Assistance of India to Afghanistan India Has, As a Member of the International Community, Extended Assistance to Afghanistan

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 Length Selection Criteria RouteNo. Itinerary Length(km) Selection Criteria AH1No. Moreh (border of Myanmar) – Imphal (km)834 *Connection between Capitals AH1 Moreh– Nagaon (border – Dawki of Myanmar) (border of – Imphal 834 *Connection between CapitalsIndustrial/Agricultural Centers –Bangladesh) Nagaon – Dawki (border of *Connection between Industrial/Agricultural Centers BangaonBangladesh) (border of Bangladesh) – 2,036 *Connection between Capitals BangaonKolkata – (border Barhi – of Kanpur Bangladesh) – Agra – – 2,036 *Connection between CapitalsIndustrial/Agricultural Centers KolkataNew Delhi – Barhi – Attari – Kanpur (border – of Agra – *Connection between Industrial/Agriculturalmajor Ports Centers NewPakistan) Delhi – Attari (border of *Connection between majorCargo PortsTerminals AH2 BorderPakistan) of Bangladesh – Siliguri – 53 *Connection between CargoCapitals Terminals AH2 Border of NepalBangladesh – Siliguri – 53 *Connection between CapitalsIndustrial/Agricultural Centers BanbasaBorder of (border Nepal of Nepal) – 324 *Connection between Industrial/Agricultural Centers BanbasaMoradabad (border – New of DelhiNepal) – 324 AH42 RaxaulMoradabad (border – New of Nepal) Delhi – Barauni – 457 *Connection between Industrial/Agricultural Centers AH42 RaxaulNawada (border – Barhi of Nepal) – Barauni – 457 *Connection between Industrial/Agriculturalmajor Ports Centers Nawada – Barhi *Connection between majorCargo PortsTerminals AH43 Agra – Gwalior – Nagpur – 2,433 *Connection between CargoIndustrial/Agricultural Terminals Centers AH43 AgraHyderabad – Gwalior – Bangalore – Nagpur – Krishnagiri– 2,433 *Connection between Industrial/AgriculturalCargo Terminals Centers Hyderabad– Madurai –– DhanushkodiBangalore – Krishnagiri(to Sri *Connection between Cargo Terminals –Lanka) Madurai – Dhanushkodi (to Sri AH45 KolkataLanka) – Kharagpur – Bhubaneswar – 1,945 *Connection between Industrial/Agricultural Centers AH45 KolkataVisakhapatnam – Kharagpur – Vijayawada – Bhubaneswar – – 1,945 *Connection between Industrial/Agriculturalmajor Ports Centers VisakhapatnamChennai – Krishnagir – Vijayawada – *Connection between majorCargo PortsTerminals AH46 KharagpurChennai – Krishnagir– Raipur – Nagpur – Dhule 1,508 *Connection between CargoIndustrial/Agricultural Terminals Centers AH47AH46 GwaliorKharagpur – Indore – Raipur – Dhule – Nagpur – Mumbai – Dhule – 2,0601,508 *Connection between Industrial/Agricultural Centers AH47 GwaliorBangalore – Indore – Dhule – Mumbai – 2,060 *Connection between Industrial/Agriculturalmajor Ports Centers Bangalore *Connection between majorCargo PortsTerminals Total 11,650 *Connection between Cargo Terminals Source: Asian HighwayTotal Database 2009, UN ESCAP 11,650 Source: Asian Highway Database 2009, UN ESCAP 2 - 53 2 - 53

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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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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 ⋅ sectionsThe road near section Deli between and Kolkata Deli areaand thatKolkata are classifiedis classified as Classas 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 ⋅ nearThe roadMumbai section that between is classified Deli as and Class Mumbai I. is classified as Class II with exception of a section 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 ⋅ someThe road sections section which between are classified Mumbai as and Class Chennai II. is classified as Class I with the exception of 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 was 134,311 million Rupees, and the ratio of passenger and freight transport is 3 to 7.

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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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Railway Transport (Indian Railway Year Book 2007-2008) Railway Passengers: Transport 6,525 (Indian million Railway Year Book 2007-2008) 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 Number of Indicator Staff: 1,394,500 (Indian Railway Year Book 2007-2008) 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 Length Selection Criteria No. (km) AH5 Khogors (border of China) – Koktal – 557 *Connection between Capitals Almaty – Kordai (border of Kyrgyz) *Connection between Industrial/Agricultural Centers Merke (boder of Kyrgyz) – Shymkent 474 *Connection between Cargo Terminals – Zhibek Zholy (border of Uzbekistan) AH6 Karakuga (border of Russia) – 190 *Connection between Capitals Petroparlovsk – Chisote (border of *Connection between Industrial/Agricultural Centers Russia) *Connection between Cargo Terminals AH7 Kaerak (border of Russia) – Kostanai 1,981 *Connection between Capitals – Ruzayevka – Zhaksy – Astana – *Connection between Industrial/Agricultural Centers Karaganda – Burubaital – Merke *Connection between Cargo Terminals AH60 Pnirtyshshkoe (border of Russia) – 1,928 *Connection between Industrial/Agricultural Centers Pavlodar – Semipalatinsk – Taskesken *Connection between Cargo Terminals – Ucharal – Saryozek – Almaty – Burubaital AH61 Kordai – Merke 150 *Connection between Industrial/Agricultural Centers Shymkent – Aralsk – Karabutak – 2,062 *Connection between Cargo Terminals Ural’sk – Kamenka (border of Russia) AH62 Petropavlovsk – Zhezkazgan – 1,363 *Connection between Industrial/Agricultural Centers Kyzylorda AH63 Pogodaevo (border of Russia) – 1,052 *Connection between Industrial/Agricultural Centers Ural’sk – Atyrau – Dossor – Beyneu – *Connection between Cargo Terminals Border of Uzbekistan AH64 Krasny Aul (border of Russia)– 111 *Connection between Industrial/Agricultural Centers Semipalatinsk Pavlodar – Shiderty – Astana – 887 Kokshetau – Petropavlovsk AH67 Bakhty – Taskesken 187 *Connection between Industrial/Agricultural Centers Shiderty – Karaganda – Zhezkazgan 753 AH68 Dostyk (border of China) – Ucharal 184 *Connection between Industrial/Agricultural Centers AH70 Kotyaevka (border of Russia) – Atyrau 277 *Connection between Industrial/Agricultural Centers Beyneu – Zhetybai – Aktau – 700 *Connection between major Ports Zhanaozen – Border of Turkmenistan Total (11 Routes) 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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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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Management Indicator (Year Book 2007-2008) Management Revenue :Indicator 431,000 million (Year BookTenges 2007-2008) Revenue : 431,000 million Tenges Expenditure : 417,000 million Tenges Expenditure : 417,000 million Tenges

Astana Railway Station Double Track Astana Railway Station 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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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. Gross annual profit was 94 million dollars in 2007.

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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

Source: United Nations Statistics Division ■Construction ■Commerce

■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 Length Selection Criteria No. (km) AH5 Georgievka (border of Kazakhstan) – 126 *Connection between Capitals Bishkek – Kara Balta – Chaldovar *Connection between Industrial/Agricultural Centers (border of Kazakhstan) *Connection between Cargo Terminals AH7 Kara-Balty – Kara-Kul – 626 *Connection between Capitals Dzhalal-Abad – Uzgen – Osh – *Connection between Industrial/Agricultural Centers Border of Uzbekistan *Connection between Cargo Terminals AH61 Torougart Pass (border of China) – 539 *Connection between Industrial/Agricultural Centers Naryn – Issyk-Kul – Bishkek AH65 Irkeshtam (border of China) – Sary 262 *Connection between Industrial/Agricultural Centers Tash – Osh Sary Tash – Karamyk (border of 142 Tajikistan) Total （4 Routes） 1,695 Source: Asian Highway Database 2009, UN ESCAP

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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 ⋅ otherThe only sections road aresection classified identified as Class as Class II or IIII is or between less than the 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 ⋅ southernThe road section section to onthe A.H.61China border between is classified Bishkek asand Class Naryn 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 ⋅ toThe the road China section border of isA.H.65 class III.to Sary Tash via Kara Balta and Osh is Class II and its continuation 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 investinvestmentsments along the section by China.

