the regional road network. A.H 5 connects between Khorgos, the China
numbers are organized as the regional road network. A.H 5 connects between Khorgos, the China
border, and Zhibek Zholy, the Uzbekistan border, via Almaty, Merke, and Symkent. A.H.6 is the
border, and Zhibek Zholy, the Uzbekistan border, via Almaty, Merke, and Symkent. A.H.6 is the
road route which is generally across south Russia but the section between Karakuga and Chistoe
road route which is generally across south Russia but the section between Karakuga and Chistoe
passes in Kazakhstan for about 90km. A.H 7 starts from south in the country and branches from
passes in Kazakhstan for about 90km. A.H 7 starts from south in the country and branches from
A.H.5 at Merke and goes north via Burybaital, Balkhash, Karaganda, Astana, Zhaksy and Kustanai,
A.H.5 at Merke and goes north via Burybaital, Balkhash, Karaganda, Astana, Zhaksy and Kustanai,
and reaches Kaerak, and the Russian border eventually. A.H.7 crosses with A.H.6 in Russia as well.
and reaches Kaerak, and the Russian border eventually. A.H.7 crosses with A.H.6 in Russia as well.
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Table 2.12 International Trunk Roads in Kazakhstan
Route
Itinerary
No.
AH5 Khogors (border of China) – Koktal –
Almaty – Kordai (border of Kyrgyz)
Merke (boder of Kyrgyz) – Shymkent
– Zhibek Zholy (border of Uzbekistan)
AH6 Karakuga (border of Russia) –
Petroparlovsk – Chisote (border of
Russia)
AH7 Kaerak (border of Russia) – Kostanai
– Ruzayevka – Zhaksy – Astana –
Karaganda – Burubaital – Merke
AH60 Pnirtyshshkoe (border of Russia) –
Pavlodar – Semipalatinsk – Taskesken
– Ucharal – Saryozek – Almaty –
Burubaital
AH61 Kordai – Merke
Shymkent – Aralsk – Karabutak –
Ural’sk – Kamenka (border of Russia)
AH62 Petropavlovsk – Zhezkazgan –
Kyzylorda
AH63 Pogodaevo (border of Russia) –
Ural’sk – Atyrau – Dossor – Beyneu –
Border of Uzbekistan
AH64 Krasny Aul (border of Russia)–
Semipalatinsk
Pavlodar – Shiderty – Astana –
Kokshetau – Petropavlovsk
AH67 Bakhty – Taskesken
Shiderty – Karaganda – Zhezkazgan
AH68 Dostyk (border of China) – Ucharal
AH70 Kotyaevka (border of Russia) – Atyrau
Beyneu – Zhetybai – Aktau –
Zhanaozen – Border of Turkmenistan
Total (11 Routes)
Length
(km)
557
474
190
1,981
1,928
Selection Criteria
*Connection between Capitals
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
*Connection between Capitals
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
*Connection between Capitals
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
150
2,062
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
1,363
*Connection between Industrial/Agricultural Centers
1,052
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
111
*Connection between Industrial/Agricultural Centers
887
187
753
184
277
700
*Connection between Industrial/Agricultural Centers
*Connection between Industrial/Agricultural Centers
*Connection between Industrial/Agricultural Centers
*Connection between major Ports
12,856
Source: Asian Highway Database 2009, UN ESCAP
B. Present Asian Highway Network in Kazakhstan
In Kazakhstan, there are A.H. roads with various classes from Primary to Class III. Generally, the
class of roads are either Class II or III except the Class I road near the old capital Almaty. The
followings are explanations of the current situation of A.H. in the country.
-
As for A.H.5, the road section between Khorgos and Almaty has either dual carriageway or
single carriageway and classification depends on the sections which are also either Class II or III.
The section between Almaty and Merke is also the same as the above. The section between
Merke and Symkent generally has a single carriageway and its class is varied either Class II or
III.
-
As for A.H.7, the road section between Merke~Burybaital in the south of the country is
classified as Class III and the section between Burybaital and Karaganda is Class II. The section
between Karaganda and Astana is Class II (partially Class I) and the section between Astana and
the Russian border is either Class II or III.
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Figure 2.45 A.H. Road Network in Kazakhstan
Figure 2.45 A.H. Road Network in Kazakhstan
C. Issues
C. Issues
The greatest issue of the road sector in Kazakhstan is also insufficient road maintenance. Most of the
The greatest issue of the road sector in Kazakhstan is also insufficient road maintenance. Most of the
network was constructed during the era of the Soviet Union and almost half of the roads are
network was constructed during the era of the Soviet Union and almost half of the roads are
considered to require drastic rehabilitation works. Regarding the trunk roads across the country,
considered to require drastic rehabilitation works. Regarding the trunk roads across the country,
large scale rehabilitation work such as widening to dual carriageway has been carried out since the
large scale rehabilitation work such as widening to dual carriageway has been carried out since the
traffic volume increased rapidly. However, the road sections in rural areas are not focused on for
traffic volume increased rapidly. However, the road sections in rural areas are not focused on for
such rehabilitation because the contribution to economic development is considered to be slight.
such rehabilitation because the contribution to economic development is considered to be slight.
Hence, there is a huge gap in terms of development level between urban and rural areas that creates
Hence, there is a huge gap in terms of development level between urban and rural areas that creates
gaps in living standards between the areas.
gaps in living standards between the areas.
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(2) Present Situation and Issues on Railway Sector
Railways in Kazakhstan are developed, operated and managed by a Joint Stock Company of
Kazakhstan Temir Zholy (KTZ), established in 1894. There are 22 joint stock companies for
railway related projects; KTZ takes a leading position in these companies.
The gauge is 1,520 mm,
total length is 13,579 Km and 3,811 Km of it is electrified, 4,706 Km is double- tracked.
Major
articles of the freight transport are the Kazakhstani staples of petroleum, minerals and agricultural
products.
Figure 2.46 Railway Network in Kazakhstan (Source; Kazakhstan Temir Zholy)
Railway Facilities (2007-2008)
Line length: 14,000 km
Number of locomotives: 1,500
Number of coaches: 1,700
Number of wagons: 44,000
Number of stations: 700
Railway Transport (2007, source; KTZ)
Passenger-Km: 14,000 million
Tonnage: 261 million
Ton-Km: 200,752 million
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Management Indicator (Year Book 2007-2008)
Management
(Year Book
Revenue :Indicator
431,000 million
Tenges2007-2008)
Revenue : 431,000 million Tenges
Expenditure : 417,000 million Tenges
Expenditure : 417,000 million Tenges
Astana Railway Station
Astana Railway Station
Double Track
Double Track
Cargo Vehicle Transportation
Cargo Vehicle Transportation
Source; Kazakhstan Temir Zholy
Source; Kazakhstan Temir Zholy
The Kazakhstani railway network is connected to the neighboring countries of Russia, China,
The Kazakhstani railway network is connected to the neighboring countries of Russia, China,
Uzbekistan, Turkmenistan, and the Caspian coastal countries of Azerbaijan and Iran. Therefore,
Uzbekistan, Turkmenistan, and the Caspian coastal countries of Azerbaijan and Iran. Therefore,
there are international transportations between the above countries. The Kazakhstani railway
there are international transportations between the above countries. The Kazakhstani railway
network is positioned as the hub of the North-South and East-West transportation corridors.
network is positioned as the hub of the North-South and East-West transportation corridors.
Recently KTZ has emphasised on introducing IT technology to the railway system such as ticketing,
Recently KTZ has emphasised on introducing IT technology to the railway system such as ticketing,
freight tracking system, etc., to meet customer’s requirements, hence, it contributes to increasing
freight tracking system, etc., to meet customer’s requirements, hence, it contributes to increasing
transport and revenue.
transport and revenue.
Central Asian Corridor: Sary~Agach~Arys~Kandyagash~Ozinki
Central Asian Corridor: Sary~Agach~Arys~Kandyagash~Ozinki
The corridor passing North-South through western Kazakhstan. UNECAP recognizes this route
The corridor passing North-South through western Kazakhstan. UNECAP recognizes this route
as the most important corridor connecting central Asia and Europe.
as the most important corridor connecting central Asia and Europe.
Western Corridor: Aksaraiskaya II~Makat~Beineu~Aktau
Western Corridor: Aksaraiskaya II~Makat~Beineu~Aktau
This route passes through the oil-producing region and is used for oil transportation.
This route passes through the oil-producing region and is used for oil transportation.
Central Corridor: Dostyk~Aktogai~Almaty~Arys~Sary~gach
Central Corridor: Dostyk~Aktogai~Almaty~Arys~Sary~gach
This route is designated as a major international corridor by TRACECA and UNESCAP.
This route is designated as a major international corridor by TRACECA and UNESCAP.
Northern Corridor: Dostyk~Petropavlovsk, Dostyk~Tobol
Northern Corridor: Dostyk~Petropavlovsk, Dostyk~Tobol
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Figure 2.47 Three CAREC Corridor via Kazakhstani Railway Network
Rail freight tonnage in year 2007 was 261 million tons, increasing 5 to 11 % in the past five years.
Compared to the year 2006, there was a total of 5.5 % of growth. Most significantly, the amount of
grain transported increased 56 %. Further, export freight growth was 33 %, import freight was 9 %,
domestic transport was 54 %, international passage freight was 5 %. Furthermore, the modal share of
the railway was 57% and passenger traffic is also satisfactorily increasing.
94 million dollars in 2007.
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Gross annual profit was
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
2.1.7.3 Kyrgyz
(1)
The Current Status and Issues of the Industry and the Economy
Kyrgyz has no border with Afghanistan but has close relations with it as a neighbouring country.
Figure 2.48 shows the changes in population. The dollar-denominated per capita GDP declined from
1990 but increased in and after 2000.
―: Population (10,000 persons)
―: Per-Capita GDP (US dollars)
Source: United Nations Statistics Division
Figure 2.48 Population and Per-Capita GDP in Kyrgyz
(left axis: population, right axis: Per-Capita GDP)
The population in Kyrgyz is relatively dispersed. The population density is high in the surroundings
of the capital Bishkek, but low in the south.
Source: Columbia University Socioeconomic Data and Application Center
Figure 2.49 Population Distribution in Kyrgyz
Figure 2.50 shows, according to the United Nations Statistics, the shares of industries based on the
prices in 1990 and local currency denomination. Major industry in Kyrgyz includes agriculture,
forestry and fisheries, and their share increased between the 1990s and the first half of the 2000s.
The share of agriculture, forestry and fisheries was about 50% as of 2008.
The share of agriculture, forestry and fisheries was about 50% as of 2008.
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Legend:
■Other ■Transport & Communication
■Construction ■Commerce
Source: United Nations Statistics Division
■Agriculture, Forestry, Fishery ■Mining & Manufacturing
Figure 2.50 GDP and its Breakdown in Kyrgyz (Prices in 1990; Million som)
(2) Present Conditions and Issues on Road Transport in Kyrgyz
A. Present Conditions of International Trunk Road Network in Kyrgyz
The international trunk road network in Kyrgyzstan is composed of road sections connecting to
neighboring countries such as China, Kazakhstan, Tajikistan and Uzbekistan. Kyrgyz also has an
important role; it is the relay point between China and Central Asian countries in terms of cargo
transport.
Kyrgyz is a mountainous country with about 90% of its land higher than the altitude of 1,500m.
Kyrgyz produces various agriculture products such as cotton. Moreover, Kyrgyz produces plenty of
mineral resources, and industries related to mineral resources are also active. Therefore, effective
goods transport requires sufficient road network length and better maintenance.
Major international trunk roads are A.H.7 and A.H.61, which connect the capital Bishkek and many
domestic areas at the east side and west side of the country respectively and the north and south.
Table 2.13 International Trunk Roads in Kyrgyz
Route
Itinerary
No.
AH5 Georgievka (border of Kazakhstan) –
Bishkek – Kara Balta – Chaldovar
(border of Kazakhstan)
AH7 Kara-Balty
–
Kara-Kul
–
Dzhalal-Abad – Uzgen – Osh –
Border of Uzbekistan
AH61 Torougart Pass (border of China) –
Naryn – Issyk-Kul – Bishkek
AH65 Irkeshtam (border of China) – Sary
Tash – Osh
Sary Tash – Karamyk (border of
Tajikistan)
Total （4 Routes）
Source: Asian Highway Database 2009, UN ESCAP
2 - 64
Length
(km)
126
Selection Criteria
539
*Connection between Capitals
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
*Connection between Capitals
*Connection between Industrial/Agricultural Centers
*Connection between Cargo Terminals
*Connection between Industrial/Agricultural Centers
262
*Connection between Industrial/Agricultural Centers
626
142
1,695
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
B. Present Asian Highway Network in Kyrgyz
B. Present Asian Highway Network in Kyrgyz
In Kyrgyz, there are A.H. roads with various classes from Class I to III that are explained as follows,
In Kyrgyz, there are A.H. roads with various classes from Class I to III that are explained as follows,
⋅
The only road section identified as Class I is between the capital, Bishkek and Kara Balta, and
⋅
The
road are
section
identified
as Class
I isorbetween
otheronly
sections
classified
as Class
II or III
less thanthe
III.capital, Bishkek and Kara Balta, and
⋅
⋅
⋅
⋅
⋅
⋅
other sections are classified as Class II or III or less than III.
Most of the section on A.H. 5 is classified as Class II.
Most of the section on A.H. 5 is classified as Class II.
Most of the section on A.H. 7 is classified as Class II except for some Class III.
Most of the section on A.H. 7 is classified as Class II except for some Class III.
The road section on A.H.61 between Bishkek and Naryn is classified as Class II and its
The
roadsection
sectionto on
between
Bishkek asand
Naryn
southern
the A.H.61
China border
is classified
Class
III. is classified as Class II and its
⋅
⋅
southern section to the China border is classified as Class III.
The road section of A.H.65 to Sary Tash via Kara Balta and Osh is Class II and its continuation
The
section
of is
A.H.65
to Sary Tash via Kara Balta and Osh is Class II and its continuation
to theroad
China
border
class III.
to the China border is class III.
Figure 2.51 A.H. Road Network in Kyrgyz
Figure 2.51 A.H. Road Network in Kyrgyz
C. Issues
C. Issues
The road network of Kyrgyz is developed from capital Bishkek as the center by A.H.7 as well as
The road network of Kyrgyz is developed from capital Bishkek as the center by A.H.7 as well as
A.H.61. They take the most important role in terms of the road transport. In addition to those two
A.H.61. They take the most important role in terms of the road transport. In addition to those two
road sections, with background of the prosperity of Chinese industries, A.H.65, recently became one
road sections, with background of the prosperity of Chinese industries, A.H.65, recently became one
of the important trunk roads since it connects with China and Tajikistan. Hence, there are many
of the important trunk roads since it connects with China and Tajikistan. Hence, there are many
investments along the section by China.
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The existing road network satisfies the traffic demand and there is little traffic congestion in the
country. However, due to the steep mountainous geographical features, there are many natural
disasters such as landslides that sometimes make the road impassable. However, the
countermeasures to natural disasters have not been implemented because huge budget and advanced
technology are required.
In Kyrgyz, it has been considered that a 100km of road network is being lost every year because of
.
sector.
insufficient road maintenance, therefore, the road O&M is the major issue in the transport sector
y
The road O&M is mandated on the Ministry of Transport and Communication and the Ministry
carries out direct operation of the national roads’ maintenance since the private sector is not well
developed. A Road Fund has been established but it is under the administration of the Ministry of
Finance. Therefore, the fund sometimes is used for other purposes than road development /
maintenance.
(3) Present Situation and Issues on the Railway Sector
.
regime.
Once a part of the former Soviet Union, the railways in Kyrgys were constructed under that regime
The total length is 425 Km, the gauge is 1,520 mm.
Railway bears 42 % of freight transport, 854
e
million ton- Km in 2007. The annual growth of freight transport is approximately 20 %, the
growth of railway transportation is more than 50 %.
However, it is only 32 % of the amount in
1990 before the collapse of the former Soviet Union.
Figure 2.52 Railway Network in Kyrgyz (Source; United Nations)
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
There are the following four major lines in Kyrgyz.
There are the following four major lines in Kyrgyz.
Balykchy~Bishkek~Lugovoe (further to Kazakhstan and Russia)
Balykchy~Bishkek~Lugovoe (further to Kazakhstan and Russia)
Osh~Jalal~Abad
Osh~Jalal~Abad
Kok~Yangak~Kara-Suu
Kok~Yangak~Kara-Suu
Kyzyl~Kiya~Tash-Kumyr (to Uzbekistan, Turkmenistan and Persian Gulf countries)
Kyzyl~Kiya~Tash-Kumyr (to Uzbekistan, Turkmenistan and Persian Gulf countries)
The Southern corridor, Osh~Jalal~Abad~Kok~Yangak, 323 Km in length, is designated as the
The Southern corridor, Osh~Jalal~Abad~Kok~Yangak, 323 Km in length, is designated as the
branch line of the Trans Asian Railway. The Northern corridor, Balykchy~Bishkek~Lugovoe, 101
branch line of the Trans Asian Railway. The Northern corridor, Balykchy~Bishkek~Lugovoe, 101
Km in length connects to Russia via Kazakhstan and Uzbekistan. These routes are part of the first
Km in length connects to Russia via Kazakhstan and Uzbekistan. These routes are part of the first
CAREC corridor. There are no connection routes between the Northern and Southern corridors.
CAREC corridor. There are no connection routes between the Northern and Southern corridors.
It is adequately operated in the present track maintenance conditions due to light traffic.
It is adequately operated in the present track maintenance conditions due to light traffic.
Figure 2.53 CAREC Corridors via Kyrgyz Railway Network (Source; ADB)
Figure 2.53 CAREC Corridors via Kyrgyz Railway Network (Source; ADB)
Once, a part of the former Soviet Union, 2,500 wagons, 450 coaches and 50 locomotives were
Once, a part of the former Soviet Union, 2,500 wagons, 450 coaches and 50 locomotives were
allocated to the Kyrgys Railway. In the present, most of the facilities have been superannuated due
allocated to the Kyrgys Railway. In the present, most of the facilities have been superannuated due
to lack of renewal. The collapse of the Soviet Union resulted in a sharp drop of the amount of
to lack of renewal. The collapse of the Soviet Union resulted in a sharp drop of the amount of
transportation, the situation have been made worse due to the financial crisis in 1998. Railway
transportation, the situation have been made worse due to the financial crisis in 1998. Railway
freight ton-Km was 330 million in 2001, which is only 13 % of 1990. Passenger-Km was 50
freight ton-Km was 330 million in 2001, which is only 13 % of 1990. Passenger-Km was 50
million; this is 25 % of the 1990’s. On the other hand, income and expenditure produced a 1.5
million; this is 25 % of the 1990’s. On the other hand, income and expenditure produced a 1.5
million U.S. dollar surplus due to a 20 % reduction of staffs and reduction of number of operations.
million U.S. dollar surplus due to a 20 % reduction of staffs and reduction of number of operations.