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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 . 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 . 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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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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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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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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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

Investment ＴＡ New Continuous Total New Continuous Total Road 10.3 2.5 12.8 10.3 1.8 12.1 Railway 4.3 1.4 5.7 6.8 0.0 6.8 Airport, Aviation 0.5 0.4 0.9 11.6 0.5 12.1 Project Port, Shipping 0.1 0.4 0.5 2.0 0.0 2.0 Amount Physical Distribution 0.4 0.1 0.5 7.2 1.1 8.3 Develop Trade 0.2 0.5 0.7 25.5 1.7 27.2 Total 15.8 5.3 21.1 63.4 5.1 68.5 Road 12 13 25 12 2 14 Railway 15 3 18 10 0 10 Nos. Airport, Aviation 6 1 7 4 1 5 of Port, Shipping 1 1 2 2 0 2 Projects Physical Distribution 4 1 5 8 2 10 Develop Trade 2 3 5 23 1 24 Total 40 22 62 59 6 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) TableActivities 2.19 Assistance Projects forObjective/Purpose/Output Development of Broader Corridors around Afghanistan Status (1) 1. TA4536Activities Cross Objective： Objective/Purpose/Output Inception Report Status was 1.Border TA4536 Trade Cross and ObjectiveGrowth and： poverty reduction Inceptionprepared and Report submitted was to BorderTransport Trade and GrowthPurpose and： poverty reduction preparedthe Government and submitted of to Facilitation Afghanistan in August Transport SmoothPurpose ：movement of goods across borders by developing border facilities the Government of (Afghanistan) 2005. Interim Report was Facilitation Smoothand promoting movement border of goodscooperation across borders by developing border facilities Afghanistan in August (Cross-border prepared in December 2005 (Afghanistan) andOutput promoting： border cooperation 2005. Interim Report was infrastructure) and submitted to the (Cross-border Output・A long-term： perspective plan for infrastructure investment options to prepared in December 2005 infrastructure) andGovernment submitted of to the ・improveA long-term transit perspective of goods, plan for infrastructure investment options to ・ GovernmentAfghanistan inof January improveAmended/new transit of customs goods, and border procedures (laws, rules and 2006. Final Report was ・regulations), Afghanistan in January Amended/new customs and border procedures (laws, rules and 2006.prepared Final in MayReport 2006 was and ・Amended/new bilateral, trilateral and multilateral agreements, regulations), preparedpresented in to May the 2006 and ・ Amended/newIndividual arrangements bilateral, trilateralrationalized and andmultilateral strengthened agreements, by ministries and presentedGovernment to thein June 2006. ・agenciesIndividual for arrangements facilitating movement rationalized of goods,and strengthened vehicles and by people ministries and Government in June 2006. agencies(including for possible facilitating introduction movement of TIRof goods, Carnet vehicles arrangement and people or a simpler (includingsystem allowing possible vehicles introduction to cross of border TIR Carnet automatically), arrangement or a simpler system・A framework allowing for vehicles private to sector cross participation border automatically), in cross border trade transit, ・AIntegrated framework development for private alternatives sector participation for each incorridor cross borderincluding trade railways transit, ・networkIntegrated into development Afghanistan, alternatives for each corridor including railways network・Cost (O&M into Afghanistan,and debt services) recovery measures (toll, fuel tax, transport ・fee),Cost and (O&M and debt services) recovery measures (toll, fuel tax, transport fee),・Economic and and financial feasibility/impact of investments in cross-border ・facilitiesEconomic and financial feasibility/impact of investments in cross-border 2. Corridor facilitiesObjective ： Elements are being worked 2.Development Corridor Plan ObjectivePromote economic： growth through trade expansion Elementson through are initiatives being worked by Development(CDP)-CSATTF Plan PromotePurpose： economic growth through trade expansion onCSATTF through and initiatives participating by (Infrastructure and countries for infrastructure (CDP)-CSATTF RemovePurpose ：physical, institutional and political impediments to the growth of CSATTF and participating policies and development, customs (Infrastructure and Removetrade physical, institutional and political impediments to the growth of countries for infrastructure institutions) cooperation and transit policies and tradeOutput ： development, customs system arrangement. institutions) Output・Infrastructure： investments cooperation and transit system arrangement. ・InfrastructureStrengthening investmentstrade-related institutions ・StrengtheningHarmonizing transport, trade-related trade, institutions tariff, policies, standards and regulatory ・frameworksHarmonizing in transport,conformity trade, with tariff,international policies, regulations standards and regulatory 3．TA CDP Customs frameworksObjective： in conformity with international regulations Under the umbrella of the 3- ．CSATTF(Customs)TA CDP Customs ObjectivePromote economic： growth through trade expansion UnderCSATTF the work umbrella on various of the - CSATTF(Customs) PromotePurpose： economic growth through trade expansion CSATTFcomponents work is underway on various on corridor transit systems and FacilitatePurpose： movement of goods across the border components is underway on customs harmonization. FacilitateOutput： movement of goods across the border corridor transit systems and WB, EC and US have been Output・Development： of corridor transit systems – customs transit guarantee and customs harmonization. WB,supporting EC and development US have been of ・simplifiedDevelopment transit of systemscorridor suchtransit as systemsECO Single – customs Transit transit Pass guarantee and ・ supportingborder posts development and facilities of simplifiedSimplification transit and systems harmonization such as ECO of customs Single Transitprocedures Pass and (see below) as well as ICT ・documentation border posts and facilities Simplification and harmonization of customs procedures and (seeand automationbelow) as well as ICT ・Development of border posts and facilities documentation and(e.g. automation ASYCUDA in ・ DevelopmentData and information of border sharing posts and facilitiesinformation and communication (e.g.Afghanistan) ASYCUDA in ・technologyData and information (ICT) development sharing andfor customsinformation operation and communication Afghanistan) technology・Application (ICT) of modern development customs for automation customs operation techniques ・InApplication this context, of CAREC modern iscustoms looking automation into; techniques In・Capacity this context, building CAREC is looking into; ・CapacityDevelopment building of risk management and post-entry audit ・Development of riskregional management intelligence and system post-entry audit 4．Transit study – ・ObjectiveDevelopment： of regional intelligence system Not initiated yet. 4CSATTF．Transit study – ObjectiveFacilitate ：cross-border trade NotIt will initiated be synchronized yet. CSATTF(Transit) FacilitatePurpose： cross-border trade Itwith will TA4356 be synchronized Cross Border Trade and Transport (Transit) (i)Purpose Assist： TISA to revise/update the existing transit trade agreements and to with TA4356 Cross Border Facilitation. (i)develop Assist new TISA agreements to revise/update with the the neighbouring existing transit countries trade agreements as appropriate; and to Trade and Transport develop(ii) To prepare new agreements a report on with regional the neighbouring transit trade facilitationcountries as measures appropriate; Facilitation. (ii)Output To ：prepare a report on regional transit trade facilitation measures Output・Proposals： to overcome constraints to cross-border trade ・ProposalsPropose simplified to overcome transit constraints system compatible to cross-border with tradeECO’s Ttransit Trade ・AgreementPropose simplified and Transit transit Transport system Framework compatible Agreement with ECO’s Ttransit Trade Agreement・National action and Transit plans forTransport efficient Framework regional transit Agreement arrangement ・NationalRevised andaction new plans transit for agreements efficient regional between transit Afghanistan arrangement and ・neighbouringRevised and countriesnew transit agreements between Afghanistan and neighbouring countries Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB

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Table 2.19 Assistance Projects for Development of Broader Corridors around Afghanistan (2) Activities Objective/Purpose/Output Status 5．TA4221 Objective： Consultants hired. Cross Border Promote cross-border trade Inception and Inception Facilities and Purpose: reports have been prepared Efficient Transit Facilitate movement of goods, trucks and related personnel and submitted to the Facilitation Output： Government. (Pakistan) (Transit) ・Legal and institutional framework for cross border and transit movement Draft Final report is (1965 Agreement) currently under review. ・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 6．Cross border Objective： Project under processing infrastructure Support regional cooperation by improving physical, institutional and other for expected approval in development, a barriers September 2005 component of the Purpose: Pakistan Subregional Improve road sector efficiency Connectivity and Output： Trade Facilitation ・Cross border agreements for road transport including movement of Project (Pakistan) containers (Transit ・Cross border civil works infrastructure) ・Feasibility study for establishing a Trade Facilitation and Land Border Crossing Authority 7．Regional business Objective： Conducted in Bishkek in roundtable Promote private sector participation in cross border trade, transport October 2005. (Public-private andother facilities partnership) 8．National Action Objective： Under way. Plan (NAP) Promote regional trade Countries are taking steps (Participating Purpose： to establish National countries with ADB Facilitate cross border movement of goods Transport and Trade assistance) (Action Output： Facilitation Committee (NTTFC) and also for Plan) ・Infrastructure development plan ・ accession to international Trade and transport facilitation measures conventions, if they have ・ Establishment of National Trade and Transport Facilitation Committee not already done so. (NTTFC) with ADB/UNCTAD ・Accession to international trade and transport convention 9．ADB with Japan Objective： Rehabilitation under way. (JFPR) Revive economic activities across the country Emergency Purpose： Infrastructure Rehabilitate and reconstruct key infrastructure in transport and energy Rehabilitation and sectors Reconstruction Output： Project ・Road infrastructure (Afghanistan) ・Gas infrastructure (Infrastructure) ・Electric power infrastructure 10． Objective： Project approved in Andhkhoy-Qaisar Promote economic growth through improved roads and links to December 2004. Road Project neighbouring countries (Afrghanistan) Purpose： (Infrastructure) Reconstruct part of the ring road to improve access to Turkmenistan Output：・200km of the road constructed ・Provision for road tolling facility 11．Balochistan Objective： Under implementation Road Development Promote economic growth of an underdeveloped region in Pakistan Sector Development Purpose： Project (Pakistan) Improvement of national highway, provincial access roads and cross (Infrastructure) 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

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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 (3) TableActivities 2.19 Assistance Projects forObjective/Purpose/Output Development of Broader Corridors around StatusAfghanistan (3) 13．NorthwestActivities Objective： Objective/Purpose/Output Under implementation Status 13Frontier．Northwest Province ObjectivePromote economic： activities and cross border trade Under implementation FrontierRoad Development Province PromotePurpose： economic activities and cross border trade RoadSector Development and ImprovePurpose： road infrastructure and access to border with Afghanistan SectorSubregional and ImproveOutput： road infrastructure and access to border with Afghanistan Connectivity Subregional Output・Construction： of 334km of improved national highway easing access to Connectivity(Pakistan) ・Afghanistan through Torkham and Ghulam Khan (Infrastructure) Construction of 334km of improved national highway easing access to (Pakistan) Afghanistan・Border crossing through infrastructure Torkham and at Torkham Ghulam Khanand Ghulam Khan (Infrastructure) ・BorderCapacity crossing building infrastructure at Torkham and Ghulam Khan ・CapacityImproved building road safety ・Improved roadasset safetymanagement 14．Qaisar - Bala ・ObjectiveImproved： asset management Project approved in 14Murghab．Qaisar Road - Bala ObjectivePromote economic： growth through improved roads and links to ProjectSeptember approved 2005 in MurghabProject Road Promoteneighboring economic countries growth through improved roads and links to September 2005 Project(Afghanistan) neighboringPurpose： countries (Afghanistan)(Infrastructure) ReconstructPurpose： part of the ring road to improve access to Turkmenistan (Infrastructure) ReconstructOutput： part of the ring road to improve access to Turkmenistan Output・90km ：of ring road constructed 15．TA4371 Master ・Objective90km of： ring road constructed Draft Final Report in 15Plan．TA4371 for Road Master ObjectiveAssist TISA： to define a road network development strategy and program DraftSeptember Final 2005Report in PlanNetwork for Road Assistfor 2006-2015 TISA to periodsdefine a and road estimate network the development financing requirements strategy and for program September 2005 NetworkImprovement forinvestment 2006-2015 and periods sustainable and estimateoperation the and financing maintenance. requirements for ImprovementProject investmentPurpose： and sustainable operation and maintenance. Project(Afrghanistan) DefinePurpose the： most efficient road network within a multi-modal transport (Afrghanistan)(Infrastructure) network,Define the giving most due efficient consideration road network to a railway within optiona multi-modal on some transport routes (Infrastructure) network,Output： giving due consideration to a railway option on some routes Output･Road ：sector master plan ･・Road sectornetwork master and traffic plan database ・RoadComputerized network androad traffic network database model 16．TA Capacity ・ObjectiveComputerized and purpose:road network model Under processing 16Building．TA Capacity for Road StrengthenObjective and Ministry purpose: of Public Works, undertake road sector reform and Under processing BuildingSector Institutions for Road Strengthencoordinate Ministry funding ofagencies Public Works, undertake road sector reform and Sector(Afghanistan) Institutions coordinate funding agencies (Afghanistan)(Infrastructure) (Infrastructure)17．TA Objective and Purpose: Under processing 17SubregionalEcono．TA AssistObjective implementation and Purpose: of Corridor Development Plan-Customs and Under processing SubregionalEconomic Cooperation in Assistdevelop implementation other components of Corridor of CDP Development Plan-Customs and micSouth Cooperation and Central in developOutput: other components of CDP ・ SouthAsia (CSATTF) and Central Output:Public-private partnership Asia(Infrastructure) (CSATTF) ・Public-privateNational coordination partnership (Infrastructure) ・NationalDialogue coordinationamong stakeholders ・DialogueStudies and among papers stakeholders ・StudiesNational and Trade papers and Transport Facilitation Committee (NTTFC) 18．Regional Trade ・ObjectiveNational andTrade purpose and Transport： Facilitation Committee (NTTFC) Under implementation 18Facilitation．Regional andTrade ObjectiveIntegrate transition and purpose economies： into world trading system Under implementation FacilitationCustoms and IntegrateOutput： transition economies into world trading system CustomsCooperation ・OutputRegional： framework with cooperation mechanism Program + three Cooperation ・RegionalReformed framework and modernized with cooperation customs organizations mechanism regional Tas Program + three ・ReformedStrengthened and legal modernized and regulatory customs framework organizations in conformity with regional(Kyrgyzstan Tas and ・internationalStrengthened standards legal and regulatory framework in conformity with (KyrgyzstanTajikistan) and international standards Tajikistan)(Trade/Customs) 19(Trade/Customs)．Regional Objective and purpose： Under processing 19Customs．Regional ObjectiveTransition and economies purpose into： world trading system Under processing CustomsModernization and TransitionOutput： economies into world trading system ModernizationInfrastructure and ・OutputRegional： framework with cooperation mechanism Development Project Infrastructure ・RegionalReformed framework and modernized with cooperation customs organization mechanism (Kyrgyzstan and Development Project ・ReformedStrengthened and legal modernized and regulatory customs framework organization in conformity with (KyrgyzstanTajikistan) + andTA to ・internationalStrengthened standards legal and regulatory framework in conformity with Tajikistan)Tajikistan on + TA to international・ICT system standards TajikistanInfrastructure on and ・Border infrastructure InfrastructureCustoms and ICT system ・ Customs(Infrastructure and BorderReduced infrastructure smuggling due to anti-smuggling equipment and support (InfrastructureCustoms) and ・Reduced smuggling due to anti-smuggling equipment and support Customs)Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB

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Table 2.19 Assistance Projects for Development of Broader Corridors around Afghanistan (4) Activities Objective/Purpose/Output Status 20．Regional Objective and purpose： Under processing Railways Improve sector efficiency and reform to attain market-based operations Development Project (Uzbekistan) (Transport) 21．TA Objective： TBD Harmonization of Promote goods movement and trade Cross Border Purpose： Initiatives for Evaluate facilities at each border operation transport sector in Output： Central Asia ・Common minimum standard for border facilities (AZE/KAZ/KGZ/TA ・Identification of necessary changes in legislation and cross border J/UZB/TKM/PRC) procedures (Infrastructure) ・Investment required for minimum standard 22．Road Objective： Rehabilitation almost Rehabilitation Promote economic growth by improving flow of goods and people complete Project (Tajikistan) Purpose： (Infrastructure) Rehabilitate part of national highway Output：・Rehabilitate 50% of the 190km section of Dushanbe to Nizhni Pyanzh ・Upgrade border facility 23．ADB with JBIC Objective： Under implementation Rehabilitation of Promote economic growth by improving flow of goods and people Surab-Pnjgur Road Purpose： (Pakistan) Rehabilitate part of national highway (Infrastructure) Output：・Rehabilitation of the Surab-Pnjgur Road facilitating approach to the Gwador port 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 Objective/Purpose/Output Status World Bank Objective： Under implementation. Emergency Facilitate cross border trade and transport and data entry and According to Mid-Term Customs exchangeautomation review, March 2006, the Modernization and Purpose： status of implementation is Trade Facilitation Increasing customs revenue collection, improving clearance time, and as follows: Project establishing customs tariffs, exchange rates, and valuation in line with (i) Customs reform (Afghanistan) internationally accepted practices implemented including a (Infrastructure and Output： modern customs code but customs) Components implemented directly by UNOPS very slow progress on draft and issue of sub-legislation ・Rehabilitate and modernize Revenue and Customs Headquarters Offices to implement the custom for Ministry of Finance (MOF) with provision for key services ・ laws; (ii) With some delay Rehabilitate and modernize specific areas of Ministry of Commerce infrastructure work has now (MOC) with provision of key services commenced and progress has ・ Refurbish office space within current Kabul ICD to provide infrastructure been reported, e.g., for training and management of the Afghan Customs Department (ACD) (a) the new Customs facility ASYCUDA Project at Hairatan is ready for hand ・Design and construct modern headquarters offices for Customs and over to the Government, Revenue Department of the MOF at location of the current Kabul Inland (b) the refurbishment of Clearance Depot (ICD) existing Customs and ・Design and construct a new Kabul ICD in Policharki location Revenue Headquarter areas ・Design, build and rehabilitate existing infrastructure for control of in the Ministry of Finance is multi-modal transport of goods at Hairatan border crossing as well the complete, (c) Phase 2 of establishment of an ICD building renovation works at MOC is complete,;