The surplus of freight transport bears the deficit of passenger transport, and no financial support is
The surplus of freight transport bears the deficit of passenger transport, and no financial support is
taken from the government.
taken from the government.
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
2.1.8 Assistance to the Broader Area Network for Afghanistan and the Surrounding Countries
2.1.8.1 Asian Development Bank
(1) CAREC
CAREC is the program which was established with the intention that it applies for the area mainly
supported by ADB in 1997. It assists development of infrastructure for transportation and trade in
Afghanistan, China, Kazakhstan, Kyrgyz, Mongolia, Tajikistan, Uzbekistan, etc., which are
land-locked countries. It was intended for the modes of road, railway, aviation and ports. The main
theme for development of trade infrastructure is reforming and modernization of custom clearance,
integration of trade facilitation and development of regional logistics.
CAREC published the “Transport and Trade Strategy 2008-2017” in 2007, the “Sector Report for
Current Transportation” in November 2007 and the “Action Plan for Facilitation Development of
Transport and Trade” in November 2008. The scale of investment for the action plan is
US$21.1billion for implementation projects, and US$6.85billion for technical assistance. “Transport
and Trade Strategy 2008-2017” holds up 3 targets and designated 6 important corridors by 5
evaluation standards.
Table 2.14 3 Targets in CAREC
・ Establish competitive corridors within CAREC area
・ Infrastructure development for people and goods to transport effectively through CAREC corridors
・ Development of transport and trade network which is sustainable, safe and smooth for people
Source: CAREC Transport and Trade Facilitation Strategy 2008-2017
Table 2.15 5 Evaluation Standards
・ Current traffic volume
・ Estimated increment of economy and traffic volume
・ Capacity of improvement of connectivity between centers of economy and population within the area
・ Probability of easing obstacles such as delays, number of border crossings, change of gauge, etc.
・ Financial sustainability, management and technical progress of infrastructure
Source: CAREC Transport and Trade Facilitation Strategy 2008-2017
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Source: CAREC Transport and Trade Facilitation Strategy 2008-2017
Source: CAREC Transport and Trade Facilitation Strategy 2008-2017
Figure 2.54 6 Important Corridors
Figure 2.54 6 Important Corridors
According to the Implementation Action Plan, the following important items are designated placing
According to the Implementation Action Plan, the following important items are designated placing
the projects in 5 years from 2008 to 2017.
the projects in 5 years from 2008 to 2017.
Table 2.16 Important Items for Implementation Action Plan
Table 2.16 Important Items for Implementation Action Plan
・
・
・
・
・
・
Roads of 24,000km, railway of 20,000km and 28 border crossing points along CAREC corridors
Roads of 24,000km, railway of 20,000km and 28 border crossing points along CAREC corridors
2 ports (Aktau port in Kazakhstan, Baku port in Azerbaijan) and sea-lane （Aktau⇔Baku 400km）
2 ports (Aktau port in Kazakhstan, Baku port in Azerbaijan) and sea-lane （Aktau⇔Baku 400km）
41 airports which can provide international services
41 airports which can provide international services
Source: CAREC Implementation Action Plan
Source: CAREC Implementation Action Plan
The Implementation Action Plan carries out progress control for projects and technical assistance
The Implementation Action Plan carries out progress control for projects and technical assistance
with evaluation after ordering priority by targets and investment. The targets as the standard for
with evaluation after ordering priority by targets and investment. The targets as the standard for
evaluation are shown in Table 2.17.
evaluation are shown in Table 2.17.
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.17 Targets of Implementation Action Plan
・
Improvement of CAREC corridors as 75% in 2012 and 100% in 2017 comparing with 64% of year 2007
・
Increase the volume of trade with EU and east Asia from 1% (34million ton) in 2005 to 2% in 2012 and 5% in 2017
・
Increase the volume of trade within the area from 32million ton (2005) to 25% more in 2012 and 50% more in 2017
・
Decrease the necessary time for border crossing along the CAREC corridors 12% less (2012) and 30% less (2017)
than year 2007
・ Activate the function of committee for trade infrastructure development to manage the inland transportation and
CAREC corridors by year 2012
Source: CAREC Implementation Action Plan
A total of 62 investment projects (US$21.1billion) were nominated in the implementation plan; 40
projects (US$15.8billion) are new projects and 22 projects are continuous projects. Technical
assistance (TA) is US$68.5million.
Table 2.18 Scale of Investment and TA Projects
Road
Railway
Airport, Aviation
Project
Port, Shipping
Amount
Physical Distribution
Develop Trade
Total
Road
Railway
Airport, Aviation
Nos.
of
Port, Shipping
Projects Physical Distribution
Develop Trade
Total
New
10.3
4.3
0.5
0.1
0.4
0.2
15.8
12
15
6
1
4
2
40
Investment
Continuous
2.5
1.4
0.4
0.4
0.1
0.5
5.3
13
3
1
1
1
3
22
Total
12.8
5.7
0.9
0.5
0.5
0.7
21.1
25
18
7
2
5
5
62
New
10.3
6.8
11.6
2.0
7.2
25.5
63.4
12
10
4
2
8
23
59
ＴＡ
Continuous
1.8
0.0
0.5
0.0
1.1
1.7
5.1
2
0
1
0
2
1
6
Total
12.1
6.8
12.1
2.0
8.3
27.2
68.5
14
10
5
2
10
24
65
Source: CAREC Implementation Action Plan
(2) Assistance Projects by ADB
ADB actively implements the assistance projects for Afghanistan and the surrounding countries
regarding development of broader corridors in and out of CAREC. Table 2.19 shows the assistance
projects for development of broader corridors around Afghanistan.
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.19 Assistance Projects for Development of Broader Corridors around Afghanistan (1)
Table
2.19 Assistance Projects forObjective/Purpose/Output
Development of Broader Corridors around Afghanistan
(1)
Activities
Status
Activities
1. TA4536
Cross
Border
Trade
and
1. TA4536
Cross
Transport
Border Trade and
Facilitation
Transport
(Afghanistan)
Facilitation
(Cross-border
(Afghanistan)
infrastructure)
(Cross-border
infrastructure)
Objective/Purpose/Output
Objective：
Growth and poverty reduction
Objective：
Purpose：
Growth
and poverty reduction
Smooth
Purpose：movement of goods across borders by developing border facilities
and
promoting
border
cooperation
Smooth
movement
of goods
across borders by developing border facilities
Output：
and
promoting border cooperation
・A long-term perspective plan for infrastructure investment options to
Output：
improve
transitperspective
of goods, plan for infrastructure investment options to
・A
long-term
・Amended/new
customs
improve transit of
goods, and border procedures (laws, rules and
regulations),
・Amended/new
customs and border procedures (laws, rules and
・Amended/new
bilateral, trilateral and multilateral agreements,
regulations),
・Individual arrangements
rationalized
strengthened
by ministries and
・Amended/new
bilateral, trilateral
and and
multilateral
agreements,
agencies
forarrangements
facilitating movement
of goods,
vehicles and
・Individual
rationalized
and strengthened
bypeople
ministries and
(includingforpossible
introduction
of TIR
Carnetvehicles
arrangement
or a simpler
agencies
facilitating
movement
of goods,
and people
system allowing
vehicles
to crossofborder
automatically),
(including
possible
introduction
TIR Carnet
arrangement or a simpler
・A
framework
privateto
sector
in cross border trade transit,
system
allowingforvehicles
crossparticipation
border automatically),
・Integrated
development
for each in
corridor
including
railways
・A
framework
for privatealternatives
sector participation
cross border
trade
transit,
network
intodevelopment
Afghanistan,alternatives for each corridor including railways
・Integrated
・Cost (O&M
and debt services) recovery measures (toll, fuel tax, transport
network
into Afghanistan,
fee),
・Costand
(O&M and debt services) recovery measures (toll, fuel tax, transport
・Economic
fee),
and and financial feasibility/impact of investments in cross-border
facilities
・Economic and financial feasibility/impact of investments in cross-border
2. Corridor
Objective：
facilities
Development
Promote economic growth through trade expansion
2.
Corridor Plan
Objective：
(CDP)-CSATTF
Purpose：economic growth through trade expansion
Development Plan
Promote
(Infrastructure and
(CDP)-CSATTF
Remove
Purpose：physical, institutional and political impediments to the growth of
policies and and
(Infrastructure
trade
Remove physical, institutional and political impediments to the growth of
institutions)
policies and
Output：
trade
institutions)
・Infrastructure investments
Output：
・Strengthening investments
trade-related institutions
・Infrastructure
・Harmonizing transport,
trade,
tariff, policies, standards and regulatory
・Strengthening
trade-related
institutions
frameworks
in transport,
conformitytrade,
with tariff,
international
・Harmonizing
policies,regulations
standards and regulatory
3．TA CDP Customs frameworks
Objective： in conformity with international regulations
-3．TA
CSATTF(Customs)
Promote economic growth through trade expansion
CDP Customs Objective：
Purpose：economic growth through trade expansion
- CSATTF(Customs) Promote
Facilitate
Purpose： movement of goods across the border
Output：
Facilitate movement of goods across the border
・Development of corridor transit systems – customs transit guarantee and
Output：
simplified
transit
as systems
ECO Single
Transittransit
Pass guarantee and
・Development
of systems
corridorsuch
transit
– customs
・Simplification
harmonization
of customs
procedures
simplified
transitand
systems
such as ECO
Single Transit
Passand
documentation
・Simplification and harmonization of customs procedures and
・Development of border posts and facilities
documentation
・Data
and information
sharing
and facilities
information and communication
・Development
of border
posts and
technology
(ICT) development
for customs
operation
・Data
and information
sharing and
information
and communication
・Application
of modern
customs
techniques
technology (ICT)
development
forautomation
customs operation
In this context,ofCAREC
lookingautomation
into;
・Application
modern is
customs
techniques
・Capacity
building
In this context,
CAREC is looking into;
・Development
of risk management and post-entry audit
・Capacity
building
・Development of regional
intelligence
risk management
andsystem
post-entry audit
Objective：
4．Transit study –
・Development
of regional intelligence system
CSATTF study –
Facilitate cross-border trade
Objective：
4．Transit
(Transit)
Purpose： cross-border trade
CSATTF
Facilitate
(i)
Assist TISA to revise/update the existing transit trade agreements and to
(Transit)
Purpose：
develop
agreements
with thethe
neighbouring
countries
as appropriate;
(i)
Assistnew
TISA
to revise/update
existing transit
trade agreements
and to
(ii)
To prepare
a report onwith
regional
transit trade facilitation
develop
new agreements
the neighbouring
countries asmeasures
appropriate;
Output：
(ii)
To prepare a report on regional transit trade facilitation measures
・Proposals to overcome constraints to cross-border trade
Output：
・Propose simplified
transit
system compatible
with trade
ECO’s Ttransit Trade
・Proposals
to overcome
constraints
to cross-border
Agreement
and Transit
Transport
・Propose simplified
transit
systemFramework
compatibleAgreement
with ECO’s Ttransit Trade
・National action
plans for
efficientFramework
regional transit
arrangement
Agreement
and Transit
Transport
Agreement
・Revised and
newplans
transit
between
Afghanistan
and
・National
action
foragreements
efficient regional
transit
arrangement
neighbouring
・Revised
and countries
new transit agreements between Afghanistan and
neighbouring
countries
Source:
Source: Afghanistan;
Afghanistan; Cross
Cross Border
Border Trade
Trade and
and Transport
Transport Facilitation,
Facilitation, ADB
ADB
Status was
Inception Report
prepared
submitted
Inceptionand
Report
was to
the
Government
of
prepared
and submitted
to
Afghanistan
in August
the
Government
of
2005. InteriminReport
Afghanistan
Augustwas
prepared
in December
2005
2005. Interim
Report was
and
submitted
to the 2005
prepared
in December
Government
and
submittedofto the
Afghanistan
Government in
of January
2006.
Final Report
was
Afghanistan
in January
prepared
in May
2006
2006.
Final
Report
wasand
presentedintoMay
the 2006 and
prepared
Government
in June 2006.
presented to the
Government in June 2006.
Elements are being worked
on throughare
initiatives
by
Elements
being worked
CSATTF
participating
on throughand
initiatives
by
countries for
CSATTF
andinfrastructure
participating
development,
customs
countries
for infrastructure
cooperation
transit
development,and
customs
system
arrangement.
cooperation
and transit
system arrangement.
Under the umbrella of the
CSATTF
on various
Under
thework
umbrella
of the
components
is underway
CSATTF work
on variouson
corridor
transit
systems and
components
is underway
on
customs transit
harmonization.
corridor
systems and
WB,
EC harmonization.
and US have been
customs
supporting
development
of
WB, EC and
US have been
border postsdevelopment
and facilitiesof
supporting
(see below)
well
as ICT
border
postsas
and
facilities
and
(see automation
below) as well as ICT
(e.g.
ASYCUDA in
and automation
Afghanistan)
(e.g.
ASYCUDA in
Afghanistan)
Not initiated yet.
It
will
be synchronized
Not
initiated
yet.
with
Cross Border
It
willTA4356
be synchronized
TradeTA4356
and Transport
with
Cross Border
Facilitation.
Trade and Transport
Facilitation.
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.19 Assistance Projects for Development of Broader Corridors around Afghanistan (2)
Activities
5．TA4221
Cross Border
Facilities and
Efficient Transit
Facilitation
(Pakistan) (Transit)
6．Cross border
infrastructure
development, a
component of the
Pakistan Subregional
Connectivity and
Trade Facilitation
Project (Pakistan)
(Transit
infrastructure)
7．Regional business
roundtable
(Public-private
partnership)
8．National Action
Plan (NAP)
(Participating
countries with ADB
assistance) (Action
Plan)
9．ADB with Japan
(JFPR)
Emergency
Infrastructure
Rehabilitation and
Reconstruction
Project
(Afghanistan)
(Infrastructure)
10．
Andhkhoy-Qaisar
Road Project
(Afrghanistan)
(Infrastructure)
11．Balochistan
Road Development
Sector Development
Project (Pakistan)
(Infrastructure)
Objective/Purpose/Output
Objective：
Promote cross-border trade
Purpose:
Facilitate movement of goods, trucks and related personnel
Output：
・Legal and institutional framework for cross border and transit movement
(1965 Agreement)
・Recent Pakistan facilitation
experiences and comparison with “best practice”
・Short and long-term concepts for Chaman border crossing station
・Short-term operational plan
・Long-term physical and organizational plan
・Environmental and social resettlement issues
Objective：
Support regional cooperation by improving physical, institutional and other
barriers
Purpose:
Improve road sector efficiency
Output：
・Cross border agreements for road transport including movement of
containers
・Cross border civil works
・Feasibility study for establishing a Trade Facilitation and Land Border
Crossing Authority
Objective：
Promote private sector participation in cross border trade, transport
andother facilities
Objective：
Promote regional trade
Purpose：
Facilitate cross border movement of goods
Output：
・Infrastructure development plan
・Trade and transport facilitation measures
・Establishment of National Trade and Transport Facilitation Committee
(NTTFC) with ADB/UNCTAD
・Accession to international trade and transport convention
Objective：
Revive economic activities across the country
Purpose：
Rehabilitate and reconstruct key infrastructure in transport and energy
sectors
Output：
・Road infrastructure
・Gas infrastructure
・Electric power infrastructure
Objective：
Promote economic growth through improved roads and links to
neighbouring countries
Purpose：
Reconstruct part of the ring road to improve access to Turkmenistan
Output：
・200km of the road constructed
・Provision for road tolling facility
Objective：
Promote economic growth of an underdeveloped region in Pakistan
Purpose：
Improvement of national highway, provincial access roads and cross
border movement of goods
Output：
・1100km of provincial access roads upgraded
・247km of national highway upgraded easing access to Afghanistan
through Chaman
Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB
2 - 72
Status
Consultants hired.
Inception and Inception
reports have been prepared
and submitted to the
Government.
Draft Final report is
currently under review.
Project under processing
for expected approval in
September 2005
Conducted in Bishkek in
October 2005.
Under way.
Countries are taking steps
to establish National
Transport and Trade
Facilitation Committee
(NTTFC) and also for
accession to international
conventions, if they have
not already done so.
Rehabilitation under way.
Project approved in
December 2004.