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Table 2.20 Assistance for Development of Corridors around Afghanistan by World Bank (2) Table 2.20 Assistance for Development of Corridors around Afghanistan by World Bank (2) Activities Objective/Purpose/Output Status Activities Objective/Purpose/Output Status ・Construction and Rehabilitation at Islam Qala (left out due to border (iii) Progress made with ・delineationConstruction dispute and Rehabilitationwith Iran and USat Islam army Qala investment) (left out due to border (iii)implementation Progress made of with delineation・Rehabilitate dispute appropriate with Iran infrastructure and US army to houseinvestment) radio communication implementationASYCUDA with of the pilot of the transit module on the ・equipmentRehabilitate as partappropriate of the development infrastructure of to an house ACD radio specific communication communication ASYCUDA with the pilot of Torkham-Jalalabad-Kabul equipmentnetwork linking as part regional of the developmentand headquarter of an offices ACD atspecific airport, communication Kabul ICD, the transit module on the corridor under way; (iv) networkCustoms linkingand Revenue regional HQ and at headquarterMOF, Jalalabad offices Customs at airport, House, Kabul Mazare ICD, Torkham-Jalalabad-Kabul VHF and HF radio CustomsSharif Customs and Revenue House, HQ Torkham at MOF, Border Jalalabad Post, CustomsHeratCustoms House, House, Mazare Islam corridor under way; (iv) equipment deployed at 10 SharifQala Border Customs Post, House, Kandahar, Torkham Nimroz, Border Heart Post, and HeratCustoms Torghandy and House, Hairatan Islam VHF and HF radio locations; QalaBorder Border Posts Post, Kandahar, Nimroz, Heart and Torghandy and Hairatan equipment deployed at 10 (v) Customs Reform Border・Design Posts and build modern Customs House and ICD in Current Jalalabad locations; ・location (v)Coordination Customs Reform Unit (CURE) Design and build modern Customs House and ICD in Current Jalalabad working since mid-2005; location・Support European Commission (EC) construction of a Customs House at Coordination Unit (CURE) working(vi) Customs since Advisory mid-2005; ・TorkhamSupport throughEuropean provision Commission of power (EC) generators construction of a Customs House at ・ (vi)Unitand Customs Training Advisory TorkhamDesign and through build provision a new mini of ICDpower at generatorsTorghandy to control transport of Coordination Unit ・goods at border by both rail and truck Unitand Training Design and build a new mini ICD at Torghandy to control transport of Coordinationestablished; (vii) Unit ACD ・ICT Communications Network and IT： goods at border by both rail and truck established;prepared a strategy (vii) ACD for ・(i) Design, install and train staff on radio： telecommunication systems (VHF ICT Communications Network and IT prepareddeveloping a strategy customs for and HF) supplied by the project, (ii) Procure IT equipment and support (i) Design, install and train staff on radio telecommunication systems (VHF developingenforcement; customs (viii) AFPRO staff in maintenance at ministries and customs houses and HF) supplied by the project, (ii) Procure IT equipment and support enforcement;established by (viii) a Presidential AFPRO ・ staffSupport in maintenance the establishment at ministries of Customs and customs Reform houses Unit (CURE) at establishedDecree of January by a Presidential 18, 2006 ・MOF/ACDSupport the establishment of Customs Reform Unit (CURE) at Decreeto act as of Secretariat January 18, of 2006 MOF/ACD toNTTFC; act as Secretariat of UNCTAD component (ix)NTTFC; Afghan Freight ・ UNCTADInstallation component of Automated Systems for Customs Data (ASYCUDA) in a (ix)Forwarding Afghan Freight Industry ・phasedInstallation approach of Automated ultimately Systemsestablishing for Customs a national Data network (ASYCUDA) for the in a Forwardingstrengthened; Industry (x) Analytical phasedprocessing approach and sharing ultimately of transit establishing and goods a national declaration network information: for the strengthened;work done on (x)ATTA; Analytical processing(i) Staff of ACDand sharing national of HRtransit structure and goods will bedeclaration trained to information: implement (xi)work Afghan done Nationalon ATTA; (i)ASYCUDA Staff of ACD in successive national HR pilot structure programs, will (ii) be ASYCUDA trained to implement technical and (xi)Standards Afghan AuthorityNational ASYCUDAstructural requirements in successive and pilot all procurementsprograms, (ii) will ASYCUDA be incorporated technical into and (ANSA)Standards established; Authority and structuralinfrastructure requirements development and ofall transit procurements and declaration will be incorporatedmodules into (xii) (ANSA) The Standards established; Law and infrastructure・Trade facilitation: development Restructuring of transit of theand International declaration modules Transit Department, (xii)drafted. The Standards Law ・workingTrade facilitation: on regional Restructuring and bilateral tradeof the agreements International with Transit Pakistan Department, and drafted. workingothers and on TIR, regional strengthening and bilateral role trade of the agreements private sector with with Pakistan a specific and othersfocus on and freight TIR, strengtheningforwarders, WHO role ofaccession, the private study sector on thewith railways a specific focusespecially on freight regarding forwarders, Hairatan WHO railway accession, terminal study and the on potentialthe railways of transit especiallywith other regardingneighboring Hairatan countries railway terminal and the potential of transit with・Customs other transitneighboring issues: countries ・ProvideCustoms regional transit perspective,issues: advice and recommendations on Providecustomstransit regional operations perspective, advice and recommendations on customstransit operations UNIDO component UNIDO・National component Commission for Standards, Metrology and Quality: ・(i)National Modification Commission of Afghan for Standards,Standards Act:Metrology Draft law and is Quality: being reviewed by (i)the Modification Ministry of Justice of Afghan and theStandards Standards Act: Law Draft should law is be being finalized reviewed by the by theend Ministryof July, of Justice and the Standards Law should be finalized by the end(ii) Createof July, an independent Afghan Standards Authority within MOC, (ii)(iii) Create Standards an independent and metrology Afghan infrastructure Standards (laboratories) Authority within will MOC,be built and (iii)equipment Standards procured and metrology within relevant infrastructure infrastructure (laboratories) projects will and bea central built and equipmentlaboratory willprocured be constructed within relevant in Kabul. infrastructure Plans include projects quality and study a central of laboratoryfuels entering will Afrghanistan be constructed by inservice Kabul. providers, Plans include two mobilequality laboratories study of fuelsfor metrology entering Afrghanistanand fuels, test by labs service at ICDs providers, for use bytwo customs mobile andlaboratories standards, forand metrology two central and laboratories fuels, test atlabs Kabul at ICDs and forPolytechnic use by customs Universities. and standards, and two central laboratories at Kabul and Polytechnic Universities.

Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB

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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.

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(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 The following description is based on the hearing by JICA mission team in the ECO secretariat in October 2009. 2 - 77 2 - 77

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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 Objective/Purpose/Output Status 1．Government of Objective and purpose： Completed Iran(Iran) Road Facilitate movement of goods across border construction and ・Two-lane asphalt pavement improvement between Bandar Abbas and Dogharun (1,379km) (Infrastructure) 2．Government of Iran Objective and purpose： Under implementation, (Iran) Road Facilitate movement of goods across border part completed. improvement between ・Two-lane asphalt pavement Milak and Zaranj, and ・New road between Zabol and Milak construction of ・New customs facilities at Milak Zabol-Milak road and customs facilities at Milak border crossing (Infrastructure) 3．Government of Iran Objective and purpose： Completed (Iran) Road bypass to Facilitate movement of goods across border and approach to Chabahar Chabahar-Iranshar link port and upgrading of ・Two-lane asphalt pavement Chabahar-Zahidan road (Infrastructure) 4．Government of Objective and purpose： Completed Turkmenistan Road Facilitate trade and cross border movement improvement from Atamurat to Imamnazar at the Afghanistan border 5．Government of Objective and purpose： Completed Uzbekistan (Uzbekistan) Facilitate trade and cross border movement Improvement of primary Output： roads including ・Primary road improved to a two-lane or wider standard to facilitate Tashkent-Termez movement of goods (Infrastructure) 6．EC (European Objective： Under implementation. Commission) Reinforce the revenue base of the government The Customs building at Afghan Customs Purpose： Torkham has been Reform under First Re-establish a functioning customs and revenue system officially handed over to Financing Agreement Output： the Custom in March 2006. (Afghanistan) ・Afghan Customs Code (Infrastructure and ・Rehabilitation of Torkham border post infrastructure customs) ・Setting up EUROTRAC, computerized statistical package for customs and tax management 7．EC Objective： Under processing Fourth Reconstruction Reinforce the revenue base of the government Program for Purpose： Afghanistan – Customs Reestablish a functioning customs and revenue system and Tax (Afghanistan) 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 8．USAID and Japan Objective and purpose： Rehabilitation / Rehabilitation of Improve internal and cross border traffic flow reconstruction work Kabul-Kandahar Road Output: completed (Afghanistan) 442km from km43 to km485 rehabilitated with asphalt concrete (Infrastructure) pavement Source: Afghanistan; Cross Border Trade and Transport Facilitation, ADB