Under implementation
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.19 Assistance Projects for Development of Broader Corridors around Afghanistan (3)
Table
2.19 Assistance Projects forObjective/Purpose/Output
Development of Broader Corridors around Status
Afghanistan (3)
Activities
Activities
13．Northwest
Frontier
Province
13．Northwest
Road Development
Frontier
Province
SectorDevelopment
and
Road
Subregional
Sector and
Connectivity
Subregional
(Pakistan)
Connectivity
(Infrastructure)
(Pakistan)
(Infrastructure)
14．Qaisar - Bala
Murghab Road
14．Qaisar
- Bala
Project
Murghab Road
(Afghanistan)
Project
(Infrastructure)
(Afghanistan)
(Infrastructure)
15．TA4371 Master
Plan for Road
15．TA4371
Master
Network
Plan
for Road
Improvement
Network
Project
Improvement
(Afrghanistan)
Project
(Infrastructure)
(Afrghanistan)
(Infrastructure)
16．TA Capacity
BuildingCapacity
for Road
16．TA
Sector Institutions
Building
for Road
(Afghanistan)
Sector Institutions
(Infrastructure)
(Afghanistan)
17．TA
(Infrastructure)
SubregionalEcono
17．TA
mic Cooperation in
SubregionalEcono
South
and Centralin
mic Cooperation
Asia
South(CSATTF)
and Central
(Infrastructure)
Asia
(CSATTF)
(Infrastructure)
Objective/Purpose/Output
Objective：
Promote economic activities and cross border trade
Objective：
Purpose：economic activities and cross border trade
Promote
Improve
Purpose：road infrastructure and access to border with Afghanistan
Output： road infrastructure and access to border with Afghanistan
Improve
・Construction of 334km of improved national highway easing access to
Output：
Afghanistan through
Torkham
and Ghulam
Khan
・Construction
of 334km
of improved
national
highway easing access to
・Border crossing
infrastructure
at Torkham
and Ghulam Khan
Afghanistan
through
Torkham and
Ghulam Khan
・Capacity
building
・Border
crossing
infrastructure at Torkham and Ghulam Khan
・Improved
road safety
・Capacity building
asset safety
management
・Improved road
Objective： asset management
・Improved
Promote economic growth through improved roads and links to
Objective：
neighboring
countries
Promote economic
growth through improved roads and links to
Purpose： countries
neighboring
Reconstruct
Purpose： part of the ring road to improve access to Turkmenistan
Output：
Reconstruct
part of the ring road to improve access to Turkmenistan
・90km of ring road constructed
Output：
Objective：
・90km
of ring road constructed
Assist TISA to define a road network development strategy and program
Objective：
for 2006-2015
estimate
financing requirements
Assist
TISA to periods
define aand
road
networkthe
development
strategy andfor
program
investment
andperiods
sustainable
operationthe
and
maintenance.
for 2006-2015
and estimate
financing
requirements for
Purpose： and sustainable operation and maintenance.
investment
Define
the most efficient road network within a multi-modal transport
Purpose：
network,
giving
consideration
to a railway
on sometransport
routes
Define the
mostdue
efficient
road network
within option
a multi-modal
Output： giving due consideration to a railway option on some routes
network,
･Road sector master plan
Output：
・Road sector
network
and traffic
･Road
master
plan database
・Computerized
roadtraffic
network
model
・Road network and
database
Objective and purpose:
・Computerized
road network model
Strengthen
Ministry
of Public Works, undertake road sector reform and
Objective and
purpose:
coordinateMinistry
funding of
agencies
Strengthen
Public Works, undertake road sector reform and
coordinate funding agencies
Objective and Purpose:
Assist
implementation
Objective
and Purpose:of Corridor Development Plan-Customs and
developimplementation
other components
of CDP Development Plan-Customs and
Assist
of Corridor
Output: other components of CDP
develop
・Public-private partnership
Output:
・National coordination
・Public-private
partnership
・Dialoguecoordination
among stakeholders
・National
・Studies and
papers
・Dialogue
among
stakeholders
・Nationaland
Trade
and Transport Facilitation Committee (NTTFC)
・Studies
papers
Objective and
purpose：
・National
Trade
and Transport Facilitation Committee (NTTFC)
Integrate transition
economies into world trading system
Objective
and purpose：
Output：
Integrate transition economies into world trading system
・Regional
Output： framework with cooperation mechanism
・Reformed
and modernized
customs organizations
・Regional framework
with cooperation
mechanism
・Strengthened
and regulatory
in conformity with
・Reformed
andlegal
modernized
customsframework
organizations
international
・Strengthenedstandards
legal and regulatory framework in conformity with
international standards
18．Regional Trade
Facilitation and
18．Regional
Trade
Customs
Facilitation and
Cooperation
Customs
Program + three
Cooperation
regional
Program Tas
+ three
(Kyrgyzstan
regional Tas and
Tajikistan) and
(Kyrgyzstan
(Trade/Customs)
Tajikistan)
Objective and purpose：
19．Regional
(Trade/Customs)
Customs
Transitionand
economies
into world trading system
Objective
purpose：
19．Regional
Modernization
and
Output：
Customs
Transition economies into world trading system
Infrastructure and
・Regional
Modernization
Output： framework with cooperation mechanism
Development Project ・Reformed and modernized customs organization
Infrastructure
・Regional framework with cooperation mechanism
(Kyrgyzstan
Developmentand
Project ・Reformed
・Strengthened
and regulatory
in conformity with
andlegal
modernized
customsframework
organization
Tajikistan)
TA to
(Kyrgyzstan+ and
international standards
・Strengthened
legal
and
regulatory
framework
in conformity with
Tajikistan on
Tajikistan)
+ TA to
・ICT system standards
international
Infrastructure
and
Tajikistan on
・Border
infrastructure
・ICT
system
Customs
Infrastructure and
・Reduced
smuggling due to anti-smuggling equipment and support
・Border infrastructure
(Infrastructure and
Customs
Customs)
・Reduced smuggling due to anti-smuggling equipment and support
(Infrastructure
and
Customs)
Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB
Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB
Status
Under implementation
Under implementation
Project approved in
September
2005 in
Project
approved
September 2005
Draft Final Report in
September
Draft Final 2005
Report in
September 2005
Under processing
Under processing
Under processing
Under processing
Under implementation
Under implementation
Under processing
Under processing
2 - 73
2 - 73
The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.19 Assistance Projects for Development of Broader Corridors around Afghanistan (4)
Activities
20．Regional
Railways
Development Project
(Uzbekistan)
(Transport)
21．TA
Harmonization of
Cross Border
Initiatives for
transport sector in
Central Asia
(AZE/KAZ/KGZ/TA
J/UZB/TKM/PRC)
(Infrastructure)
22．Road
Rehabilitation
Project (Tajikistan)
(Infrastructure)
23．ADB with JBIC
Rehabilitation of
Surab-Pnjgur Road
(Pakistan)
(Infrastructure)
Objective/Purpose/Output
Objective and purpose：
Improve sector efficiency and reform to attain market-based operations
Objective：
Promote goods movement and trade
Purpose：
Evaluate facilities at each border operation
Output：
・Common minimum standard for border facilities
・Identification of necessary changes in legislation and cross border
procedures
・Investment required for minimum standard
Objective：
Promote economic growth by improving flow of goods and people
Purpose：
Rehabilitate part of national highway
Output：
・Rehabilitate 50% of the 190km section of Dushanbe to Nizhni Pyanzh
・Upgrade border facility
Objective：
Promote economic growth by improving flow of goods and people
Purpose：
Rehabilitate part of national highway
Output：
・Rehabilitation of the Surab-Pnjgur Road facilitating approach to the
Gwador port
Status
Under processing
TBD
Rehabilitation almost
complete
Under implementation
Source: Afghanistan: Cross Border Trade and Transport Facilitation, ADB
2.1.8.2 World Bank
Table 2.20 shows activities, objectives, purpose, output and status of assistance projects for
development of broader corridors around Afghanistan by the World Bank.
Table 2.20 Assistance for Development of Corridors around Afghanistan by the World Bank (1)
Activities
World Bank
Emergency
Customs
Modernization and
Trade Facilitation
Project
(Afghanistan)
(Infrastructure and
customs)
2 - 74
Objective/Purpose/Output
Objective：
Facilitate cross border trade and transport and data entry and
exchangeautomation
Purpose：
Increasing customs revenue collection, improving clearance time, and
establishing customs tariffs, exchange rates, and valuation in line with
internationally accepted practices
Output：
Components implemented directly by UNOPS
・Rehabilitate and modernize Revenue and Customs Headquarters Offices
for Ministry of Finance (MOF) with provision for key services
・Rehabilitate and modernize specific areas of Ministry of Commerce
(MOC) with provision of key services
・Refurbish office space within current Kabul ICD to provide infrastructure
for training and management of the Afghan Customs Department (ACD)
ASYCUDA Project
・Design and construct modern headquarters offices for Customs and
Revenue Department of the MOF at location of the current Kabul Inland
Clearance Depot (ICD)
・Design and construct a new Kabul ICD in Policharki location
・Design, build and rehabilitate existing infrastructure for control of
multi-modal transport of goods at Hairatan border crossing as well the
establishment of an ICD
Status
Under implementation.
According to Mid-Term
review, March 2006, the
status of implementation is
as follows:
(i) Customs reform
implemented including a
modern customs code but
very slow progress on draft
and issue of sub-legislation
to implement the custom
laws; (ii) With some delay
infrastructure work has now
commenced and progress has
been reported, e.g.,
(a) the new Customs facility
at Hairatan is ready for hand
over to the Government,
(b) the refurbishment of
existing Customs and
Revenue Headquarter areas
in the Ministry of Finance is
complete, (c) Phase 2 of
building renovation works at
MOC is complete,;
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.20 Assistance for Development of Corridors around Afghanistan by World Bank (2)
TableActivities
2.20 Assistance for Development
of Corridors around Afghanistan by World
Bank (2)
Objective/Purpose/Output
Status
Activities
Objective/Purpose/Output
・Construction and Rehabilitation
at Islam Qala (left out due to border
delineation
dispute
with
Iran and US
armyQala
investment)
・Construction and Rehabilitation
at Islam
(left out due to border
・Rehabilitate
appropriate
infrastructure
to house
radio communication
delineation
dispute
with Iran
and US army
investment)
equipment as part
of the development
ACDradio
specific
communication
・Rehabilitate
appropriate
infrastructureoftoanhouse
communication
network
linking
and headquarter
offices
airport,communication
Kabul ICD,
equipment
as partregional
of the development
of an
ACD at
specific
Customs linking
and Revenue
HQand
at headquarter
MOF, Jalalabad
Customs
House,
Mazare
network
regional
offices
at airport,
Kabul
ICD,
Sharif Customs
House,HQ
Torkham
Border
Post, Customs
HeratCustoms
Islam
Customs
and Revenue
at MOF,
Jalalabad
House,House,
Mazare
Qala
Post,
Kandahar,
Nimroz,
Heart
and
Torghandy and
Hairatan
SharifBorder
Customs
House,
Torkham
Border
Post,
HeratCustoms
House,
Islam
Border
PostsPost, Kandahar, Nimroz, Heart and Torghandy and Hairatan
Qala Border
・DesignPosts
and build modern Customs House and ICD in Current Jalalabad
Border
location
・Design and build modern Customs House and ICD in Current Jalalabad
・Support European Commission (EC) construction of a Customs House at
location
Torkham
of power
・Support through
Europeanprovision
Commission
(EC)generators
construction of a Customs House at
・Design and
buildprovision
a new mini
at generators
Torghandy to control transport of
Torkham
through
of ICD
power
goods
at and
border
by aboth
and
truck
・Design
build
newrail
mini
ICD
at Torghandy to control transport of
・ICT Communications
and IT：
goods
at border by bothNetwork
rail and truck
(i) Design,
install and train
staff on
・ICT
Communications
Network
andradio
IT： telecommunication systems (VHF
and
HF) supplied
project,
(ii)radio
Procure
IT equipment and
support(VHF
(i) Design,
install by
andthe
train
staff on
telecommunication
systems
staffHF)
in maintenance
andProcure
customsIThouses
and
supplied by at
theministries
project, (ii)
equipment and support
・Support
the establishment
of Customs
Reformhouses
Unit (CURE) at
staff
in maintenance
at ministries
and customs
MOF/ACD
・Support
the establishment of Customs Reform Unit (CURE) at
MOF/ACD
UNCTAD component
・Installation
of Automated Systems for Customs Data (ASYCUDA) in a
UNCTAD
component
phased approach
ultimatelySystems
establishing
a nationalData
network
for the in a
・Installation
of Automated
for Customs
(ASYCUDA)
processing
and sharing
of transit
and goods
declaration
information:
phased approach
ultimately
establishing
a national
network
for the
(i) Staff of ACD
national
structure
will be
trained toinformation:
implement
processing
and sharing
of HR
transit
and goods
declaration
ASYCUDA
in successive
pilotstructure
programs,
technical and
(i)
Staff of ACD
national HR
will(ii)
beASYCUDA
trained to implement
structural
requirements
andpilot
all procurements
be incorporated
into
ASYCUDA
in successive
programs, (ii)will
ASYCUDA
technical
and
infrastructure
development
and declaration
modules
structural
requirements
and of
alltransit
procurements
will be incorporated
into
・Trade facilitation:
Restructuring
of the
Transit Department,
infrastructure
development
of transit
andInternational
declaration modules
working
on regionalRestructuring
and bilateral trade
with
Pakistan
and
・Trade facilitation:
of theagreements
International
Transit
Department,
others and
strengthening
roletrade
of theagreements
private sector
a specific
working
onTIR,
regional
and bilateral
withwith
Pakistan
and
focus
forwarders, WHO
accession,
study
on the
otherson
andfreight
TIR, strengthening
role of
the private
sector
withrailways
a specific
especially
regarding
HairatanWHO
railway
terminalstudy
and the
of transit
focus on freight
forwarders,
accession,
on potential
the railways
with other regarding
neighboring
countries
especially
Hairatan
railway terminal and the potential of transit
・Customs
issues:countries
with
other transit
neighboring
Provide regional
advice and recommendations on
・Customs
transit perspective,
issues:
customstransit
Provide
regionaloperations
perspective, advice and recommendations on
customstransit operations
UNIDO component
・Nationalcomponent
Commission for Standards, Metrology and Quality:
UNIDO
(i)
Modification
of Afghan
Standards Act:
Draft law
being reviewed by
・National
Commission
for Standards,
Metrology
andisQuality:
theModification
Ministry of Justice
and the
Standards
should
finalized
by theby
(i)
of Afghan
Standards
Act:Law
Draft
law isbebeing
reviewed
endMinistry
of July, of Justice and the Standards Law should be finalized by the
the
(ii)
endCreate
of July,an independent Afghan Standards Authority within MOC,
(iii)Create
Standards
and metrology
infrastructure
will MOC,
be built and
(ii)
an independent
Afghan
Standards(laboratories)
Authority within
equipment
procured
within relevant
infrastructure
projectswill
andbe
a central
(iii)
Standards
and metrology
infrastructure
(laboratories)
built and
laboratory
be constructed
in Kabul.
Plans include
quality
of
equipment will
procured
within relevant
infrastructure
projects
andstudy
a central
fuels
entering
by in
service
two mobile
laboratory
willAfrghanistan
be constructed
Kabul.providers,
Plans include
qualitylaboratories
study of
for metrology
and fuels, testby
labs
at ICDs
for use by
standards,
fuels
entering Afrghanistan
service
providers,
twocustoms
mobile and
laboratories
and
two centraland
laboratories
Kabul
and for
Polytechnic
Universities.
for metrology
fuels, test at
labs
at ICDs
use by customs
and standards,
and two central laboratories at Kabul and Polytechnic Universities.
Status
(iii) Progress
made with
implementation
of with
(iii)
Progress made
ASYCUDA
withofthe pilot of
implementation
the
transit module
on pilot
the of
ASYCUDA
with the
Torkham-Jalalabad-Kabul
the
transit module on the
corridor
under way; (iv)
Torkham-Jalalabad-Kabul
VHF
andunder
HF radio
corridor
way; (iv)
equipment
deployed
VHF
and HF
radio at 10
locations; deployed at 10
equipment
(v)
Customs Reform
locations;
Coordination
Unit (CURE)
(v) Customs Reform
working sinceUnit
mid-2005;
Coordination
(CURE)
(vi)
Customs
working
sinceAdvisory
mid-2005;
Unitand
Training
(vi)
Customs
Advisory
Coordination
Unit
Unitand
Training
established;
Coordination(vii)
UnitACD
prepared
a strategy
for
established;
(vii) ACD
developing
customsfor
prepared
a strategy
enforcement;
(viii) AFPRO
developing
customs
established
by(viii)
a Presidential
enforcement;
AFPRO
Decree
of January
18, 2006
established
by a Presidential
to act asofSecretariat
of 2006
Decree
January 18,
NTTFC;
to act as Secretariat of
(ix)
Afghan Freight
NTTFC;
Forwarding
Industry
(ix)
Afghan Freight
strengthened;
(x) Analytical
Forwarding Industry
work
done on (x)
ATTA;
strengthened;
Analytical
(xi)
Afghan
work
done National
on ATTA;
Standards
(xi)
AfghanAuthority
National
(ANSA)
Standardsestablished;
Authority and
(xii)
The Standards
Law
(ANSA)
established;
and
drafted.
(xii)
The Standards Law
drafted.
Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB
Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB
2 - 75
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
2.1.8.3 Assistance to the Broader Area Network for Afghanistan and the Surrounding
Countries by ECO
(1) Constituent Countries of ECO and the Action Programs
ECO succeeded the programs of the Regional Cooperation for Development (RCD) which activities
were carried out from 1964 to 1979. In 1985, the ECO was established for the purpose of social
economic development cooperation as a part of cooperation in East Asia by Iran, Turkey and
Pakistan. After that, the Charter of ECO Izmir was adopted, and their aim and frame work of
activities were agreed. After the frame work was ratified by the 3 countries, ECO was formally
inaugurated in 1991. The next year, in November 1992, Islamic CIS countries Tajikistan, Kyrgyz,
Kazakhstan, Uzbekistan, Turkmenistan, Azerbaijan, being formed after the collapse of the Soviet
Union, along with Afghanistan, formally joined ECO. The “Almaty Outline of Transport” was
adopted in October 1993; it is an agreement regarding development of regional transport network
which constitutes the core of ECO. In the special summit conference in May 1997, the “10 year plan
for Development of Network for Oil/Gas Pipeline and Communication/Transport” was adopted.
Establishment of enterprise with application of the ECO frame work is also active; the “ECO Trade
Development Bank”, “ECO Re-insurance Company”, “ECO Shipping Company”, “ECO Airline”
and so on, were established and approved in the 3rd summit conference in 1995. Regarding transit,
the “Memorandum about Smuggling and Dishonest Acts in Custom Duties” and “Transit Transport
Framework Agreement (TTFA)” were signed in 1998; the “ECO Trade Cooperation Framework”
and TTFA were discussed in the 6th summit conference in June 2000 and through the Baku
minister-level conference in May 1999 and Tehran minister-level conference in June 2000, those
were resolved and approved. There are many agreements regarding Afghanistan and surrounding
countries, in which ECO plays a central role, however, some of them are evaluated as inadequate
because of insufficient increase in export in the ECO region.
ECO members consist of 10 countries and their activities include various fields. ECO is not aiming
at integration of governance as EU, but aiming at political coordination regarding each national
development plan, priority and national interests.
ECO secretariat reports the results of foreign ministers conferences and top intention conferences to
the Summit conferences. Regarding the implementation of projects, the role of related organizations
is significant. Also, ECO cooperates with SAARC and so on, concluding with formal Minutes of
Understanding.