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Table 2.21 Assistance for Development of Corridors around Afghanistan by Others (2) TableActivities 2.21 Assistance for DevelopmentObjective/Purpose/Output of Corridors around Afghanistan by StatusOthers (2) 9．GovernmentActivities of Iran Objective and purpose：Objective/Purpose/Output Upgrading Status completed 9Rehabilitation．Government of Iran ObjectiveFacilitate crossand purpose border ：trade Upgrading completed RehabilitationDogharun-Herat-Islam of FacilitateOutput： cross border trade Dogharun-Herat-IslamQala Road-124km ・OutputThe road： upgraded to 7.3m carriageway asphalt surface road (Afghanistan) Qala Road-124km ・The road upgraded to 7.3m carriageway asphalt surface road (Afghanistan)(Infrastructure) 10(Infrastructure)．Government of Iran Objective and purpose： Construction completed 10Construction．Government of ofMilak Iran FacilitateObjective crossand purpose border ：trade Construction completed Constructionbridge of Milak FacilitateOutput： cross border trade bridge(Iran/Afghanistan) AOutput 320m： bridge across border completed with 5km section of Zaranj (Iran/Afghanistan)(Infrastructure) Aunder 320m construction bridge across border completed with 5km section of Zaranj 11(Infrastructure)．WB underObjective construction： Construction / 11Construction．WB / FacilitateObjective ：cross border movement of goods Constructionrehabilitation /almost Constructionrehabilitation /of Sirkhan FacilitateOutput： cross border movement of goods rehabilitationcompleted almost rehabilitationBandar-Pule Khomri of Sirkhan ・OutputConstruction： / rehabilitation of the 172km road improving links to completed Road under Emergency Bandar-Pule Khomri ・TajikistanConstruction / rehabilitation of the 172km road improving links to Transport Rehabilitaiton Road under Emergency Tajikistan TransportProject (Afghanistan) Rehabilitaiton Project(Infrastructure) (Afghanistan) (Infrastructure)12．WB Objective： Construction / 12Construction．WB / RehabilitateObjective： critical road infrastructure to facilitate movement of Constructionrehabilitation /almost Constructionrehabilitation /of Rehabilitategoodsand people critical road infrastructure to facilitate movement of rehabilitationcompleted almost rehabilitationDoshi-Kabul roadof and goodsandPurpose： people completed Doshi-Kabulrehabilitation roadof the and ClearPurpose the ：passage way to the north for internal and cross border rehabilitationSalang Tunnel of under the Clearmovements the passage way to the north for internal and cross border SalangEmergency Tunnel Transport under movementsOutput： Rehabilitation Emergency Transport ・OutputRehabilitation： / reconstruction of 172km Doshi-Kabul road under way (Afghanistan) Rehabilitation ・Rehabilitation /of reconstruction the Salang Tunnel of 172km completed Doshi-Kabul road under way (Afghanistan)(Infrastructure) ・Rehabilitation of the Salang Tunnel completed (Infrastructure)13．Japan / ADB / Objective： Work completed on first 13Kuwait．Japan / ADB / AssistObjective in Settlement： and Integration of Returning Refugees and Displaced Work61.4km completed with resources on first KuwaitFund for Arab AssistPersons in Settlement and Integration of Returning Refugees and Displaced 61.4kmavailable. with Some resources FundEconomic for Arab Development PersonsPurpose ： available.construction Some problems on this section have been EconomicRoad Employment Development RehabilitatePurpose： transport infrastructure and provide social services to the construction problems on addressed. Government RoadProject Employment for Settlement Rehabilitaterefugees and transport the displaced infrastructure and provide social services to the this section have been resources are being Projectand Integration for Settlement of refugeesOutput： and the displaced addressed. Government Returning Refugees and utilized to finance the and Integration of Output・Rehabilitate： 105km of the Knadahar-Spin Boldak road resources are being Displaced Persons utilizedremaining to finance42km. the Returning Refugees and ・RehabilitateUpgrade marketable 105km of skills the Knadahar-Spinof the beneficiaries Boldak road Displaced(Afghanistan) Persons remaining 42km. ・UpgradeProvide educational marketable andskills health of the services beneficiaries (Afghanistan)(Infrastructure) ・Extend micro credit to the clients (Infrastructure) Provide educational and health services 14．Islamic ・ObjectiveExtend micro： credit to the clients Under implementation 14Development．Islamic Bank FacilitateObjective ：movement of goods and people and promote economic Under implementation Development（IsDB） Bank Facilitateactivities movement of goods and people and promote economic （Doshi-PuleIsDB） Khomri road activitiesPurpose： Doshi-Pule(Afghanistan) Khomri road RehabilitatePurpose： essential infrastructure (Afghanistan) RehabilitateOutput： essential infrastructure Output・Rehabilitate： 47km of Doshi-Pule Khomri road 15．US / Tajikistan / ・ObjectiveRehabilitate： 47km of Doshi-Pule Khomri road With US financing work 15Afghanistan．US / Tajikistan New bridge / FacilitateObjective ：cross border movements Withhas started US financing work Afghanistanacross Pyanj Newriver bridge FacilitatePurpose： cross border movements has started across(Tajikistan Pyanj / river ImprovePurpose： road links (TajikistanAfghanistan) / ImproveOutput： road links Afghanistan) Output・Construction： of a new bridge across Pyanj river 16．EC ・ObjectiveConstruction： of a new bridge across Pyanj river Under implementation 16Kabul-Jalalabad．EC road FacilitateObjective ：movement of goods and people Under implementation Kabul-Jalalabad(Afghanistan) road FacilitatePurpose： movement of goods and people (Afghanistan)(Infrastructure) ImprovePurpose： links to the north and Pakistan (Infrastructure) ImproveOutput： links to the north and Pakistan Output・Emergency： repairs and reconstruction of the 150km road 17．Government of ・ObjectiveEmergency： repairs and reconstruction of the 150km road Under implementation 17Pakistan．Government of FacilitateObjective ：cross border movements Under implementation PakistanJalalabad-Torkham road FacilitatePurpose： cross border movements Jalalabad-Torkham(Afghanistan) road ImprovePurpose： road links and Pakistan (Afghanistan)(Infrastructure) ImproveOutput： road links and Pakistan (Infrastructure) Output・Reconstruction： of 74km road ・Reconstruction of 74km road Source: Afghanistan: Cross Border Trade and Transport Facilitation, ADB

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Table 2.21 Assistance for Development of Corridors around Afghanistan by Others (3)

Activities Objective/Purpose/Output Status 18．Japan / Saudi Objective： Rehabilitation / Arabia / US Facilitate movement of goods and people reconstruction under way Kandahar-Heart road 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) 19．Government of Objective and purpose： 1,265km of national Pakistan Indus Highway Facilitate internal and cross border movement of goods and people highway upgraded to two (N55) Hyderabad – Output： lane 100km/h Peshawar (Pakistan) ・1,265km of national highway upgraded to two lane 100km/h design to (Infrastructure) improve movement 20．Government of Objective： Under implementation China Promote an alternative exit point through Pakistan for domestic and Construction of Gwador foreign goods and promote the development to of an undeveloped region Port (Pakistan) in Pakistan (Infrastructure) Purpose: Facilitate cross border trade Output：・Construction of berths and other facilities 21．IMF / EC / USAID / Objective： Under implementation DFID / GTZ and other Improve revenue collection Strengthening Output： Afghanistan Customs ・Technical support Department (ACD) ・Training (Afghanistan) (Capacity ・Change management Building) ・Communications ・Transit 22．UNDP Objective： Under implementation Upgrading ASYCUDA Facilitate trade and revenue collection (Iran) (ICT) Output：・Automation and customs data exchange 23．USAID Objective： Completed Revision of the Soviet Facilitate trade and improve revenue collection Customs Code Output： (Tajikistan) (Customs) ・Modified customs code revised to make it compliant with international standards 24．USAID Objective： Under implementation “Software” support for Strengthen customs customs and cross Purpose： border trade Enhance revenue generation (Afghanistan) Output： (Customs) ・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 Under construction by India Border Road Delaram-Zaranj road Organization Source: Afghanistan: Cross Border Trade and Transport Facilitation, ADB