2 - 76
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
(2) Assistance to Afghanistan by ECO14
(2) Assistance to Afghanistan by ECO14
Afghanistan is an important original member country of ECO. ECO is highly interested in
Afghanistan is an important original member country of ECO. ECO is highly interested in
rehabilitation of Afrghanistan and implementing projects for building hospitals, development of
rehabilitation of Afrghanistan and implementing projects for building hospitals, development of
Bamiyan and rural community training centers. Also, after Minutes of Understanding, ECO through
Bamiyan and rural community training centers. Also, after Minutes of Understanding, ECO through
its project team and along with EU is commencing a project for measures to prevent illegal drug
its project team and along with EU is commencing a project for measures to prevent illegal drug
trafficking to be completed within 2 years.
trafficking to be completed within 2 years.
ECO is meeting with representatives regarding Japanese assistance for Afghanistan, and ECO
ECO is meeting with representatives regarding Japanese assistance for Afghanistan, and ECO
regards that it is meaningful to develop together with international or JICA potential. ECO considers
regards that it is meaningful to develop together with international or JICA potential. ECO considers
that the traffic infrastructure for Afghanistan should be widely assisted.
that the traffic infrastructure for Afghanistan should be widely assisted.
The high priority sectors for ECO are traffic, trade and energy. The importance of the traffic sector is
The high priority sectors for ECO are traffic, trade and energy. The importance of the traffic sector is
strongly expressed. A superior and eager team is implementing the project for trade and economy
strongly expressed. A superior and eager team is implementing the project for trade and economy
which is the main target for ECO. Iran is a transit country; therefore, Iran has commenced a project
which is the main target for ECO. Iran is a transit country; therefore, Iran has commenced a project
to secure access routes from the land-locked countries to the Arabian Sea because there are
to secure access routes from the land-locked countries to the Arabian Sea because there are
important north-south corridors and east-west corridors in Iran. Iran intends to research obstacles,
important north-south corridors and east-west corridors in Iran. Iran intends to research obstacles,
benefit and realization probability through the project.
benefit and realization probability through the project.
According to the ECO’s evaluation, the regional political power balance has changed during the
According to the ECO’s evaluation, the regional political power balance has changed during the
recent 10 years, the influence of Chaina and India is increasing in ECO region. The same condition
recent 10 years, the influence of Chaina and India is increasing in ECO region. The same condition
is found in the transport sector; issues should be brought to the attention of China and India in
is found in the transport sector; issues should be brought to the attention of China and India in
addition to proper members such as Iran, Turkey and Pakistan. ECO considers that regional
addition to proper members such as Iran, Turkey and Pakistan. ECO considers that regional
cooperation regarding ports is an important issue; 4~5 forums and meetings are under way. As a
cooperation regarding ports is an important issue; 4~5 forums and meetings are under way. As a
basic work for broader transit transport in the land-rocked countries, the needs assessment studies in
basic work for broader transit transport in the land-rocked countries, the needs assessment studies in
the related countries are important. Also, ECO presents that detailed assistance would be prepared
the related countries are important. Also, ECO presents that detailed assistance would be prepared
for transport needs in each transport corridor.
for transport needs in each transport corridor.
According to ECO, there are 2~3 types of approaches for trade acceleration policy, tax favourable
According to ECO, there are 2~3 types of approaches for trade acceleration policy, tax favourable
treatment, privatization assistance, assistance for hardware such as office buildings, and separate
treatment, privatization assistance, assistance for hardware such as office buildings, and separate
measures for favourable treatment. ECO assists separate agreements for regional agreements for
measures for favourable treatment. ECO assists separate agreements for regional agreements for
each member country; there is a method to utilize the system as tripartite conferences by ECO, IDB
each member country; there is a method to utilize the system as tripartite conferences by ECO, IDB
and UNSCAP or TTFA.
and UNSCAP or TTFA.
ECO proposed the implementation of workshops or training courses regarding the transport sector
ECO proposed the implementation of workshops or training courses regarding the transport sector
under the assistance of JICA. The reason is; ECO already has a set-up workshop for capacity
under the assistance of JICA. The reason is; ECO already has a set-up workshop for capacity
building with the World Bank joined by IDB, and Japan is highly expected regarding new assistance.
building with the World Bank joined by IDB, and Japan is highly expected regarding new assistance.
There is merit in joint implementation by Iran and Afghanistan because of no political tension.
There is merit in joint implementation by Iran and Afghanistan because of no political tension.
Also, ECO is considering a scheme to utilize a fund for Afghanistan Tajikistan and Kyrgyz. For
Also, ECO is considering a scheme to utilize a fund for Afghanistan Tajikistan and Kyrgyz. For
application of the scheme, implementation of a joint program with IDB, ADB, ECO Development
application of the scheme, implementation of a joint program with IDB, ADB, ECO Development
Bank after Minutes of Understanding. JICA is expected to cooperate in it.
Bank after Minutes of Understanding. JICA is expected to cooperate in it.
14
14
The following
following description
description is
is based
based on
on the
the hearing
hearing by
by JICA
JICA mission
mission team
team in
in the
the ECO
ECO secretariat
secretariat in
in October
October 2009.
2009.
The
2 - 77
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
2.1.8.4 Others
Assistance to the broader area network for Afghanistan and the surrounding countries by others is
shown in Table 2.21 below.
Table 2.21 Assistance for Development of Corridors around Afghanistan by Others (1)
Activities
1．Government of
Iran(Iran) Road
construction and
improvement between
Bandar Abbas and
Dogharun (1,379km)
(Infrastructure)
2．Government of Iran
(Iran) Road
improvement between
Milak and Zaranj, and
construction of
Zabol-Milak road and
customs facilities at
Milak border crossing
(Infrastructure)
3．Government of Iran
(Iran) Road bypass to
Chabahar-Iranshar link
and upgrading of
Chabahar-Zahidan
road (Infrastructure)
4．Government of
Turkmenistan Road
improvement from
Atamurat to Imamnazar
at the Afghanistan
border
5．Government of
Uzbekistan (Uzbekistan)
Improvement of primary
roads including
Tashkent-Termez
(Infrastructure)
6．EC (European
Commission)
Afghan Customs
Reform under First
Financing Agreement
(Afghanistan)
(Infrastructure and
customs)
7．EC
Fourth Reconstruction
Program for
Afghanistan – Customs
and Tax (Afghanistan)
8．USAID and Japan
Rehabilitation of
Kabul-Kandahar Road
(Afghanistan)
(Infrastructure)
Objective/Purpose/Output
Objective and purpose：
Facilitate movement of goods across border
・Two-lane asphalt pavement
Objective and purpose：
Facilitate movement of goods across border
・Two-lane asphalt pavement
・New road between Zabol and Milak
・New customs facilities at Milak
Under implementation,
part completed.
Objective and purpose：
Facilitate movement of goods across border and approach to Chabahar
port
・Two-lane asphalt pavement
Completed
Objective and purpose：
Facilitate trade and cross border movement
Completed
Objective and purpose：
Facilitate trade and cross border movement
Output：
・Primary road improved to a two-lane or wider standard to facilitate
movement of goods
Completed
Objective：
Reinforce the revenue base of the government
Purpose：
Re-establish a functioning customs and revenue system
Output：
・Afghan Customs Code
・Rehabilitation of Torkham border post infrastructure
・Setting up EUROTRAC, computerized statistical package for customs
and tax management
Objective：
Reinforce the revenue base of the government
Purpose：
Reestablish a functioning customs and revenue system
Output：
・A national and international transit system for customs and revenue is
set up
・Customs staff has the required competencies to manage the system
・Customs and revenue headquarters on regional level are
reconstructed/newly built an appropriately equipped to ensure sound
functioning
Objective and purpose：
Improve internal and cross border traffic flow
Output:
442km from km43 to km485 rehabilitated with asphalt concrete
pavement
Under implementation.
The Customs building at
Torkham has been
officially handed over to
the Custom in March
2006.
Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB
2 - 78
Status
Completed
Under processing
Rehabilitation /
reconstruction work
completed
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.21 Assistance for Development of Corridors around Afghanistan by Others (2)
Table
2.21 Assistance for Development
of Corridors around Afghanistan byStatus
Others (2)
Activities
Objective/Purpose/Output
Activities
9．Government
of Iran
Rehabilitation of
of Iran
9．Government
Dogharun-Herat-Islam
Rehabilitation
of
Qala Road-124km
Dogharun-Herat-Islam
(Afghanistan)
Qala Road-124km
(Infrastructure)
(Afghanistan)
10．Government
(Infrastructure) of Iran
Construction of of
Milak
10．Government
Iran
bridge
Construction
of Milak
(Iran/Afghanistan)
bridge
(Infrastructure)
(Iran/Afghanistan)
(Infrastructure)
11．WB
Construction /
11．WB
rehabilitation
Construction /of Sirkhan
Bandar-Pule
rehabilitationKhomri
of Sirkhan
Road under Emergency
Bandar-Pule
Khomri
Transport
Rehabilitaiton
Road
under
Emergency
Project
(Afghanistan)
Transport
Rehabilitaiton
(Infrastructure)
Project (Afghanistan)
12．WB
(Infrastructure)
Construction
/
12．WB
rehabilitation /of
Construction
Doshi-Kabul
rehabilitation road
of and
rehabilitation
of theand
Doshi-Kabul road
Salang Tunnelofunder
rehabilitation
the
Emergency
Transport
Salang Tunnel
under
Rehabilitation
Emergency Transport
(Afghanistan)
Rehabilitation
(Infrastructure)
(Afghanistan)
13．Japan
/ ADB /
(Infrastructure)
Kuwait / ADB /
13．Japan
Fund
for Arab
Kuwait
Economic
Development
Fund
for Arab
Road Employment
Economic
Development
Project
for Settlement
Road Employment
and
Integration
of
Project
for Settlement
Returning
Refugees
and
Integration
of and
Displaced
Returning Persons
Refugees and
(Afghanistan)
Displaced Persons
(Infrastructure)
(Afghanistan)
(Infrastructure)
14．Islamic
Development
14．Islamic Bank
（IsDB）
Development
Bank
Doshi-Pule
Khomri road
（IsDB）
(Afghanistan)
Doshi-Pule
Khomri road
(Afghanistan)
Objective and purpose：Objective/Purpose/Output
Facilitate cross
border trade
Objective
and purpose：
Output： cross border trade
Facilitate
・The
road upgraded to 7.3m carriageway asphalt surface road
Output：
・The road upgraded to 7.3m carriageway asphalt surface road
UpgradingStatus
completed
Upgrading completed
Objective and purpose：
Facilitate
border trade
Objective cross
and purpose：
Output： cross border trade
Facilitate
A
320m bridge across border completed with 5km section of Zaranj
Output：
under
construction
A
320m
bridge across border completed with 5km section of Zaranj
Objective：
under
construction
Facilitate
Objective：cross border movement of goods
Output：
Facilitate cross border movement of goods
・Construction
/ rehabilitation of the 172km road improving links to
Output：
Tajikistan
・Construction / rehabilitation of the 172km road improving links to
Tajikistan
Construction completed
Construction completed
Objective：
Rehabilitate
Objective： critical road infrastructure to facilitate movement of
goodsand people
Rehabilitate
critical road infrastructure to facilitate movement of
Purpose：
goodsand people
Clear
the passage way to the north for internal and cross border
Purpose：
movements
Clear the passage way to the north for internal and cross border
Output：
movements
・Rehabilitation
/ reconstruction of 172km Doshi-Kabul road under way
Output：
the Salang Tunnel
completed
・Rehabilitation /ofreconstruction
of 172km
Doshi-Kabul road under way
・Rehabilitation
of the Salang Tunnel completed
Objective：
Construction /
rehabilitation
Construction /almost
completed almost
rehabilitation
completed
Assist
in Settlement and Integration of Returning Refugees and Displaced
Objective：
Persons
Assist in Settlement and Integration of Returning Refugees and Displaced
Purpose：
Persons
Rehabilitate
Purpose： transport infrastructure and provide social services to the
refugees
andtransport
the displaced
Rehabilitate
infrastructure and provide social services to the
Output： and the displaced
refugees
・Rehabilitate 105km of the Knadahar-Spin Boldak road
Output：
・Upgrade marketable
skills
of the beneficiaries
・Rehabilitate
105km of
the Knadahar-Spin
Boldak road
・Provide educational
health
・Upgrade
marketable and
skills
of theservices
beneficiaries
・Extend
credit to
clients
・Providemicro
educational
andthe
health
services
Objective：
・Extend
micro credit to the clients
Facilitate
Objective：movement of goods and people and promote economic
activities movement of goods and people and promote economic
Facilitate
Purpose：
activities
Rehabilitate
Purpose： essential infrastructure
Output：
Rehabilitate
essential infrastructure
・Rehabilitate 47km of Doshi-Pule Khomri road
Output：
Objective： 47km of Doshi-Pule Khomri road
15．US / Tajikistan /
・Rehabilitate
Afghanistan
New bridge
Facilitate
Objective：cross border movements
15．US
/ Tajikistan
/
across
Pyanj New
river bridge Purpose：
Afghanistan
Facilitate cross border movements
(Tajikistan
Improve
across Pyanj/ river
Purpose：road links
Afghanistan)
Output：
(Tajikistan
/
Improve road links
Afghanistan)
・Construction of a new bridge across Pyanj river
Output：
Objective：
16．EC
・Construction
of a new bridge across Pyanj river
Kabul-Jalalabad road
Facilitate
Objective：movement of goods and people
16．EC
(Afghanistan)
Purpose：
Kabul-Jalalabad road
Facilitate movement of goods and people
(Infrastructure)
Improve
(Afghanistan)
Purpose：links to the north and Pakistan
Output：
(Infrastructure)
Improve links to the north and Pakistan
・Emergency repairs and reconstruction of the 150km road
Output：
Objective： repairs and reconstruction of the 150km road
17．Government of
・Emergency
Pakistan
Facilitate
Objective：cross border movements
17．Government
of
Jalalabad-Torkham
road Purpose：
Pakistan
Facilitate cross border movements
(Afghanistan)
Jalalabad-Torkham
road Improve
Purpose：road links and Pakistan
(Infrastructure)
Output：
(Afghanistan)
Improve road links and Pakistan
(Infrastructure)
・Reconstruction of 74km road
Output：
・Reconstruction
74km
road Facilitation, ADB
Source: Afghanistan:
Afghanistan: Cross
Cross
Border Trade
Tradeof
and
Transport
Source:
Border
and
Transport
Facilitation, ADB
Construction /
rehabilitation
Construction /almost
completed almost
rehabilitation
completed
Work completed on first
61.4km
with resources
Work
completed
on first
available.
Some
61.4km
with
resources
construction
problems on
available. Some
this section have
been on
construction
problems
addressed.
this
sectionGovernment
have been
resources
being
addressed.are
Government
utilized
toare
finance
resources
beingthe
remaining
42km. the
utilized
to finance
remaining 42km.
Under implementation
Under implementation
With US financing work
has started
With
US financing work
has started
Under implementation
Under implementation
Under implementation
Under implementation
2 - 79
2 - 79
The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Table 2.21 Assistance for Development of Corridors around Afghanistan by Others (3)
Activities
18．Japan / Saudi
Arabia / US
Kandahar-Heart road
19．Government of
Pakistan Indus Highway
(N55) Hyderabad –
Peshawar (Pakistan)
(Infrastructure)
20．Government of
China
Construction of Gwador
Port (Pakistan)
(Infrastructure)
21．IMF / EC / USAID /
DFID / GTZ and other
Strengthening
Afghanistan Customs
Department (ACD)
(Afghanistan) (Capacity
Building)
22．UNDP
Upgrading ASYCUDA
(Iran) (ICT)
23．USAID
Revision of the Soviet
Customs Code
(Tajikistan) (Customs)
24．USAID
“Software” support for
customs and cross
border trade
(Afghanistan)
(Customs)
Objective/Purpose/Output
Objective：
Facilitate movement of goods and people
Purpose：
Improve links to the neighboring countries
Output：
・Rehabilitation of the 564km section of the ring road with cement and
concrete pavement improving links to Iran and the Central Asian
Republics (CAR)
Objective and purpose：
Facilitate internal and cross border movement of goods and people
Output：
・1,265km of national highway upgraded to two lane 100km/h design to
improve movement
Objective：
Promote an alternative exit point through Pakistan for domestic and
foreign goods and promote the development to of an undeveloped region
in Pakistan
Purpose:
Facilitate cross border trade
Output：
・Construction of berths and other facilities
Objective：
Improve revenue collection
Output：
・Technical support
・Training
・Change management
・Communications
・Transit
Objective：
Facilitate trade and revenue collection
Output：
・Automation and customs data exchange
Objective：
Facilitate trade and improve revenue collection
Output：
・Modified customs code revised to make it compliant with international
standards
Objective：
Strengthen customs
Purpose：
Enhance revenue generation
Output：
・Prefabricated structures for 11 cross border control zones (BCZ)
・Advisors for customs and revenue departments of the MOF
・Support for accession to WTO, bilateral trade facilitation agreements,
and privatization of the national insurance company
25．Government of
India
Delaram-Zaranj road
Source: Afghanistan: Cross Border Trade and Transport Facilitation, ADB
2 - 80
Status
Rehabilitation /
reconstruction under way
1,265km of national
highway upgraded to two
lane 100km/h
Under implementation
Under implementation
Under implementation
Completed
Under implementation
Under construction by
Border Road
Organization
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
2-2 Summary
2-2 Summary
2.2.1 Broader area issues
2.2.1 Broader area issues
(1) Current Status of Subject Areas
(1) Current Status of Subject Areas
The countries subject to this study are mainly agricultural countries and some of them have a very
The
subject to this
study areresources,
mainly agricultural
andand
some
of them
a very
high countries
level of production
of mineral
petroleum, countries
natural gas
other
formshave
of energy.
high
level
of
production
of
mineral
resources,
petroleum,
natural
gas
and
other
forms
of
energy.
Some of them have great population and need for labor and consumption. Therefore, they have much
Some
of them
have great
population such
and need
labor
consumption.
Therefore,
they have
much
potential
for economic
development
as theforneed
forand
trading
of resources
and processing
them.
potential for economic development such as the need for trading of resources and processing them.
On the other hand, due to the instability of security in Afghanistan, trade is limited to restrictive
On
the in
other
the instability
security inhave
Afghanistan,
limited toUnder
restrictive
routes
thehand,
area due
andtovarious
growthofpotentials
not beentrade
fullyis realized.
the
routes
in
the
area
and
various
growth
potentials
have
not
been
fully
realized.
Under
circumstances, sustainable economic activities and development are considered to be low in the
the
circumstances,
sustainable
economic
activities
and
development
are
considered
to
be
low
in
the
subject areas.
subject areas.
(2) Significance of Regional Economic Development by Broader Transport Infrastructure
(2) Significance of Regional Economic Development by Broader Transport Infrastructure
i Economic and industrial properties of the subject area
i Agriculture
Economic and
industrial
properties
subject
areacountries have mineral resources and there
is the
main industry
in of
thethe
area
but CIS
Agriculture
is and
the main
in theTurkmenistan,
area but CIS Kazakhstan
countries have
resources and there
are petroleum
naturalindustry
gas in Iran,
and mineral
Uzbekistan.
are petroleum and natural gas in Iran, Turkmenistan, Kazakhstan and Uzbekistan.
ii The current status and potential for development
ii The
The intra-area
current status
potential
tradeand
is closed
duefor
todevelopment
the security problems in Afghanistan, and the trade potential
The
intra-area
trade
is
closed
due
to
thetrade
security
problems in Afghanistan, and the trade potential
is underdeveloped due to limitation of
routes.
is underdeveloped due to limitation of trade routes.
iii Possibility of regional development by corridors
iii Revitalization
Possibility of regional
development
corridors by trade of products from Afghanistan and
of logistics
can bebyachieved
Revitalization
of
logistics
can
be
achieved
tradeto of
products
from Afghanistan
development of corridors which will be the by
routes
export
agricultural
products to and
the
development
of
corridors
which
will
be
the
routes
to
export
agricultural
products
to
the
surrounding consumption areas, and export and processing of intra-area resources and materials.
surrounding consumption areas, and export and processing of intra-area resources and materials.
iv Significance of developing Afghan transit routes
iv Benefits
Significance
of developing
Afghan
transit routes
to Afghanistan
through
logistics
routes are the promotion of sustainable development
Benefits
to
Afghanistan
through
logistics
are the
of Sea,
sustainable
development
by construction of routes that connect CISroutes
countries
andpromotion
the Arabian
and revitalization
of
by
construction
of
routes
that
connect
CIS
countries
and
the
Arabian
Sea,
and
revitalization
of
trade among Iran, India and Pakistan.
trade among Iran, India and Pakistan.
(3) Need to Develop Afghan Transit
(3) Need to Develop Afghan Transit
By building an intra-area network, further opportunity is brought by connecting resources and
By
building
intra-areain network,
brought new
by connecting
resources The
and
people
of theancountries
question,further
which opportunity
creates and ispromotes
economic activities.
people
of
the
countries
in
question,
which
creates
and
promotes
new
economic
activities.
The
development of intra-area networks in the countries in question and the Afghan Transit going
development
of intra-area
networks
in the countries
in question
andinthe
Transit
going
through Afghanistan
will connect
the resources,
technology
and markets
theAfghan
surrounding
countries
through
will connect of
thetrade
resources,
technology
and markets
the surrounding
to realizeAfghanistan
intra-area revitalization
and trigger
development
of theinindustrial
potentialcountries
of each
to
realize
intra-area
revitalization
of
trade
and
trigger
development
of
the
industrial
potential
of each
country. The sustainable economic development of all countries in question will be realized
by
country.
The
sustainable
economic
development
of
all
countries
in
question
will
be
realized
by
diversification and stabilization of the inland countries which have limited resources and
diversification
stabilizationto of
the inland
countriesin the
which
limited
resources and
environment andand
by contributing
expansion
of hinterland
case have
of coastal
countries.
environment and by contributing to expansion of hinterland in the case of coastal countries.
Therefore, the intra-area network of Afghan Transit connecting Afghanistan and the surrounding
Therefore,
the play
intra-area
Afghan
Transit connecting
Afghanistan and
thearea,
surrounding
countries will
a vitalnetwork
role to of
realize
sustainable
economic development
of the
and the
countries
will
a vital role is
togreat.
realize sustainable economic development of the area, and the
significance
of play
the development
significance of the development is great.
2 - 81
2 - 81
The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
2.2.2. Inter-sectoral Issues
(1)
Road Sector
In this section, the current status of the road networks crossing the countries in question is reviewed
from the viewpoints of road design standards, traffic volumes, logistics and logistic barriers on the
whole.
A. Road Design Standards and Traffic Volume
The degree of development of road infrastructure in the subject countries differs due to their
historical backgrounds and economic power in the recent years. The status of international arterial
roads in each country is described in Chapter 2-1. Figure 2.55 on the next page shows the road
design standards and traffic volume of each country.
Concerning the road network of Afghanistan and the surrounding country, we studied the logistics
connecting Afghanistan and the CIS countries in relation to the ports in Iran and Pakistan (Bandar
Abbas, Chabahar, Karachi and Gwadar ports).
a) Iranian Ports (Bandar Abbas/Chabahar)-to the CIS Countries
The Iranians, as mentioned above, have been developing roads by themselves owing to their rich
economic power and have networked major domestic cities by high-grade highways. The Iranian
road network plays the role of distribution routes to transport to CIS countries and Afghanistan, and
partially to Pakistan, the goods landed at Bandar Abbas and Chabahar ports. The routes to CIS
countries from the Iranian ports are as follows:
① The route through Mashhad to Turkmenistan, not through Afghanistan to Dushanbe,
Tashkent, etc.
② The route through Mashhad to Turkmenistan via Herat and Aquina and to Uzbekistan via
Mazar-e-Sharif
③ The route from Zahedan via Zaranj and Dilaram to Turkmenistan and Uzbekistan
Currently, mostly route ① is used.
The other routes are not selected because there is a section where the road rehabilitation project has
not been completed between Aquina and Herat, the north of the ring road in Afghanistan, and there
are sections of bad pavement and areas of bad security. The CIS countries including Uzbekistan
should expect to pay high transit fee if only the route via Turkmenistan is selected upon forwarding
goods to the Iranian ports and they strongly desire development of another route through
Afghanistan.
2 - 82
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Figure 2.55
Figure 2.55
Design Standards and Traffic Volume of International Arterial Roads
Design Standards and Traffic Volume of International Arterial Roads
2 - 83
2 - 83
The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Concerning the route ①, Figure 2.56 shows the road design standards and traffic volume along the
route connecting Bandar Abbas port, Mashhad and Turkmenistan
4,082 ～
Terrain
10244
8,100
5,057
1,651
300
203
95
88
27
197
330
82
153
420
AH70
AH70
AH2
AH2
AH2
AH2
AH2
AH75
AH75
AH75
Ⅰ・Ⅱ
Ⅰ・Ⅱ
Ⅰ
Ⅰ・Ⅱ
Good
Good
Flat・
Hilly・
Flat・Hilly
Ⅰ
Good
Good
Good
Ⅱ
Ⅱ
Ⅱ
Ⅱ
Good
Fair
Fair
Hilly・
Mountain
Hilly・
Mountain
Flat・Hilly
Flat・Hilly・
Mountainous
5,515
11,593
22
76
275
AH5
AH5
AH5
Bam
Ⅱ
Good
7,989
Good
Gonabad
21384
Zahedan
10973
Kerman
Surface Condition
8100
Bagheyn
A.H.Design Standard
22,401
Rafsanjan
AH Reference
14,535
Anar
Section Length(km）
Bandar Abbas
AADT
Iran
Country
AH75
AH75
AH1
AH75
Ⅰ・Ⅱ
Good
Flat・Hilly
Hilly・
Mountain
Primary
Good
Ⅱ
Good･Fair
Hilly・
Mountain
150
280
AH75
AH5
AH5
Ⅲ
Ⅲ
Ⅲ
-
Flat・Hilly・
Mountainous
-
75
27
AH Reference
AH5
AH5
AH5
Surface Condition
Terrain (km)
Ⅰ
Good
Ⅰ
Good
Flat
Ⅰ
Good
Flat
9,467
2,475
110
150
289
169
AH5
AH61
AH61
AH61
Ⅰ・Ⅱ
Good・Fair
Flat
Ⅰ・Ⅱ・Ⅲ
Ⅱ・Ⅲ
Good･Fair
Good･Fair
ー
ー
-
Ⅱ・Ⅲ
Good･Fair
ー
Kazakhstan
キジロルダ
シムケント メルケ
サマルカンド
シルダリア
グザール
メリー
アシュガバート
ハイラタン
イシククリ
オシュ
ドゥシャンベ
ブカラ
テヘラン シャブゼバール マシュハド
アルマティ
ビシュケク
タシケント
トルクメンバシ
トルガルト
サリタシュ
カラミク アーケシュタム
クルマパス
シルクハーン
カシュガル
ポレクムリ
マザリシャリ フ
カブール
ペシャワール
イスラマバード
ヘラート
Legend
ケルマン
ザーヘダーン
カンダハール
ローリ
Primary
Class Ⅰ
Class Ⅱ
Class Ⅲ
AADT
Data nothing
3,001 － 10,000
クェッタ
タフタン
Road Design Standard
1 － 3,000
ラホール
ヤズド
Flat
2,785
タルディ－コルガン
バイニュー
Flat
5,259 ～
Uzbekistan
Country
Ⅰ
Good
Uzbekistan
7,219
Symkent
202
Chernyavka (Border of
Kazakhstan)
Section Length(km）
Tashkent
7,891
Syrdaria
23901
Samarkand
12,689
A.H.Design Standard
-
Ⅰ
Good
Turkmenistan
12,635 ～
AADT
-
-
Iran
Country
-
8,796
Zhusaly
Ⅱ
Good
120
デリー
10,001 － 20,000
バンダルアッバース
チャーバハール
（グワダール）
カラチ バンダルアッバース-マシュハド-　ブカラ-タシケント-キジロルダ　ルート
アフガニスタンと周辺国の国際幹線道路網図
20,000 －
Figure 2.56 Road Design Standards and Traffic Volume between Bandar Abbas Port and CIS Countries
2 - 84
Ⅰ
Good
Flat
Samarkand
190
Bukhara
40
-
Farap (Border of
Uzbekistan)
100
-
Mary
127
-
Tejen
3,224
Kyzylorda
Terrain (km)
26,727
Mashhad
A.H.Design Standard
Surface Condition
Gonabad
AH Reference
21,509
Jct. AH1/AH75
Section Length(km）
16,703
Sarakhs (Border of
Turkmenistan)
7,844 ～
AADT
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The route starts from Bandar Abbas Port to Zahedan in Iran, and further to CIS countries and Russia
The route starts from Bandar Abbas Port to Zahedan in Iran, and further to CIS countries and Russia
without passing through Afghanistan. In Iran, the roads are basically well-developed and maintained.
without passing through Afghanistan. In Iran, the roads are basically well-developed and maintained.
The AH2 from Tehran to Kerman and Bam is a good route with many 4-lane sections. The roads in
The AH2 from Tehran to Kerman and Bam is a good route with many 4-lane sections. The roads in
Turkmenistan are Class III but according to UNESCAP, the major domestic road sections are being
Turkmenistan are Class III but according to UNESCAP, the major domestic road sections are being
renovated. The details are mostly unknown. The roads in Uzbekistan on the route are in a good
renovated. The details are mostly unknown. The roads in Uzbekistan on the route are in a good
condition.
condition.
b) Pakistani Ports-CIS Countries
b) Pakistani Ports-CIS Countries
Main routes connecting Pakistani ports (Karachi/Qasim, Gwadar) and CIS Countries are:
Main routes connecting Pakistani ports (Karachi/Qasim, Gwadar) and CIS Countries are:
i Karachi-Lahore-Peshawar-Kabul-Mazar-e-Sharif-Uzbekistan
i Karachi-Lahore-Peshawar-Kabul-Mazar-e-Sharif-Uzbekistan
ii Karachi-Quetta-Kandahar-Kabul-Mazar-e-Sharif-Uzbekistan
ii Karachi-Quetta-Kandahar-Kabul-Mazar-e-Sharif-Uzbekistan
iii Gwadar- Quetta-Kandahar-Kabul-Mazar-e-Sharif-Uzbekistan
iii Gwadar- Quetta-Kandahar-Kabul-Mazar-e-Sharif-Uzbekistan
The major route is (i). Route (i) starts from Karachi to go north along the Indus River to N-5 (in
The major route is (i). Route (i) starts from Karachi to go north along the Indus River to N-5 (in
Pakistan) and is connected to Lahore, Peshawar and other points in Afghanistan. Routes (ii) and (iii)
Pakistan) and is connected to Lahore, Peshawar and other points in Afghanistan. Routes (ii) and (iii)
have certain potential but Route (ii) has security problems in the Balochistan Area and NWFP Area
have certain potential but Route (ii) has security problems in the Balochistan Area and NWFP Area
and Route (iii) has a problem that Gwadar Port is being extended and not many cargos are handled,
and Route (iii) has a problem that Gwadar Port is being extended and not many cargos are handled,
and the access road is yet to be developed due to security problems. Therefore, the transportation
and the access road is yet to be developed due to security problems. Therefore, the transportation
depends on Route (i)
depends on Route (i)
Concerning Route (i), the road design standards and traffic volume in connection with Karachi Port,
Concerning Route (i), the road design standards and traffic volume in connection with Karachi Port,
Lahore, Kabul and CIS countries are illustrated in Figure 2.57.
Lahore, Kabul and CIS countries are illustrated in Figure 2.57.
There is much traffic volume in Pakistan and the expressways between Karachi and Lahore and
There is much traffic volume in Pakistan and the expressways between Karachi and Lahore and
between Lahore and Islamabad is an Asian Highway route and the situation as the international
between Lahore and Islamabad is an Asian Highway route and the situation as the international
arterial road is very good. According to the data of UNESCAP, there are some class III sections near
arterial road is very good. According to the data of UNESCAP, there are some class III sections near
Rohri, for which development is awaited. Concerning the Pakistan/Afghanistan border, ADB intends
Rohri, for which development is awaited. Concerning the Pakistan/Afghanistan border, ADB intends
to rehabilitate the road between Peshawar and Torkham. The sections on the route in Afghanistan are
to rehabilitate the road between Peshawar and Torkham. The sections on the route in Afghanistan are
of 2 lanes. Progress has been made for improvement of the road by international donors and the ring
of 2 lanes. Progress has been made for improvement of the road by international donors and the ring
road and the route between Polekumri and Tajikistan border is good according to the evaluation by
road and the route between Polekumri and Tajikistan border is good according to the evaluation by
UNESCAP. In Tajikistan, AH7 from the north to the south is Class II for all sections, but the traffic
UNESCAP. In Tajikistan, AH7 from the north to the south is Class II for all sections, but the traffic
volume is less than 6,000 vehicles (AADT) now, which means no problem in terms of traffic
volume is less than 6,000 vehicles (AADT) now, which means no problem in terms of traffic
capacity. In terms of comparison of the route, it seems that development is delayed to accommodate
capacity. In terms of comparison of the route, it seems that development is delayed to accommodate
the traffic volume in the section between the Tajikistan/Uzbekistan border and Syrdarya on AH7 in
the traffic volume in the section between the Tajikistan/Uzbekistan border and Syrdarya on AH7 in
Uzbekistan, as compared to the northern section between Syrdarya and Tashkent/Chernyavka
Uzbekistan, as compared to the northern section between Syrdarya and Tashkent/Chernyavka
(Uzbekistan/Kazakhstan border).
(Uzbekistan/Kazakhstan border).
The route is the current main route of logistics to reach Karachi Port in Pakistan from the CIS
The route is the current main route of logistics to reach Karachi Port in Pakistan from the CIS
countries. To secure smooth logistics route, it is felt that Class III sections on the route will have to
countries. To secure smooth logistics route, it is felt that Class III sections on the route will have to
be developed.
be developed.
2 - 85
2 - 85
9,000
36,757
4,774
782
46
323
160
56
Karachi
A.H.Design Standard
Surface Condition
Ⅰ
Ⅲ
Fair
Bad
Rohri
AH4
AH Reference
AH1
Ⅰ
Praimary
Good・Fair
Flat
Terrain (km)
AH2
Good
Flat
Flat
AH1
Ⅰ
Ⅲ
Good
Bad
7,100
6,585
77
147
64
AH1
AH1
ＡＨ7
Ⅱ
Good
Flat
Flat・Hilly
Flat
169
1
AH Reference
ＡＨ7
ＡＨ7
ＡＨ7
Ⅱ
Good
Terrain (km)
Flat・Rolling
ＡＨ7
ＡＨ7
Ⅱ
Good
Flat
Flat
Surface Condition
Terrain (km)
6,118
110
332
150
AH5
AH5
AH61
Ⅰ・Ⅱ
Good・Fair
Ⅰ・Ⅱ・Ⅲ
Good・Fair
-
Ⅱ・Ⅲ
Good・Fair
-
Kordai (Border of
Kyrgyzstan)
A.H.Design Standard
21543
23,901
20
30
75
27
ＡＨ7
ＡＨ7
ＡＨ7
AH5
AH5
Ⅰ
Ⅲ
Ⅰ・Ⅱ
Ⅰ・Ⅱ
Fair
Good
Good
Flat
Flat
Flat
11,762
193
13
157
AH5
AH5
AH60
Good
-
Flat
3,521 ～
8,522
Ⅰ・Ⅱ・Ⅲ
Ⅰ
Good
7,891
Uzbekistan
7,894 ～
7,611
Merke
AH Reference
5,310 ～
7,219
Symkent
Section Length(km）
Chernyavka (Border of
Kazakhstan)
AADT
Flat
13,443
17
Ｔａｊｉｋｉｓｔａｎ
Afghanistan
Country
Ⅱ
Good
4,532
Ⅰ
Good・Fair
-
-
8,111
Ⅰ・Ⅲ
Good・Fair
Saryozek
Rolling・
Mountain
Ⅱ
Good
311
Almaty
Ⅱ
Good
5,799
170
Kaskelen
Surface Condition
Djbulsarcj
A.H.Design Standard
1,080
Syrdaria
155
Mountainous
538 ～
Chanok (Border of
Uzbekistan)
Section Length(km）
Ⅱ
Good
Afghanistan
Dushanbe
41
Border of Tajikistan
2,500
Shirkhan
2,200 ～
3,900
Polekumri
3,400 ～
AADT
Fair
Flat
Pakistan
Country
Ⅰ・Ⅱ
6,030
-
Kazakhstan
Country
Legend
タルディ－コルガン
バイニュー
キジロルダ
シムケント メルケ
ビシュケク
タシケント
トルクメンバシ
サマルカンド
シルダリア
グザール
メリー
ハイラタン
テヘラン シャブゼバール マシュハド
イシククリ
オシュ
ドゥシャンベ
ブカラ
アシュガバート
アルマティ
トルガルト
サリタシュ
カラミク アーケシュタム
クルマパス
シルクハーン
カブール
ペシャワール
イスラマバード
ヘラート
ケルマン
ザーヘダーン
カンダハール
ローリ
Data nothing
3,001 － 10,000
クェッタ
タフタン
Class Ⅲ
AADT
1 － 3,000
ラホール
ヤズド
Primary
Class Ⅰ
Class Ⅱ
カシュガル
ポレクムリ
マザリシャリ フ
Road Design Standard
デリー
10,001 － 20,000
バンダルアッバース
チャーバハール
（グワダール）
カラチ カラチ-ラホール-カブール-　ドゥシャンベ-シムケント-アルマティ
ルート
アフガニスタンと周辺国の国際幹線道路網図
20,000 －
Figure 2.57 Road Design Standards and Traffic Volume between Karachi Port and CIS Countries
c) The Route Circumventing the Afghan Borders
The route on the next page shows the route to shape a ring road among the countries neighboring
Afghanistan.