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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 highThe countrieslevel of productionsubject to thisof mineralstudy are resources, mainly agricultural petroleum, countriesnatural gas and and some other of themforms have of energy. a very Somehigh level of them of productionhave great populationof mineral and resources, need for petroleum, labor and consumption.natural gas and Therefore, other forms they haveof energy. much potentialSome of themfor economic have great development population suchand need as the for need labor for and trading consumption. of resources Therefore, and processing they have them. much 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 routesOn the inother the hand, area dueand to various the instability growth of potentials security inhave Afghanistan, not been trade fully is realized.limited to Underrestrictive the circumstances,routes in the sustainablearea and variouseconomic growth activities potentials and development have not beenare considered fully realized. to be Underlow in the subjectcircumstances, areas. sustainable economic activities and development are considered to be low in the 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 is theindustrial main industry properties in ofthe the area subject but CIS area countries have mineral resources and there areAgriculture petroleum is andthe mainnatural industry gas in Iran,in the Turkmenistan, area but CIS Kazakhstancountries have and mineralUzbekistan. resources and there are petroleum and natural gas in Iran, Turkmenistan, Kazakhstan and Uzbekistan. ii The current status and potential for development ii The intra-areacurrent status trade and is closedpotential due for to developmentthe security problems in Afghanistan, and the trade potential isThe underdeveloped intra-area trade due is closedto limitation due to ofthe trade security routes. problems in Afghanistan, and the trade potential is underdeveloped due to limitation of trade routes. iii Possibility of regional development by corridors iii Revitalization Possibility of regionalof logistics development can be by achieved corridors by trade of products from Afghanistan and developmentRevitalization ofof corridorslogistics whichcan be will achieved be the byroutes trade to ofexport products agricultural from Afghanistanproducts to andthe surroundingdevelopment consumption of corridors areas, which and will export be andthe processingroutes to ofexport intra-area agricultural resources products and materials. to the surrounding consumption areas, and export and processing of intra-area resources and materials. iv Significance of developing Afghan transit routes iv Benefits Significance to Afghanistan of developing through Afghan logistics transit routesroutes are the promotion of sustainable development byBenefits construction to Afghanistan of routes through that connect logistics CIS routes countries are theand promotionthe Arabian of Sea,sustainable and revitalization development of tradeby construction among Iran, of India routes and that Pakistan. connect CIS countries and the Arabian Sea, and revitalization of 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 peopleBy building of the an countries intra-area in network,question, furtherwhich opportunitycreates and ispromotes brought newby connectingeconomic activities.resources Theand developmentpeople of the of countries intra-area in networksquestion, inwhich the countriescreates and in promotesquestion andnew the economic Afghan activities.Transit going The throughdevelopment Afghanistan of intra-area will connect networks the resources,in the countries technology in questionand markets and inthe the Afghan surrounding Transit countries going tothrough realize Afghanistan intra-area revitalization will connect ofthe trade resources, and trigger technology development and markets of the in industrial the surrounding potential countries of each country.to realize The intra-area sustainable revitalization economic of tradedevelopment and trigger of developmentall countries ofin thequestion industrial will potential be realized of each by diversificationcountry. The sustainable and stabilization economic of development the inland ofcountries all countries which in havequestion limited will beresources realized andby environmentdiversification and and by contributingstabilization to ofexpansion the inland of hinterland countries in thewhich case haveof coastal limited countries. resources and 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 countriesTherefore, will the playintra-area a vital network role to ofrealize Afghan sustainable Transit connectingeconomic developmentAfghanistan andof the the area, surrounding and the significancecountries will of playthe development a vital role isto great.realize sustainable economic development of the area, and the significance of the development is great. 2 - 81 2 - 81

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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.

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Figure 2.55 Design Standards and Traffic Volume of International Arterial Roads Figure 2.55 Design Standards and Traffic Volume of International Arterial Roads

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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 ～ AADT 14,535 22,401 8100 10973 21384 10244 8,100 5,057 1,651 7,989 Section Length(km） 300 203 95 88 27 197 330 82 153 420 AH Reference AH70 AH70 AH2 AH2 AH2 AH2 AH2 AH75 AH75 AH75 A.H.Design Standard Ⅰ・Ⅱ Ⅰ・Ⅱ Ⅱ Ⅰ Ⅰ Ⅰ・Ⅱ Ⅱ Ⅱ Ⅱ Ⅱ Surface Condition Good Good Good Good Good Good Good Good Fair Fair Rafsanjan Bagheyn Kerman Bam Gonabad BandarAbbas Anar Zahedan Rafsanjan Bagheyn Kerman Bam Gonabad BandarAbbas Anar Zahedan Flat・ Hilly・ Hilly・ Flat・Hilly・ Terrain Flat・Hilly Flat・Hilly Flat・Hilly・ Hilly・ Mountain Mountain Mountainous

Country Iran

7,844 ～ AADT 16,703 21,509 26,727 3,224 - - - 5,515 11,593 8,796 Section Length(km） 127 100 40 190 120 150 280 22 76 275 AH Reference AH75 AH75 AH1 AH75 AH75 AH5 AH5 AH5 AH5 AH5 A.H.Design StandardⅡⅠ・ⅡPrimaryⅡⅢⅢⅢⅠⅠⅠ Surface Condition Good Good Good Good･Fair - - - Good Good Good Gonabad AH1/AH75 Jct. Mashhad Sarakhs(Border of Turkmenistan) Tejen Mary Farap(Border of Uzbekistan) Bukhara Samarkand Gonabad AH1/AH75 Jct. Mashhad Sarakhs(Border of Turkmenistan) Tejen Mary Farap(Border of Uzbekistan) Bukhara Samarkand Hilly・ Hilly・ Flat・Hilly・ Terrain (km) Flat・Hilly Flat・Hilly・ ---FlatFlatFlat Mountain Mountain Mountainous

Country Iran Turkmenistan Uzbekistan

12,635 ～ 5,259 ～ AADT 12,689 23901 7,891 7,219 9,467 2,475 2,785 Section Length(km） 202 75 27 110 150 289 169 AH Reference AH5 AH5 AH5 AH5 AH61 AH61 AH61 A.H.Design Standard Ⅰ Ⅰ Ⅰ Ⅰ・Ⅱ Ⅰ・Ⅱ・Ⅲ Ⅱ・Ⅲ Ⅱ・Ⅲ Surface Condition Good Good Good Good・FairGood･FairGood･FairGood･Fair Samarkand Tashkent of (Border Chernyavka Kazakhstan) Syrdaria Symkent Kyzylorda Zhusaly Samarkand Tashkent of (Border Chernyavka Kazakhstan) Syrdaria Symkent Kyzylorda Zhusaly Terrain (km) Flat Flat Flat - ーーー

Country Uzbekistan Kazakhstan

タルディ－コルガン Legend バイニューキジロルダメルケ Road Design Standard シムケントアルマティ Primary ビシュケク Primary イシククリタシケント Class Ⅰ トルクメンバシオシュトルクメンバシサマルカンドシルダリアトルガルトサリタシュブカラドゥシャンベ Class Ⅱ カラミクアーケシュタムグザールカシュガルメリーカシュガルアシュガバートクルマパス Class Ⅲ ハイラタンシルクハーンテヘランシャブゼバールマシュハドポレクムリ AADT マザリシャリフカブールペシャワール Data nothing ヘラートイスラマバード 1 － 3,000 ラホール

ヤズドカンダハールケルマンクェッタ 3,001 － 10,000 ザーヘダーンタフタンデリーローリ 10,001 － 20,000 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-マシュハド- （グワダール）カラチバンダルアッバース-マシュハド- 20,000 －ブカラ-タシケント-キジロルダアフガニスタンと周辺国の国際幹線道路網図ルート

Figure 2.56 Road Design Standards and Traffic Volume between Bandar Abbas Port and CIS Countries

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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.

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13,581 ～ 11,100 ～ 7,550 ～ 22,500 ～ AADT 20,000 14,712 12,275 9,000 36,757 4,774 7,100 6,585 6,030 Section Length(km） 388 138 782 46 323 160 56 77 147 64 AH Reference AH4 AH2 AH1 AH1 AH1 AH1 ＡＨ7 A.H.Design Standard Ⅰ Ⅲ Ⅰ Praimary Ⅰ Ⅲ Ⅱ Ⅰ・Ⅱ Ⅱ Surface Condition Fair Bad Good・Fair Good Good Bad Good Fair Good Karachi Rohri Lahore Islamabad of Torkham(Border Afganistan) Jalalabad Kabul Karachi Rohri Lahore Islamabad of Torkham(Border Afganistan) Jalalabad Kabul Djbulsarcj Djbulsarcj Terrain (km) Flat Flat Flat Flat・Hilly Flat Flat Flat Mountainous

Country Pakistan Afghanistan

3,400 ～ 2,200 ～ 538 ～ AADT 3,900 2,500 41 1,080 5,799 4,532 13,443 21543 23,901 7,891 Section Length(km） 155 169 1 170 311 17 20 30 75 27 ) AH Reference ＡＨ7 ＡＨ7 ＡＨ7 ＡＨ7 ＡＨ7 ＡＨ7 ＡＨ7 ＡＨ7 AH5 AH5 ) A.H.Design StandardⅡⅡⅡⅡⅡⅢⅠ・ⅡⅠ・ⅡⅠⅠ

Surface Condition Good Good Good Good Good Fair Good Good Good Good Chanok (Border of (Border Chanok Uzbekistan) Syrdaria Djbulsarcj Polekumri Shirkhan Border of Tajikistan Dushanbe Tashkent Chanok (Border of (Border Chanok Uzbekistan) Syrdaria Djbulsarcj Polekumri Shirkhan Border of Tajikistan Dushanbe Tashkent Chernyavka (Border of (Border Chernyavka Kazakhstan Chernyavka (Border of (Border Chernyavka Kazakhstan Rolling・ Terrain (km) Flat・Rolling Flat Flat Flat Flat Flat Flat Flat Mountain Flat

Country Afghanistan Ｔａｊｉｋｉｓｔａｎ Uzbekistan

5,310 ～ 7,894 ～ 3,521 ～ AADT 7,219 7,611 6,118 8,522 11,762 8,111 Section Length(km） 110 332 150 193 13 157 AH Reference AH5 AH5 AH61 AH5 AH5 AH60 A.H.Design Standard Ⅰ・Ⅱ Ⅰ・Ⅱ・Ⅲ Ⅱ・Ⅲ Ⅰ・Ⅱ・Ⅲ Ⅰ Ⅰ・Ⅲ Surface Condition Good・FairGood・FairGood・Fair Good Good・FairGood・Fair Chernyavka (Border of (Border Chernyavka Kazakhstan) Symkent Merke of (Border Kordai Kyrgyzstan) Kaskelen Almaty Saryozek Chernyavka (Border of (Border Chernyavka Kazakhstan) Symkent Merke of (Border Kordai Kyrgyzstan) Kaskelen Almaty Saryozek Terrain (km) ------

Country Kazakhstan

タルディ－コルガン Legend バイニューキジロルダメルケ Road Design Standard シムケントアルマティビシュケク Primary イシククリタシケント

トルクメンバシオシュ Class Ⅰ サマルカンドシルダリアトルガルトサリタシュブカラドゥシャンベ Class Ⅱ カラミクアーケシュタムグザールカシュガルメリーアシュガバートクルマパス Class Ⅲ ハイラタンシルクハーンテヘランシャブゼバールマシュハドポレクムリ AADT マザリシャリフカブールペシャワール Data nothing ヘラートイスラマバード 1 － 3,000 ラホール

ヤズドカンダハールケルマンクェッタ 3,001 － 10,000 ザーヘダーンタフタンデリーローリ 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- 20,000 －ドゥシャンベ-シムケント-アルマティアフガニスタンと周辺国の国際幹線道路網図ルート

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.

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4,700 ～ 167 ～ 1,082 ～ 4,082 ～ AADT 4,7008,500 ～ 167 1,798 ～ 7,4521,082 1,350 ～ 2,922 5,057 1,6514,082 7,989 ～ 16,703 21,509 AADT Section Length(km） 8,500309 1,798528 7,45215 1,350661 2,92296 5,05782 1,651153 7,989420 16,703127 21,509100 AHSection Reference Length(km） AH51309 AH51528 AH215 AH2661 AH296 AH7582 AH75153 AH75420 AH75127 AH75100 AAH.H .ReferenceDesign StandardⅢBAH51e AH51low IIIⅢB AH2 eAH2low IIIⅡⅡⅡⅡⅡⅠAH2 AH75 AH75 AH75 AH75 AH75・Ⅱ SurfaceA.H.Des igConditionn StandardⅢBFrat・Bade Badlow IIIⅢBBad eBadlow IIIⅡⅡⅡⅡⅡⅠ Good Good Fair Fair Good Good・Ⅱ Dashtak (Jct AH75/AH78) Nahbandan Gonabad Torbateheydarieh Peshawar Dera Khan Ismail Kuchlok (Quetta Jct. N-25/N-50) (Jct.N-25/N-Lakpass 40) Taftan (Border of Iran) Zahedan Jct. AH1/AH75 Hilly・ Hilly・ TerrainSurface (km) Condition Flat・HillyFrat・BadFlat・Hilly・ Bad HillyBad HillyBad Flat・Hilly Good GoodFlat・Hilly Fair Flat・Hilly・FairFlat・Hilly Good Good Dashtak (Jct AH75/AH78) Nahbandan Gonabad Torbateheydarieh Peshawar Dera Khan Ismail Mountainous Kuchlok (Quetta Jct. N-25/N-50) (Jct.N-25/N-Lakpass 40) Taftan (Border of Iran) Zahedan Mountain Mountainous Mountain Jct. AH1/AH75 Hilly・ Hilly・ Terrain (km) Flat・Hilly Flat・Hilly・ Hilly Hilly Flat・Hilly Flat・Hilly Flat・Hilly・ Flat・Hilly Mountainous Mountain Mountainous Mountain

Country Pakistan Iran Country Pakistan Iran

5,313 ～ 4,312 ～ 5,870 ～ AADT 26,727 3,224 - - - 5,515 11,5935,313 9,335 ～ 4,312 4,656 ～ 5,870 6,815 ～ AADT Section Length(km） 26,72740 3,224190 120- 150- 280- 5,51522 11,59376 9,335210 4,656218 6,815178 AH Reference AH1 AH75 AH75 AH5 AH5 AH5 AH5 AH63 AH62 AH65 Section Length(km） 40 190 120 150 280 22 76 210 218 178 ) AHA.H.Design Reference Standard PrimaryAH1 AH75 Ⅱ AH75Ⅲ AH5Ⅲ AH5Ⅲ AH5Ⅰ AH5Ⅰ Ⅰ・Ⅱ・Ⅲ AH63 Ⅰ・Ⅱ・Ⅲ AH62 AH65 Ⅱ ) ikistan SurfaceA.H.Design Condition Standard PrimaryGood Good･Fair Ⅱ Ⅲ - Ⅲ- Ⅲ- GoodⅠ GoodⅠ Ⅰ・Ⅱ・Ⅲ Good Ⅰ・Ⅱ・Ⅲ Good Good Ⅱ j Jct. AH1/AH75 Mashhad Sarakhs (Border of (Border Sarakhs Turkmenistan) Tejen Mary of (Border Farap Uzbekistan) Bukhara Guzar Termez Sariosiyo (Border of Ta ikistan Hilly・ j TerrainSurface (km) Condition Good Good･FairFlat・Hilly・ - - - GoodFlat GoodFlat GoodFlat GoodHilly GoodHilly Jct. AH1/AH75 Mashhad Bukhara Guzar Termez Mountain Mountainous of (Border Sarakhs Turkmenistan) Tejen Mary of (Border Farap Uzbekistan) Sariosiyo (Border of Ta Hilly・ Terrain (km) Flat・Hilly・ - - - Flat Flat Flat Hilly Hilly Mountain Mountainous

Country Iran Turkmenistan Uzbekistan Country Iran Turkmenistan Uzbekistan

104 AADT 2,196 3,927 3,927 3,927 3,927 3,927 215104 524 - 5,664 AADT Section Length(km） 2,19666 3,92721 3,927129 3,92734 3,92789 3,92792 215142 52478 430- 5,664677 AHSection Reference Length(km） AH6566 AH6521 AH65129 AH6534 AH6589 AH6592 AH65142 AH6578 ＡＨ4430 ＡＨ4677 AHA.H.Design Reference Standard AH65Ⅱ Ⅰ・Ⅱ AH65 AH65Ⅱ Below AH65 III AH65 Ⅱ Below AH65 III III, AH65Below III Below AH65 III ＡＨ4 Ⅲ ＡＨ4Ⅱ Su rface Surface A.H.DesignCondition Standard GoodⅡ Ⅰ・Ⅱ Good GoodⅡ Below FairGood III Ⅱ Fair Bad Below III III, Below III BelowBad IIIFairGood Ⅲ Ⅱ Dushanbe Sariosiyo (Border of Tajikistan) of (Border Karamyk Kyrgyzstan） Sary Tash of (Border Irkeshtam China) Kashi Kuca Su rface Surface Terrain (km)Condition Flat・HillyGood Good Flat GoodHilly Hilly FairGood Mountainous Fair Bad Mountainous Mountainous MountainousBad FairGood - - Dushanbe Sariosiyo (Border of Tajikistan) Karamyk (Border of (Border Karamyk Kyrgyzstan） Sary Tash of (Border Irkeshtam China) Kashi Kuca Terrain (km) Flat・Hilly Flat Hilly Hilly Mountainous Mountainous Mountainous Mountainous - -

Country Tajikistan Kyrgyzstan China Country Tajikistan Kyrgyzstan China

タルディ－コルガン Legend バイニューキジロルダタルディ－コルガンメルケ Road DesignLegend Standard バイニューシムケントアルマティキジロルダメルケビシュケク PrimaryRoad Design Standard シムケントアルマティイシククリタシケントビシュケク ClassPrimary Ⅰ トルクメンバシオシュイシククリサマルカンドタシケントシルダリアトルガルトサリタシュ Class Ⅰ トルクメンバシブカラドゥシャンベオシュサマルカンドシルダリアトルガルト Class Ⅱ カラミクアーケシュタムサリタシュグザールカシュガルブカラメリードゥシャンベ Class Ⅱ アシュガバートカラミククルマパス Class Ⅲ テルメズシルクハーンアーケシュタムグザールカシュガル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ポレクムリクルマパス ClassAADT Ⅲ テルメズマザリシャリフシルクハーンカブールテヘランシャブゼバールマシュハドポレクムリペシャワール AADT マザリシャリフ Data nothing ヘラートカブールイスラマバードペシャワール Data nothing ヘラートイスラマバード 1 － 3,000 ラホール 1 － 3,000 ヤズドカンダハールラホールケルマンクェッタ 3,001 － 10,000 ヤズドカンダハールザーヘダーンタフタンケルマンクェッタデリー 3,001 － 10,000 ローリザーヘダーン 10,001 － 20,000 タフタンデリーバンダルアッバースローリ 10,001 － 20,000 チャーバハールバンダルアッバース（グワダール）カラチペシャワール-ザーヘダーン-マシュ 20,000 －ハド-ブカラ-ドゥシャンベ-カシュガル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）カラチルートペシャワール-ザーヘダーン-マシュ 20,000 －ハド-ブカラ-ドゥシャンベ-カシュガルアフガニスタンと周辺国の国際幹線道路網図ルート Figure 2.58 Road Design Standards and Traffic Volume of the Routes Connecting the Figure 2.58 CountriesRoad Design Neighboring Standards Afghanistan and Traffic Volume of the Routes Connecting the 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).