2 - 86
Good
Flat
Chernyavka (Border of
Kazakhstan)
138
Tashkent
388
Djbulsarcj
22,500 ～
12,275
Kabul
7,550 ～
14,712
Jalalabad
11,100 ～
20,000
Islamabad
Section Length(km）
13,581 ～
Lahore
AADT
Torkham(Border of
Afganistan)
The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Good
Flat・Hilly
Hilly
Ⅱ
AH75
Ⅱ
Good
Hilly・
Good
Mountain
Hilly・
Mountain
Flat・Hilly
Ⅱ
AH75
Ⅱ
Fair
Fair
Flat・Hilly
AH75
420
Ⅱ
AH75
Ⅱ
Fair
Flat・Hilly・
Fair
Mountainous
Flat・Hilly・
Mountainous
Flat・Hilly
Iran
Terrain (km)
190
3,224
AH75
190
Primary
AH1
Primary
Good
Hilly・
Good
Mountain
Hilly・
Mountain
Ⅱ
AH75
Ⅱ
Good･Fair
Flat・Hilly・
Good･Fair
Mountainous
Flat・Hilly・
Mountainous
-
-
120
AH75
120
150
AH5
150
280
AH5
280
Ⅲ
AH75
Ⅲ
AH5
Ⅲ
-
Ⅲ
--
-
Ⅲ
AH5
MaryMary
Surface(km)
Condition
Terrain
40
26,727
AH1
40
-
TejenTejen
A.H.Design
Standard
Surface
Condition
3,224
Mashhad
Mashhad
AH
Reference
Section
Length(km）
A.H.Design
Standard
AH
Reference
Jct. Jct.
AH1/AH75
AH1/AH75
AADT
Section Length(km）
26,727
Ⅲ
--
-
-
5,515
11,593
22
5,515
AH5
22
76
11,593
AH5
76
Ⅰ
Good
Ⅰ
Good
Good
Flat
Good
Flat
Flat
Flat
Ⅰ
AH5
Ⅰ
AH5
Bukhara
Bukhara
Iran
Pakistan
FarapFarap
(Border
of of
(Border
Uzbekistan)
Uzbekistan)
Pakistan
Country
Sarakhs
Sarakhs
(Border
(Border
of of
Turkmenistan)
Turkmenistan)
Country
AADT
16,703
6,815～
5,870
178
6,815
AH63
210
Ⅰ・Ⅱ・Ⅲ
AH63
Ⅰ・Ⅱ・Ⅲ
Good
Good
Flat
Surface
Condition
Terrain (km)
Terrain (km)
21
3,927
AH65
21
129
3,927
AH65
129
Ⅱ
AH65
34
3,927
AH65
34
Below
AH65III
89
3,927
AH65
89
Ⅱ
AH65
92
3,927
AH65
92
Below
AH65III
Ⅰ・Ⅱ
Good
Ⅱ
Good
Below
Fair III
Ⅱ
Good
Below
Fair III
Good
Flat
Good
Hilly
Fair
Hilly
Good
Mountainous
Fair
Mountainous
Bad
Mountainous
Flat
Hilly
Hilly
Mountainous
Mountainous
Mountainous
Ⅱ
AH65
Ⅱ
Good
Good
Flat・Hilly
Ⅰ・Ⅱ
AH65
Flat・Hilly
524
AH65
142
III, Below III
AH65
III, Below
Bad III
SarySary
TashTash
A.H.Design
Standard
Surface
Condition
Karamyk
(Border
Karamyk
(Border
of of
Kyrgyzstan）
Kyrgyzstan）
AH
Reference
Section
Length(km）
A.H.Design
Standard
AH Reference
66
2,196
AH65
66
Dushanbe
Dushanbe
AADT
Section Length(km）
104
215
104
142
215
78
524
AH65
78
Below
AH65III
Below
Bad III
Irkeshtam
(Border
of of
Irkeshtam
(Border
China)
China)
Uzbekistan
Sariosiyo
Sariosiyo
(Border
(Border
of of
Tajikistan)
Tajikistan)
Uzbekistan
Turkmenistan
3,927
Hilly・
Good
Mountain
Hilly・
Mountain
5,870 ～
Turkmenistan
3,927
Ⅰ・Ⅱ
Good
4,656～
4,312
218
4,656
Iran
3,927
Ⅰ・Ⅱ
AH75
4,312 ～
Iran
3,927
Good
Flat・Hilly
100
21,509
AH75
100
9,335～
5,313
210
9,335
Country
3,927
Ⅱ
Good
21,509
5,313 ～
Flat
2,196
Ⅱ
AH75
Flat・Hilly
Country
AADT
127
16,703
AH75
127
AH62
218
Ⅰ・Ⅱ・Ⅲ
AH62
Ⅰ・Ⅱ・Ⅲ
Good
Good
Hilly
-
5,664
430
ＡＨ4
430
677
5,664
ＡＨ4
677
Ⅲ
ＡＨ4
Ⅲ
Fair
Bad
Mountainous
Fair
-
Mountainous
-
Kyrgyzstan
China
Tajikistan
Kyrgyzstan
China
バイニュー
キジロルダ
シムケント メルケ
タシケント
トルクメンバシ
シルダリア
サマルカンド
タシケント
アシュガバート
テヘラン シャブゼバール マシュハド
イシククリ
トルガルト
サリタシュ
サマルカンド
ヘラート
マザリシャリ フ
ポレクムリペシャワール
カブール
ペシャワール
ケルマン
イスラマバード
イスラマバード
ラホール
ヘラート
ヤズド
アルマティ
イシククリ
オシュ ビシュケク
グザール
ブカラ
メリー
テヘランアシュガバート
シャブゼバール マシュハド
ヤズド
アルマティ
ビシュケク
ドゥシャンベ
オシュ
シルダリア
トルガルト
カラミク アーケシュタム
サリタシュ
カシュガル
ドゥシャンベ
カラミク クルマパス
シルクハーン アーケシュタム
テルメズ
グザール
カシュガル
メリー
ポレクムリ
クルマパス
マザリシャリ フ シルクハーン
テルメズ
カブール
ブカラ
トルクメンバシ
タルディ－コルガン
シムケント メルケ
カンダハール
カンダハール
ザーヘダーン
ケルマン
タフタン
ザーヘダーン
タフタン
バンダルアッバース
チャーバハール
バンダルアッバース
（グワダール）
クェッタ
クェッタ
ローリ
ローリ
ラホール
デリー
デリー
カラチ ペシャワール-ザーヘダーン-マシュ
ハド-ブカラ-ドゥシャンベ-カシュガル
ペシャワール-ザーヘダーン-マシュ
ルート
ハド-ブカラ-ドゥシャンベ-カシュガル
ルート
チャーバハール
アフガニスタンと周辺国の国際幹線道路網図
（グワダール）
カラチ
アフガニスタンと周辺国の国際幹線道路網図
Ⅱ
ＡＨ4
Ⅱ
Good
Good
-
Tajikistan
Legend
タルディ－コルガン
Good
Hilly
Hilly
Country
キジロルダ
Ⅱ
Good
Hilly
Country
バイニュー
AH65
178
Ⅱ
AH65
Road Design
LegendStandard
Road Design Standard
Primary
Primary
Class
Ⅰ
Class
Ⅰ
Class Ⅱ
Class Ⅲ
Ⅱ
Class
Class
AADTⅢ
AADT
Data
nothing
Data nothing
1 － 3,000
1 － 3,000
3,001 － 10,000
3,001 － 10,000
10,001 － 20,000
10,001 － 20,000
20,000 －
20,000 －
Figure 2.58 Road Design Standards and Traffic Volume of the Routes Connecting the
Figure 2.58 Countries
Road Design
Standards
and Traffic Volume of the Routes Connecting the
Neighboring
Afghanistan
Countries Neighboring Afghanistan
Roughly speaking, the route passes through the Balochistan State in Pakistan, road rehabilitation is
Roughly speaking, the route passes through the Balochistan State in Pakistan, road rehabilitation is
not fully conducted reflecting the prolonged bad security in the area (UNESCAP).
not fully conducted reflecting the prolonged bad security in the area (UNESCAP).
2 - 87
2 - 87
Jct. Jct.
AH1/AH75
AH1/AH75
Ⅱ
AH2
Ⅱ
Good
7,989～
4,082
420
7,989
Sariosiyo
(Border
of of
Sariosiyo
(Border
Tajikistan)
Tajikistan)
153
1,651
AH75
153
KucaKuca
Hilly
82
5,057
AH75
82
Torbateheydarieh
Torbateheydarieh
Bad
Hilly
96
2,922
AH2
96
Termez
Termez
Bad
Hilly
Below
Bad III
1,651
KashiKashi
Flat・Hilly
Ⅲ
Bad
5,057
Gonabad
Gonabad
Flat・Hilly・
Bad
Mountainous
Flat・Hilly・
Mountainous
Ⅲ
AH2
AH2
661
Below
AH2 III
4,082 ～
2,922
Nahbandan
Nahbandan
Frat・Bad
Flat・Hilly
Below
Bad III
1,350～
1,082
661
1,350
Dashtak
Dashtak
(Jct (Jct
AH75/AH78)
AH75/AH78)
Ⅲ
Frat・Bad
AH51
528
Below
AH51III
15
7,452
AH2
15
1,082 ～
Guzar
Guzar
Terrain (km)
AH51
309
Ⅲ
AH51
7,452
Zahedan
Zahedan
Surface
Condition
Terrain (km)
1,798
167
～
528
1,798
Taftan
(Border
of Iran)
Taftan
(Border
of Iran)
A.H.Design
Standard
Surface
Condition
167 ～
8,500～
4,700
309
8,500
Lakpass
(Jct.N-25/NLakpass
(Jct.N-25/N40) 40)
AH
Reference
Section
Length(km）
A.H.Design
Standard
AH
Reference
Peshawar
Peshawar
AADT
Section Length(km）
4,700 ～
DeraDera
IsmailIsmail
KhanKhan
AADT
Kuchlok
(Quetta
Jct. Jct.
Kuchlok
(Quetta
N-25/N-50)
N-25/N-50)
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The route to cross from the east to the west in Tajikistan and to go from the east to west in the
southern part of Kyrgyz is topographically severe mainly in the sections crossing the Tian Shan
Mountains, and there are many Class III sections mainly in the mountainous sections. The section
from Dushanbe to the east crosses about 300km in the mountains, and it is possible that slope failure
may frequently occur. Road development will be needed in the future from the viewpoint of disaster
prevention.
B. Road Logistics Focusing on Afghanistan
Table 2.22 shows the trade items with neighboring countries in the statistics of Afghanistan. Major
import items are petrol oil, tires, diesel oil, flour, glass, carpets, iron rods, vehicle spare parts, clothes,
and gas. Export items are dry fruits, cumin (a kind of spice), carpets, sesame seed, grapes, etc. These
items are distributed mainly over roads.
According to IMF, in the total trade of US$5.4 billion of Afghanistan, US$1.2/1.7 billion is
estimated to be re-exports. It is often pointed out that a considerable amount of goods imported in
Afghanistan is reverse-exported to Pakistan and Iran.
Table 2.22 Afghan Trade Items Transported by Trucks to and from Neighboring Countries
TOTAL(100%)
Iron metal
Petrol oil
Carpet
Tire
Diesel oil
Flour
Glass
Iron rods
Vehicle spare parts
Cars
44% of Total
Import(84%)
Petrol oil
Tire
Diesel oil
Flour
Glass
Carpet
Iron rods
Vehicle spare parts
Cloth
Gas
43% of Imports
Export(6%)
Dry Fruit
Cumin
Carpet
Sesame seed
Grapes
Animal Intestine
Melon
Fumiture
Raisin
Apple
99% of Exports
Transit(10%)
Iron metal
Vehicle spare parts
Cotton
Iron rods
Cement
Wheat
100% of Transit
Source: ADB
TA 4536 survey 2005
The transit trade involving Afghanistan goes through the following two main routes:
i
The route to transit Afghanistan to the third countries
ii
The route to transit Turkmenistan to Afghanistan
The transit trade (i) via Afghanistan is to transport to Pakistan the goods from the northern
neighboring countries (Uzbekistan, Tajikistan, and Turkmenistan). Some of the goods, though not
many, are further transported to Iran and northern countries. Currently, Afghanistan is not
functioning as a center of logistics and the amount of transit trade is low. If the logistics
environments in the related countries are improved, the transit trade in the area will increase.
2 - 88
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
What follows next is the summary of trades between Afghanistan and the neighboring countries with
What follows next is the summary of trades between Afghanistan and the neighboring countries with
reference to the results summarized by the “Master Plan for Road Network Improvement Project in
reference to the results summarized by the “Master Plan for Road Network Improvement Project in
Afghanistan, ADB 2006”.
Afghanistan, ADB 2006”.
a) Traffic Flow at Borders
a) Traffic Flow at Borders
According to the material issued by the Central Statistics Bureau, the total imports to Afghanistan in
According to the material issued by the Central Statistics Bureau, the total imports to Afghanistan in
2004 were about US$2.2 billion but the total exports were only US$305 million. In dollar values,
2004 were about US$2.2 billion but the total exports were only US$305 million. In dollar values,
imports include machinery and equipment (28%), life necessities and medicines (14%), textiles,
imports include machinery and equipment (28%), life necessities and medicines (14%), textiles,
clothes and shoes (18%), foods (6%), chemicals (4%), and others (22%). Thirty eight percent of
clothes and shoes (18%), foods (6%), chemicals (4%), and others (22%). Thirty eight percent of
imports are from Asia and 63% of the imports are from other areas. The exports from Afghanistan
imports are from Asia and 63% of the imports are from other areas. The exports from Afghanistan
are mainly composed of agricultural products: dry fruits and nuts (27%), fruits (4%), medicinal
are mainly composed of agricultural products: dry fruits and nuts (27%), fruits (4%), medicinal
plants (3%), seeds and spices (1%), wool textile (3%), and leather (7%).
plants (3%), seeds and spices (1%), wool textile (3%), and leather (7%).
The major trade partner of Afghanistan is Pakistan. As of 2006 the annual trade value between
The major trade partner of Afghanistan is Pakistan. As of 2006 the annual trade value between
Afghanistan and Pakistan stood at US$1 billion but, in contrast, the trade with Iran stood at US$250
Afghanistan and Pakistan stood at US$1 billion but, in contrast, the trade with Iran stood at US$250
million.
million.
The imports from Pakistan are mainly foods and construction materials. According to the formal
The imports from Pakistan are mainly foods and construction materials. According to the formal
statistics of Pakistan, major items of export were various foods (53%), wheat (flour), sugar and rice
statistics of Pakistan, major items of export were various foods (53%), wheat (flour), sugar and rice
(27%), steel products (6%), cement (4.6%), and paint (3.8%).
(27%), steel products (6%), cement (4.6%), and paint (3.8%).
The trade situations changed dramatically between the 1970s and after. In the period of Soviet
The trade situations changed dramatically between the 1970s and after. In the period of Soviet
occupation, 70% of the total trade was with the Soviet Union. Goods were brought in by railways
occupation, 70% of the total trade was with the Soviet Union. Goods were brought in by railways
from Termez near Uzbekistan and Torghundi near Turkmenistan. At that time, the trade volume with
from Termez near Uzbekistan and Torghundi near Turkmenistan. At that time, the trade volume with
Pakistan was about 20% and with Iran, about 10%. The country is now in a completely different
Pakistan was about 20% and with Iran, about 10%. The country is now in a completely different
situation. The trade of Afghanistan is mainly with Pakistan and Iran, and the trade volume with the
situation. The trade of Afghanistan is mainly with Pakistan and Iran, and the trade volume with the
north (Uzbekistan, Tajikistan and Turkmenistan) is little. Much of the rehabilitation assistance and
north (Uzbekistan, Tajikistan and Turkmenistan) is little. Much of the rehabilitation assistance and
aid supplies comes mainly from Pakistan and commerce items come from Iran. Major import items
aid supplies comes mainly from Pakistan and commerce items come from Iran. Major import items
from central Asia are fuels. According to the Petroleum Company of Afghanistan, the country
from central Asia are fuels. According to the
Petroleum Company of Afghanistan, the country
imported liquid fuels reaching about 85,000m3, 79% of which came from Uzbekistan via Hairatan
3
imported liquid fuels reaching about 85,000m , 79% of which came from Uzbekistan via Hairatan
and 19% of which was from Turkmenistan via Andkhoi. Two percent of fuel came from Iran via
and 19% of which was from Turkmenistan via Andkhoi. Two percent of fuel came from Iran via
Islam Qala.
Islam Qala.
The currently important border points in Afghanistan are:
The currently important border points in Afghanistan are:
・ The route to reach Karachi and Qasim ports via Torkham; and
・ The route to reach Karachi and Qasim ports via Torkham; and
・ The route to reach Bandar Abbas Port in Iran via Dogharun and Islam Qala.
・ The route to reach Bandar Abbas Port in Iran via Dogharun and Islam Qala.
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b) Current Status of Trade in the Area
The trade volume (logistics) is very small now. In the area including Central Asia and Afghanistan,
the trade ratio is 20% for Tajikistan which has the smallest economy, followed by Turkmenistan
which has the next smallest economy. The trade ratio of Afghanistan in the area is about 10%, which
is the smallest. Iran and Pakistan have trades with other parts of the world, differently from
Afghanistan, Tajikistan, Uzbekistan and Turkmenistan. For both countries, about 2% of the total
trades are imports and exports to and from the neighboring areas.
The small trade in the area has many reasons: the countries have similar economic structures; small
bases for exports; old, traditional routes; the vector of movement and logistics has headed to the
north (the Former Soviet Union), and the roads and railway networks have been developed in this
direction. Because of these reasons, the trades in the area are not growing much now.
Figure 2.59 Transit Trade that Passes through Afghanistan
C. The Logistics Barriers in Roads Connecting Afghanistan with the Neighbors
For expansion of cross-border trades in Central Asia and South Asia, the ”Report for Cross Border
and Transport Facilitation” lists the following points as current issues.
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
･Lack of supplementation and competition among the countries in the area
･Lack of supplementation and competition among the countries in the area
･Customs procedures
･Customs procedures
･Guideline for tradess
･Guideline for tradess
･PTA : Preferential Trading Arrangements
･PTA : Preferential Trading Arrangements
･Transhipment at border points
･Transhipment at border points
･Approval of transit trades
･Approval of transit trades
･Lack of vehicle standards and axle load restrictions
･Lack of vehicle standards and axle load restrictions
･Visa regulations
･Visa regulations
･Informal impositions
･Informal impositions
･Protection of local transportation
･Protection of local transportation
As a result of questionnaires to truck drivers, they listed 20 items that work as restrictions for
As a result of questionnaires to truck drivers, they listed 20 items that work as restrictions for
vehicles and cargo transportation. The five items below were most often reported by the drivers.
vehicles and cargo transportation. The five items below were most often reported by the drivers.
･Required procedure and time at formal check points were excessive.
･Required procedure and time at formal check points were excessive.
･Lack of service facilities along the border access roads
･Lack of service facilities along the border access roads
･Lack of service roads to repair troubled vehicles
･Lack of service roads to repair troubled vehicles
･Long processing time at borders/ICD (inland depots)
･Long processing time at borders/ICD (inland depots)
･Poor road quality
･Poor road quality
Figure 2.60 shows the barriers that hinder realization of smooth logistics as heard from
Figure 2.60 shows the barriers that hinder realization of smooth logistics as heard from
transportation providers (according to Cross Border and Transport Facilitation Report).
transportation providers (according to Cross Border and Transport Facilitation Report).
% of sample reporting
% of sample reporting
Formal check points
Lack
of service
Formal
checksupport
points
Lackofofservice
service
roads
Lack
support
processing
Lack Long
of service
roads
Poor
quality
Longroad
processing
Lack Poor
of proper
road system
quality
payments
Lack ofIllegal
proper
system
Lack ofpayments
security
Illegal
Informal
points
Lackcheck
of security
Lack
of parking
ICD
Informal
check at
points
Poor facilities
Lack of parking
at ICD
Noncooperation
by facilities
officials
Poor
Visa
Noncooperation by officials
Informal commission
Visa
Limited border
hours
Informal
commission
Checking
of hours
cargo
Limited
border
ICD
working
Checking
of hours
cargo
Dust
ICD working hours
Pilferage of cargo
Dust
Documentation
requirement
Pilferage
of cargo
Documentation requirement 0
10
20
30
40
50
60
70
80
90
100
0
10
20
30
40
50
60
70
80
90
100
Source: Report on “Cross Border and Transport Facilitation, ADB 2006, with some additions
Source: Report on “Cross Border and Transport Facilitation, ADB 2006, with some additions
Figure 2.60 Issues in Vehicle Operation
Figure 2.60 Issues in Vehicle Operation
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Concerning the items indicated in Figure 2-58, we classified the superior items for which multiple
answers were received for non-structural issues (red circle) and structural issues (blue circle), and
many of the answers were non-structural issues. Many of them were related to various procedures
and time relating to customs and crossing at borders and seaports, and lack of service functions near
such facilities. In addition to institutional underdevelopment of customs procedure and collection of
informal dues, not only the customs system is insufficient but also its operators are problematic.
Concerning structural aspects, underdeveloped access roads to the border points, underdeveloped
service facilities near the border points, shortage of parking spaces, and other insufficiencies of
border facilities and lack of service rather than passage in a country are pointed out.
(2) Railway Sector
A. Railway Network in the Surrounding Countries
To the north of Afghanistan, there are three CIS countries, i.e. Turkmenistan, Uzbekistan and
Tajikistan. The CIS countries established passenger and cargo transportation system mainly by
railways in the era of the Former Soviet Union. Due to financial difficulties after collapse of the
Former Soviet Union in December 1991, the rails and vehicles were under-maintained and the
system was about to break down. Due to assistance by international organizations such as JICA,
ADB and EU and economic independence supported by rich resources, the system has now been
reconstructed nearly to the level of 1991 or earlier.
The railway networks of these CIS countries are connected not only to other CIS countries but also
to the Russian Federation, Caucasia, and Mongolia on the same track gauge (1,520mm). The
maintenance situations vary among the countries but are roughly good with some exceptions. The
network is connected to China and Europe with a gauge of 1,453mm, but transshipment facilities,
bogie exchange and/or change of vehicles are necessary.
The railway goes into Afghanistan by 10km and 15km respectively from Turkmenistan and
Uzbekistan crossing the borders, and just in front of the border from Tajikistan and connection to
Afghanistan is planned as a future vision. By the grant aid of ADB, construction of about 60km has
begun from Uzbekistan Railways to Mazar-e-Sharif.
Iran, located west of Afghanistan, is active about railway development, and maintains as appropriate
the railway facilities, and new passenger vehicles of European specifications are being introduced.
With the standard gauge of 1,435mm, the rail is connected to Turkey and Europe. From the port of
Bandar Abbas, the rails go north to be connected to Turkmenistan. Although exchange of bogies and
transshipment of containers are required at borders, it plays a vital role as a line connected to Central
Asia. The access to Afghanistan is realized by the railway heading north from Bandar Abbas Port
branching to cross the border to the 60km point before Herat, but the construction is suspended due
to lack of funds.
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Legend: ― Railway
Legend: ― Railway
― Border
― Border
Capital Kabul
Capital Kabul
Figure 2.61 Current Railway Transport Network Surrounding Afghanistan
Figure 2.61 Current Railway Transport Network Surrounding Afghanistan
Pakistan lies southeast of Afghanistan. The Pakistan and Bangladesh railways were established with
Pakistan lies southeast of Afghanistan. The Pakistan and Bangladesh railways were established with
a broad gauge of 1,676 mm in the era of the British colony.
a broad gauge of 1,676 mm in the era of the British colony.
The railway management is in the red every year now. Sufficient maintenance is not conducted and
The railway management is in the red every year now. Sufficient maintenance is not conducted and
delays and accidents of trains occur due to the speed limit and bad facility maintenance. There are
delays and accidents of trains occur due to the speed limit and bad facility maintenance. There are
two connections with India in the north and the south. An arterial railway from Karachi Port goes
two connections with India in the north and the south. An arterial railway from Karachi Port goes
north to Peshawar playing a material role as the great industrial artery. There is a plan to have
north to Peshawar playing a material role as the great industrial artery. There is a plan to have
connections with Peshawar in the north and Chaman in the west, and The Pakistan Railway is
connections with Peshawar in the north and Chaman in the west, and The Pakistan Railway is
currently surveying the route.
currently surveying the route.
As indicated in the next map, the railway network in the countries surrounding Afghanistan is
As indicated in the next map, the railway network in the countries surrounding Afghanistan is
developed to certain extent, but Afghanistan is a blank in terms of railways, and the network is
developed to certain extent, but Afghanistan is a blank in terms of railways, and the network is
disconnected. When connecting the network, transshipment, exchange of bogies and transfers are
disconnected. When connecting the network, transshipment, exchange of bogies and transfers are
necessary due to three different track gauges.
necessary due to three different track gauges.
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Figure 2.62
Trans Asian Railway Network (UNESCAP)
B. Railway Development Plan in Afghanistan by ADB
ADB is actively supporting Afghanistan and conducted the Railway Development Study in
2009, and the final report will be completed in March 2010. ADB plans to develop the railway
between the Tajikistan border Sherkhan Bandar and Herat (1,246km; 1A), between the
Pakistani border of Torkham and Mazar-e-Sharif (718km; 1B), and between the Pakistani
border of Spin Boldak and Kandahar (103km; 1C). The total length of 2,067km or 3 lines is
incorporated in the Trans Asian Railway network as Trans-Afghan Transport Corridor.
Concerning 1A and 1B, a study will be conducted to confirm the feasibility.
Trans-Afghan Transport Corridor (Total Length 2,067km)
Corridor No.
Start and End Point
1A
Shirkhan Bandar – Herat
1B
Mazar-e-Sharif – Kabul – Logar
Length (km)
1,246km
718km
Copper Mine – Torkham
1C
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Spin Boldak – Kandarhar
103km
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Figure 2.63 Three Railways Planned by ADB (ADB Material)
Figure 2.63 Three Railways Planned by ADB (ADB Material)
C. Development of the Railway Transportation System by Realization of Trans-Afghan
C. Development of the Railway Transportation System by Realization of Trans-Afghan
Transport Corridor
Transport Corridor
In the 3 railways mentioned above, the line from the Iranian border to Herat under construction now
In the 3 railways mentioned above, the line from the Iranian border to Herat under construction now
and the line from Uzbekistan border to Mazar-e-Sharif are supposed to be completed in 2-3 years.
and the line from Uzbekistan border to Mazar-e-Sharif are supposed to be completed in 2-3 years.
a) Network after Completion of 1A
a) Network after Completion of 1A
The line of 1A connects Tajikistan, Uzbekistan and Iran. It will enable easy transportation of goods
The line of 1A connects Tajikistan, Uzbekistan and Iran. It will enable easy transportation of goods
from Central Asia and Iran to the two cities of Herat and Mazar-e-Sharif. The central Asian countries
from Central Asia and Iran to the two cities of Herat and Mazar-e-Sharif. The central Asian countries
can pass through Iran without crossing Turkmenistan to use Bandar Abbas Port in the Persian Gulf
can pass through Iran without crossing Turkmenistan to use Bandar Abbas Port in the Persian Gulf
and it is possible to establish a transportation route not depending on Turkmenistan.
and it is possible to establish a transportation route not depending on Turkmenistan.
b) Network after Completion of 1B
b) Network after Completion of 1B
The route 1B passes through Kabul, Copper Mine and Mazar-e-Sharif and has connections with
The route 1B passes through Kabul, Copper Mine and Mazar-e-Sharif and has connections with
Uzbekistan and Pakistan. Due to the connection of Central Asia with Pakistan, it is possible to use
Uzbekistan and Pakistan. Due to the connection of Central Asia with Pakistan, it is possible to use
the Karachi port, and to establish an alternative route not depending on Turkmenistan and Iran. It is
the Karachi port, and to establish an alternative route not depending on Turkmenistan and Iran. It is
also possible to secure logistics between India and Central Asia, and it is expected that transportation
also possible to secure logistics between India and Central Asia, and it is expected that transportation
will increase: industrial products from India, and primary industrial products and cotton from
will increase: industrial products from India, and primary industrial products and cotton from
Central Asia. It is technically difficult to construct railways in the steep Khyber Pass and detailed
Central Asia. It is technically difficult to construct railways in the steep Khyber Pass and detailed
study
of alignments
alignments is
is needed.
needed.
study of
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
c) Network after Completion of 1C
The route 1C is a line to connect from the Pakistani border to Kandahar, a major southern city of
Afghanistan. The completion of this route will enable cargo passage from Karachi Port, Pakistan
directly to Afghanistan by railways, and those cargos will be transshipped at Kandahar by trucks to
be transported within the country. The route underwent a feasibility study of the Pakistan Railways.
The study report is awaiting approval of the Government of Afghanistan. The area is flat and
construction is easy if not bothered by security issues.
Legend: ― Railway
― Border
Capital Kabul
Figure 2.64 Realizations of Trans-Afghan Transport Corridor and the Railway Transport Network
D. Current Railway Network in Afghanistan
The contribution of railways is a little in cargo transportation to Afghanistan, but there are four
routes.
Route A1: Cargos from Southeast Asia and China are brought by rail to Peshawar, transshipped to
trucks in Peshawar, and transported in Afghanistan, crossing the Khyber Pass via Kabul. This route
is not used much now due to poor maintenance of the railway infrastructure.
Route A2: Cargos are transported by railway from Karachi Port to Chaman and transshipped to
trucks. There is the same problem of poor maintenance of the railway facilities. The cargos go
through Kandahar.
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Route B: The cargos from Southeast Asia and India are transported by rail from Bandar Abbas Port
Route
cargos from
Asia and
Indiatoaretrucks
transported
rail from Bandar
Abbas Port
in IranB:
upThe
to Sangan,
whereSoutheast
transshipment
is made
to reachbyAfghanistan.
It is thought
that
in
Iran
up
to
Sangan,
where
transshipment
is
made
to
trucks
to
reach
Afghanistan.
It
is
thought
much of the cargos resist passage through Pakistan. The railway route is well maintained that
and
much
of to
theaccommodate
cargos resistfuture
passage
through
Pakistan.
The Cargos
railwayare
route
is well through
maintained
and
sufficient
increase
of cargo
amounts.
transported
Herat.
sufficient to accommodate future increase of cargo amounts. Cargos are transported through Herat.
Route C: Products from Central Asia and Russia come to Hairatan via Uzbekistan by train and
Route
C: Products
from Central
Asiavia
andMazar-e-Sharif.
Russia come toAtHairatan
Uzbekistan
train and
transshipped
in Hairatan
on trucks
present,via4,000
tons ofbycargos
are
transshipped
in
Hairatan
on
trucks
via
Mazar-e-Sharif.
At
present,
4,000
tons
of
cargos
transported monthly. The figure is close to the capacity of the transshipping facility. The figureare
is
transported
monthly.
The figure tons
is close
to years
the capacity
expected to reach
25,000-40,000
a few
later. of the transshipping facility. The figure is
expected to reach 25,000-40,000 tons a few years later.
E. Railway Network Five Years from Now
E. Railway Network Five Years from Now
In Afghanistan, construction of a railway between the Iranian border and Herat is suspended
In Afghanistan, construction of a railway between the Iranian border and Herat is suspended
temporarily but ongoing. There is only 60km to go. Construction from the Uzbekistan border and
temporarily but ongoing. There is only 60km to go. Construction from the Uzbekistan border and
Mazar-e-Sharif will be started in 2010. By 2015, it is expected that 140km to Herat and 80km to
Mazar-e-Sharif will be started in 2010. By 2015, it is expected that 140km to Herat and 80km to
Mazar-e-Sharif will be in operation. By the opening of the two railways, two routes from Iran and
Mazar-e-Sharif will be in operation. By the opening of the two railways, two routes from Iran and
Uzbekistan will be secured and connected with the ring road to establish an efficient logistics system.
Uzbekistan will be secured and connected with the ring road to establish an efficient logistics system.
However, appropriate transshipment facilities or an inland container depot is necessary at the
However, appropriate transshipment facilities or an inland container depot is necessary at the
terminals.
terminals.
The route to Kabul from the Pakistan side and that to Kandahar are planned. The route to Kandahar
The route to Kabul from the Pakistan side and that to Kandahar are planned. The route to Kandahar
is technically easy and involves cheaper construction cost. Despite expensive construction cost and
is technically easy and involves cheaper construction cost. Despite expensive construction cost and
technical problems, it is significant to connect the capital Kabul by railway. If certain routes go
technical problems, it is significant to connect the capital Kabul by railway. If certain routes go
through Pakistan, it is necessary to have appropriate infrastructure of Pakistan Railways. Track
through Pakistan, it is necessary to have appropriate infrastructure of Pakistan Railways. Track
rehabilitation, introduction of new vehicles, double-tracking, electrification and other means are
rehabilitation, introduction of new vehicles, double-tracking, electrification and other means are
necessary to increase the transport capacity. Other tasks include the cargo handling volume and time
necessary to increase the transport capacity. Other tasks include the cargo handling volume and time
of Karachi Port.
of Karachi Port.
It will be an effective system 5 years later to construct railways to Herat, Mazar-e-Sharif, Kabul and
It will be an effective system 5 years later to construct railways to Herat, Mazar-e-Sharif, Kabul and
Kandahar, placing cargo transshipment facilities or inland container depots for truck transportation
Kandahar, placing cargo transshipment facilities or inland container depots for truck transportation
and transporting goods through the ring road. The precondition is that the road infrastructure in
and transporting goods through the ring road. The precondition is that the road infrastructure in
Afghanistan, including the ring road, should be well developed. Construction of railways involves
Afghanistan, including the ring road, should be well developed. Construction of railways involves
much investment and construction of all routes proposed by ADB requires railway operation
much investment and construction of all routes proposed by ADB requires railway operation
organization in Afghanistan. The Pakistan Railways seems to be ready to support education of
organization in Afghanistan. The Pakistan Railways seems to be ready to support education of
railway staff of the Afghanistan Railway. Anyway, the ADB’s construction plan seems to be difficult
railway staff of the Afghanistan Railway. Anyway, the ADB’s construction plan seems to be difficult
in terms of financial support, and it is an objective for the time being to realize the network 5 years
in terms of financial support, and it is an objective for the time being to realize the network 5 years
from now. If adequate funds are attracted from other countries, and if we consider the job creation
from now. If adequate funds are attracted from other countries, and if we consider the job creation
effect resulting from railway construction and establishment of the railway organization as well as
effect resulting from railway construction and establishment of the railway organization as well as
economic effects by easier access to the copper mine near Kabul, then the proposal of ADB may be
economic effects by easier access to the copper mine near Kabul, then the proposal of ADB may be
realized earlier.
realized earlier.
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Legend: ― Railway
― Border
Capital Kabul
Figure 2.65 Railway Network 5 Years from Now (2015)
F. Railway Network 20 Years from Now
Twenty years from now, all of 1A, 1B and 1C routes will have been completed as agreed to by ADB.
Concerning 1B, the section between Kabul and the border to Pakistan will be delayed or not
constructed due to the steep topography of the Khyber Pass. In that case, by constructing railways
from Kandahar to Kabul, it may be possible to connect Chaman, Kandahar, Kabul, Mazar-e-Sharif
and Hairatan to form a route through Pakistan, Afghanistan and Uzbekistan. Opening of the route
means availability of the ports in Iran and Pakistan. Then, the cargo transport to Afghanistan will be
easier. Securing multiple routes to the Persian Gulf from Russia and Central Asia, and to Europe
through Iran and Turkey, the transportation of goods will be easier, which will greatly contribute to
the economic development of Central Asia, South Asia, Russia, Iran and Turkey.
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
Legend: ― Railway
Legend: ― Railway
― Border
― Border
Capital Kabul
Capital Kabul
Figure 2.66 Railway Network 20 Years from Now without Khyber Pass
Figure 2.66 Railway Network 20 Years from Now without Khyber Pass
(3) Port Sector
(3) Port Sector
A. The Current Status and Issues
A. The Current Status and Issues
Starting from the East and Southeast Asia which is a growth center in the world economy and a
Starting from the East and Southeast Asia which is a growth center in the world economy and a
production center, some logistics corridor construction concepts have begun moving in reality to
production center, some logistics corridor construction concepts have begun moving in reality to
connect to inland areas and further into the Eurasian Continent. At a time of borderless world
connect to inland areas and further into the Eurasian Continent. At a time of borderless world
logistics, even in areas from Southwest Asia to Central Asia which have not caught up with the trend
logistics, even in areas from Southwest Asia to Central Asia which have not caught up with the trend
due to regional conflicts, the construction of international transportation modes is an unavoidable
due to regional conflicts, the construction of international transportation modes is an unavoidable
task for economic development of related countries as symbolized by the trial of the international
task for economic development of related countries as symbolized by the trial of the international
arterial railway between Islamabad and Istanbul.
arterial railway between Islamabad and Istanbul.
a. Multimodal World Logistics and Issues on Ports
a.
Worldhas
Logistics
and Issues
on Ports
AsMultimodal
containerization
progressed,
unit transportation
packages enabled combined multimodal
As containerization has progressed, unit transportation packages enabled combined multimodal
transportation, moving among continents without changing the mode of packing, and it has now
transportation, moving among continents without changing the mode of packing, and it has now
become possible to move containers to deep inland after transhipment, thus enabling cross-border
become possible to move containers to deep inland after transhipment, thus enabling cross-border
transportation. In the past, the oceans which divide continents prevented logistics, and marine
transportation. In the past, the oceans which divide continents prevented logistics, and marine
transportation was merely a substitute for land transportation. As of now, it efficiently connects long
transportation was merely a substitute for land transportation. As of now, it efficiently connects long
distances by a straight line (or avoiding disturbance on the ground), and attractively offers the
distances by a straight line (or avoiding disturbance on the ground), and attractively offers the
convenience of cheaper, faster and safer means of logistics. Ports are enhancing their existence as
convenience of cheaper, faster and safer means of logistics. Ports are enhancing their existence as
nodes of marine transportation and land transportation.
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In multimodal transportation, not only structural development such as port terminals and land access
to the backlands, but also arrangement of conditions of various logistics systems are needed for
smooth traffic. In the advanced countries, (i) prior declaration of imports is possible and import
declaration and examination and inspection are omitted upon arrival of cargos to the terminal, and
speed-up of import permission and cargo acceptance are possible and (ii) AEO (Authorized
Economic Operator) is introduced. The importers which are excellent mainly in security compliance
can enjoy simplified customs clearance. It is a general rule that the procedure is computerized and
single window.
In Pakistan, active initiatives by introduction of private capital are being pursued to expand port
capabilities (see 2.1.3.4). However, security issues and development in terms of social systems are
considerably delayed, and imported containers going out of port terminals after customs clearance
are checked by opening cargos in the dry ports at stopping points and other bad habits are remaining
(see the photo below).
To protect interests of shippers and promote increase of users using multimodal transportation, the
domestic commerce customs and the system should be internationalized and for this purpose, (i)
primary transport operators (in this case a shipping company or forwarder) should establish
transportation systems based on multimodal responsibility from the shipping point to the final
destination, and (ii) application of multimodal fare (through rate) system and issuance of multimodal
transport document (through B/L) are needed.
Unpacking Inspection at Dry Ports (Islamabad)
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
b. Port Facilities under International Competition
b. Port Facilities under International Competition
･Geographical Characteristics
･Geographical Characteristics
The five ports in Iran and Pakistan are lined up from the mouth of the Hormuz Straight (at latitude
The five ports in Iran and Pakistan are lined up from the mouth of the Hormuz Straight (at latitude
26 ﾟ north), namely, Qasim Port (about 620 miles to the east), Karachi Port (about 593 miles to the
26 ﾟ north), namely, Qasim Port (about 620 miles to the east), Karachi Port (about 593 miles to the
east), Gwadar Port (about 343 miles to the east), Chabahar Port (about 237 miles to the east), and
east), Gwadar Port (about 343 miles to the east), Chabahar Port (about 237 miles to the east), and
Bandar Abbas Port (about 97 miles to the west) in the Persian Gulf through the entrance of the Strait
Bandar Abbas Port (about 97 miles to the west) in the Persian Gulf through the entrance of the Strait
of Hormuz. Further, Iran has Bandar Imam Khomeini Port (about 594 miles to the west) in the depth
of Hormuz. Further, Iran has Bandar Imam Khomeini Port (about 594 miles to the west) in the depth
of the Arabian Gulf. On the opposite side of Bandar Abbas, Dubai Port which is a large hub port held
of the Arabian Gulf. On the opposite side of Bandar Abbas, Dubai Port which is a large hub port held
by U.A.E. (about 173 miles to the west) is located. The scales of the ports are summarized in Table
by U.A.E. (about 173 miles to the west) is located. The scales of the ports are summarized in Table
2.23.
2.23.
For Iran and Pakistan, the existence of Dubai port handling twice or more cargos than the container
For Iran and Pakistan, the existence of Dubai port handling twice or more cargos than the container
handling capacity of both countries is great. Substitution of the hub functions by their own ports is a
handling capacity of both countries is great. Substitution of the hub functions by their own ports is a
strategically important part of developing Chabahar Port or Gwadar Port located in the east of the
strategically important part of developing Chabahar Port or Gwadar Port located in the east of the
Persian Gulf. Especially, many of the container cargos to the Bandar Abbas Port are imported by the
Persian Gulf. Especially, many of the container cargos to the Bandar Abbas Port are imported by the
feeder service from the Dubai Port on the opposite side, and the harbour authority of the
feeder service from the Dubai Port on the opposite side, and the harbour authority of the
Government of Iran expects many of the main ships, circulating among the hub ports, to come to
Government of Iran expects many of the main ships, circulating among the hub ports, to come to
Chabahar Port.
Chabahar Port.
Table 2.23 Scales of Ports around Iran and Pakistan
Table 2.23 Scales of Ports around Iran and Pakistan
Iran
Pakistan
Country
Iran
Pakistan
Country
Baｎdar
Baｎdar Imam
Port
M. Bin
Gwadar
Chabahar
Karachi
Port
Abbas
Khomeini
Qasim
Baｎdar
Baｎdar
Imam
Port
M. Bin
Gwadar
Chabahar
Karachi
Port
Khomeini
P Q Abbas
YGCR
YGC
PQ
Y G C R P Q Y G C R L P Q Qasim
YGC
P YGCR
Berthing Facility
P Q Y 24
GCR
YG
P Q Y 37
G C R P Q Y 33
G C R L P Q Y 11
GC
P YG
BerthingofFacility
4CR
4C
Number
Berth
4
4
37
33
11
24
Number
of Berth
-7.3～13.7
-13.5～14.5
-8.3～9.0
-10.0～14.0
-6.0～11.5
-5.0～13.5
Berth Depth
(m)
-7.3～13.7
-13.5～14.5
-8.3～9.0
-10.0～14.0
-6.0～11.5
Berth
Depth
(m)ton) -5.0～13.5
Cargo
Volume
(,000
38,732*5
1,712*5
29,061*2
25,023*5
37,246*4
*5
*2
*5
*4
*5
Cargo
Volume
(,000
ton)
38,732
1,712
29,061
25,023
37,246
Container
(,000
TEU)
681*5
120*3
1,250*5
1,812*4
16*5
*5
*3
*5
*5
*5
*5
*4
Container
(,000Year)
TEU)
681
120
1,250
1,812
16
Ship Call (per
3,544
1,238
102
2,386
*5
- U.A.E 2,386*5
Ship Call
(per Year)
3,544*4 India 102*5
1,238
Saudi
Arabia
Oman
Country
Saudi Arabia
IndiaJawaharlal
U.A.E
Oman
Country
Mumbai
Salalah
Dammam
Abu Dhabi Jebel Ali
Port
Nehru
Jawaharlal
Mumbai
Salalah
Dammam
Abu Dhabi Jebel Ali
Port
P Q Y G C R L P Nehru
Y CR PQYGCR L PQYGCR
QYGCR PQYGCR L
Berthing Facility
P Q Y 64
G C R L P Y 8 C R P Q Y 21
G C R L P Q Y 31
GCR
Q Y 39
G C R P Q Y 13
GCR L
BerthingofFacility
Number
Berth
31
13
64
8
21
39
Number
of
Berth
-7.3～13.1
-12.0～16.0
-13.5
-6.1～14.3
-4.7～13.3
-10.7～15.0
Berth Depth (m)
*5
-7.3～13.1
-12.0～16.0
-13.5*5
-4.7～13.3
-10.7～15.0
Berth
Depth
(m)ton) -6.1～14.3
Cargo
Volume
(,000
51,876*5
130,000
19,270*5
3,722*5
57,280
*5
*5
*5
*5
*5
*5 *5
*5
*5
Cargo
Volume
(,000
ton)
51,876
130,000
19,270
3,722
57,280
Container (,000 TEU)
1,227
4,180
11,830
92
3,494
Container
(,000Year)
TEU)
- *5
1,227*5
4,180
11,830
92*5*5
3,494*5
Ship Call (per
5,620
3,719
16,000*5
2,130
*5
*5
*5
Ship Call (per Year)
5,620
3,719*5
16,000
2,130
Remarks ;
*1
Berthing; Facility : P/Petroleum, Q/Other Liquid bulk, Y/Dry Bulk, G/General Cargo, C/Containers, R/Ro-Ro, L/Cruise
Remarks
*1
*2
*2
*3
*3
*4
*4
*5
*5
Q/Other Liquid bulk, Y/Dry Bulk, G/General Cargo, C/Containers, R/Ro-Ro, L/Cruise
Berthing
Facility : P/Petroleum,
Actual
Performance
in 2004-2005
2004-2005
Actual Performance in 2006
Actual Performance in 2006
2007-2008
2007-2008
Actual Performance in 2008-2009
Actual Performance in 2008-2009
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･Harbor Services of an International Level
Major ports of each country require services of an international level as part of the international
logistics network. For this purpose, Karachi Port KICT (managed by HPH) and Karachi Port QICT
(managed by DPW) give long-term concessions by open tender to overseas shipping companies and
operators, and often commission management for a limited time period. Iranian Ports are not the
exception. As mentioned above, Iran has suggested introduction of private capital in management of
each private terminal since last year. (see 2.1.2.4).
The ratification of international conventions on marine transportation is actively pursued by Iran and
Pakistan from the viewpoint of developing their own marine industry, and the situation is favourable.
●;accession,
ratification, etc.
×;denunciation
Japan
Afghanistan
India
Iran
Kazakhstan
Kyrgyzstan
Pakistan
Tajikistan
Turkmenistan
Uzbekistan
IMO Convention 48
IMO amendments 91
IMO amendments 93
SOLAS Convention 74
SOLAS Protocol 78
SOLAS Protocol 88
LOAD LINES Convention 66
LOAD LINES Protocol 88
TONNAGE Convention 69
COLREG Convention 72
CSC Convention 72
STCW Convention 78
SAR Convention 79
STP Agreement 71
STP Protocol 73
IMSO Convention 76
INMARSAT OA 76
INMARSAT amendments 94
INMARSAT amendments 98
FACILITATION Convention 65
MARPOL 73/78 (Annex I/II)
MARPOL 73/78 (Annex III)
MARPOL 73/78 (Annex IV)
MARPOL 73/78 (Annex V)
MARPOL Protocol 97 (Annex VI)
London Convention 72
London Convention Protocol 96
INTERVENTION Convention 69
INTERVENTION Protocol 73
CLC Convention 69
CLC Protocol 76
CLC Protocol 92
FUND Convention 71
FUND Protocol 76
FUND Protocol 92
FUND Protocol 2003
LLMC Convention 76
LLMC Protocol 96
SUA Convention 88
SUA Protocol 88
SALVAGE Convention 89
OPRC Convention 90
OPRC/HNS 2000
ANTI FOULING 01
Table 2.24 Memberships in Maritime Conventions (as of October 2009)
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× ● ●× ● ● ●× ● ● ●
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× ● ●× ● ●
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2.2.3 Issues on the Development of Broader Area Transport Infrastructure in Subject Area
The government of Pakistan signed its first transit trade agreement with the Government of
Afghanistan to facilitate Afghanistan’s foreign trade in 1965. This agreement, which is known as the
Afghan Transit Trade Agreement (ATTA), allows both the contracting parties the freedom of transit
to and from their respective territories. Five transit routes are available to Afghanistan for transit
trade from Pakistan under ATTA. These include;
1. Peshwar~Torkham and vice versa
2. Chaman~Spinboldak and vice versa
3. Ghulam Khan Kelli
4. Port Qasim
5. Port Karachi
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The Study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
The UN brokered ATTA enables landlocked Afghanistan to import goods through ports in Pakistan
The UN brokered ATTA enables landlocked Afghanistan to import goods through ports in Pakistan
without paying custom duties, dues or charges of any kind on transit traffic, except charges for
without paying custom duties, dues or charges of any kind on transit traffic, except charges for
transportation and the cost of services rendered. Even the railway freight, port and other dues, as per
transportation and the cost of services rendered. Even the railway freight, port and other dues, as per
agreement, are subject to the most sympathetic consideration and have to be no less favourable than
agreement, are subject to the most sympathetic consideration and have to be no less favourable than
applicable on goods owned by Pakistan’s own nationals.
applicable on goods owned by Pakistan’s own nationals.
However, over the years, the Afghan transit trade which has been facilitated by Pakistan since 1965
However, over the years, the Afghan transit trade which has been facilitated by Pakistan since 1965
and ECO countries since 1997, has been massively abused by the unscrupulous elements to import
and ECO countries since 1997, has been massively abused by the unscrupulous elements to import
products only to push most of them back into Pakistan clandestinely through the 2,400 km long
products only to push most of them back into Pakistan clandestinely through the 2,400 km long
Pakistan-Afghanistan porous border.
Pakistan-Afghanistan porous border.
The stability of not only Afghanistan but also the surrounding countries is indispensable to building
The stability of not only Afghanistan but also the surrounding countries is indispensable to building
peace in Afghanistan and the surrounding area. Broad area transportation infrastructure would
peace in Afghanistan and the surrounding area. Broad area transportation infrastructure would
revitalize the movement of people and goods in the area, promote free trade and investment, and
revitalize the movement of people and goods in the area, promote free trade and investment, and
help create industries by linking the development potential of the countries. The development of the
help create industries by linking the development potential of the countries. The development of the
broad area transportation infrastructure, namely Afghan Transit, would be the best solution for this
broad area transportation infrastructure, namely Afghan Transit, would be the best solution for this
issue and also would be the brake on the illegal transport as mentioned above.
issue and also would be the brake on the illegal transport as mentioned above.
The development plan for road, railway and port sectors are actively expected by various countries
The development plan for road, railway and port sectors are actively expected by various countries
and many international donors, hence, the insufficient current conditions would be improved
and many international donors, hence, the insufficient current conditions would be improved
gradually and be improved sufficiently at some future time. Priorities of urgent issues are
gradually and be improved sufficiently at some future time. Priorities of urgent issues are
development of customs clearance, mutual linking system and/or education such as software.
development of customs clearance, mutual linking system and/or education such as software.
Especially, education of officials for customs clearance is the most essential issue because the
Especially, education of officials for customs clearance is the most essential issue because the
improvement of hardware does not effectively lead to efficiency.
improvement of hardware does not effectively lead to efficiency.
Regarding the future plans for railways, subject to the neighbouring countries of Afghanistan, the
Regarding the future plans for railways, subject to the neighbouring countries of Afghanistan, the
railway development in Afghanistan is not sufficient. However, the Ministry of Public Works intends
railway development in Afghanistan is not sufficient. However, the Ministry of Public Works intends
to emphasize development of railways in cooperation with the surrounding countries in the future.
to emphasize development of railways in cooperation with the surrounding countries in the future.
Meanwhile, it is necessary to rely on the road mode to transport freight and passenger for the time
Meanwhile, it is necessary to rely on the road mode to transport freight and passenger for the time
being because of the high cost of development and uncertainty of transport schedule by railways,
being because of the high cost of development and uncertainty of transport schedule by railways,
and it is also a realistic decision.
and it is also a realistic decision.
On the other hand, the development of ports would strengthen the junctions of the main routes of the
On the other hand, the development of ports would strengthen the junctions of the main routes of the
distribution network, and this is important and necessary. Current issues should be verified based on
distribution network, and this is important and necessary. Current issues should be verified based on
understanding of physical distribution flow and traffic section and which mode is more appropriate,
understanding of physical distribution flow and traffic section and which mode is more appropriate,
construction of railway lines with long term view point or widening development of existing road
construction of railway lines with long term view point or widening development of existing road
ways.
ways.
The major ports to be developed are the 5 ports of Karachi, Qasim, Gwadar (Pakistan), Bandar
The major ports to be developed are the 5 ports of Karachi, Qasim, Gwadar (Pakistan), Bandar
Abbas, and Chabahar (Iran). The physical distribution of discharge from these 5 ports is affected by
Abbas, and Chabahar (Iran). The physical distribution of discharge from these 5 ports is affected by
the maintenance condition of the road and railway infrastructures until the major destinations
the maintenance condition of the road and railway infrastructures until the major destinations
including northern CIS countries, implement actions regarding its efficiency.
including northern CIS countries, implement actions regarding its efficiency.
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The study for Broader Area Transport Infrastructure Development in Afghanistan and the Surrounding Countries
For the short term, the physical distribution will be developed by road maintenance and development
of junctions with railway lines. For the middle and long term, comparison would be required
between railway construction and maintenance of existing railway lines and road development.
The proposed transit network will promote revitalization of economic and industrial activity in
Afghanistan and the countries surrounding it by construction of corridors for swift and smooth
movement of people and freight to reduce logistics costs and expand the scope of movement. The
transit network will help to provide an environment conducive to exploiting the potential for growth
in the entire region. It will facilitate development of the energy and mineral resources in the region,
development of resource-processing industries, tourism and trade, and agriculture.
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