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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%) Import(84%) Export(6%) Transit(10%) Iron metal Petrol oil Dry Fruit Iron metal Petrol oil Tire Cumin Vehicle spare parts Carpet Diesel oil Carpet Cotton Tire Flour Sesame seed Iron rods Diesel oil Glass Grapes Cement Flour Carpet Animal Intestine Wheat Glass Iron rods Melon Iron rods Vehicle spare parts Fumiture Vehicle spare parts Cloth Raisin Cars Gas Apple 44% of Total 43% of Imports 99% of Exports 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.

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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 the3 Petroleum Company of Afghanistan, the country imported liquid fuels reaching about 85,000m , 79% of which came from Uzbekistan via Hairatan imported liquid fuels reaching about 85,000m3, 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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･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 Formal check points % of sample reporting LackFormal of service check support points LackLack of ofservice service support roads Lack Longof service processing roads PoorLong road processing quality Lack Poorof proper road systemquality Lack ofIllegal proper payments system IllegalLack of payments security InformalLack check of security points LackInformal of parking check atpoints ICD Lack of parkingPoor facilities at ICD NoncooperationPoor by facilitiesofficials Noncooperation by officialsVisa Informal commissionVisa InformalLimited bordercommission hours LimitedChecking border of hourscargo ICDChecking working of hourscargo ICD working hoursDust Pilferage of cargoDust DocumentationPilferage requirement of cargo Documentation requirement 0 102030405060708090100% 0 102030405060708090100% 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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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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Legend: ― Railway ― Border Capital Kabul Legend: ― Railway ― Border 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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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 Length (km) 1A Shirkhan Bandar – Herat 1,246km 1B Mazar-e-Sharif – Kabul – Logar 718km Copper Mine – Torkham 1C Spin Boldak – Kandarhar 103km

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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 studstudyy of alignments is needed.

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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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Route B: The cargos from Southeast Asia and India are transported by rail from Bandar Abbas Port inRoute Iran B: up The to Sangan, cargos fromwhere Southeast transshipment Asia and is made India to are trucks transported to reach by Afghanistan. rail from Bandar It is thought Abbas Portthat muchin Iran ofup theto Sangan,cargos resistwhere passagetransshipment through is madePakistan. to trucks The railwayto reach routeAfghanistan. is well Itmaintained is thought thatand sufficientmuch of tothe accommodate cargos resist future passage increase through of cargo Pakistan. amounts. The Cargosrailway are route transported is well throughmaintained Herat. and 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 transshippedRoute C: Products in Hairatan from Centralon trucks Asia via and Mazar-e-Sharif. Russia come to At Hairatan present, via 4,000 Uzbekistan tons of by cargos train andare transportedtransshipped monthly. in Hairatan The figureon trucks is close via toMazar-e-Sharif. the capacity of Atthe present,transshipping 4,000 facility. tons of The cargos figure are is expectedtransported to reachmonthly. 25,000-40,000 The figure tonsis close a few to yearsthe capacity 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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Legend: ― Railway ― Border Capital Kabul Legend: ― Railway ― Border 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 Asa. Multimodal containerization World has Logistics progressed, and Issuesunit transportation on Ports 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 marimarinene 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 Country Iran Pakistan Country Baｎdar Iran Baｎdar Imam PortPakistan M. Bin Port Chabahar Karachi Gwadar BaｎdarAbbas BaｎdarKhomeini Imam PortQasim M. Bin Port Chabahar Karachi Gwadar Berthing Facility PQYGCRAbbas YGC PQYGCRKhomeini PQYGCRLPQYGCQasim P YGCR NumberBerthing of Facility Berth PQYGCR24 YGC4 PQYGCR37 PQYGCRLPQYGC33 11 P YGCR4 NumberBerth Depth of Berth (m) -5.0～13.524 -8.3～9.04 -10.0～14.037 -7.3～13.733 -6.0～11.511 -13.5～14.54 CargoBerth Volume Depth (,000 (m) ton) -5.0～13.537,246*4 -8.3～9.01,712*5 -10.0～14.029,061*2 -7.3～13.738,732*5 -6.0～11.525,023*5 -13.5～14.5- CargoContainer Volume (,000 (,000 TEU) ton) 37,2461,812*4*4 1,71216*5*5 29,061120*3*2 38,7321,250*5*5 25,023681*5*5 - ContainerShip Call (per(,000 Year) TEU) 3,5441,812*4 10216*5*5 120- *3 1,2502,386*5 1,238681*5*5 - *4 *5 *5 *5 Ship CallCountry (per Year) 3,544 India 102 - U.A.E 2,386 Saudi1,238 Arabia Oman- Country IndiaJawaharlal U.A.E Saudi Arabia Oman Port Mumbai Abu Dhabi Jebel Ali Dammam Salalah JawaharlalNehru Port Mumbai Abu Dhabi Jebel Ali Dammam Salalah Berthing Facility PQYGCRLPNehru Y CR PQYGCRLPQYGCR QYGCR PQYGCRL NumberBerthing of Facility Berth PQYGCRLP64 Y 8 CR PQYGCRLPQYGCR21 31 QYGCR39 PQYGCRL13 NumberBerth Depth of Berth (m) -6.1～14.364-13.5 8 -4.7～13.321 -10.7～15.031 -7.3～13.139 -12.0～16.013 CargoBerth Volume Depth (,000 (m) ton) -6.1～14.351,876*5 57,280-13.5*5 -4.7～13.3130,000 -10.7～15.0*5 -7.3～13.119,270*5 -12.0～16.03,722*5 CargoContainer Volume (,000 (,000 TEU) ton) 51,87692*5 *5 57,2804,180*5*5 130,00011,830*5*5 19,2701,227*5*5 3,7223,494*5 ContainerShip Call (per(,000 Year) TEU) 5,62092*5*5 4,180- *5 16,00011,830*5 2,1301,227*5 3,7193,494*5 Ship Call *5 - *5 *5 *5 Remarks ; (per Year) 5,620 16,000 2,130 3,719 *1Remarks Berthing ; Facility : P/Petroleum, Q/Other Liquid bulk, Y/Dry Bulk, G/General Cargo, C/Containers, R/Ro-Ro, L/Cruise *2*1 ActualBerthing Performance Facility : P/Petroleum, in 2004-2005 Q/Other Liquid bulk, Y/Dry Bulk, G/General Cargo, C/Containers, R/Ro-Ro, L/Cruise *3*2 Actual Performance in 20062004-2005 *4*3 Actual Performance in 20062007-2008 *5*4 Actual Performance in 2008-20092007-2008 *5 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.

Table 2.24 Memberships in Maritime Conventions (as of October 2009)

●;accession, ratification, etc.

×;denuncia- tion IMO Convention 48 Convention IMO 91 amendments IMO 93 amendments IMO 74 Convention SOLAS 78 Protocol SOLAS 88 Protocol SOLAS 66 Convention LINES LOAD 88 Protocol LINES LOAD 69 Convention TONNAGE 72 Convention COLREG 72 Convention CSC 78 Convention STCW 79 Convention SAR 71 Agreement STP 73 Protocol STP 76 Convention IMSO OA 76 INMARSAT 94 amendments INMARSAT 98 amendments INMARSAT 65 Convention FACILITATION I/II) (Annex 73/78 MARPOL III) (Annex 73/78 MARPOL IV) (Annex 73/78 MARPOL V) (Annex 73/78 MARPOL VI) (Annex 97 Protocol MARPOL 72 Convention London 96 Protocol Convention London 69 Convention INTERVENTION 73 Protocol INTERVENTION 69 Convention CLC 76 Protocol CLC 92 Protocol CLC 71 Convention FUND 76 Protocol FUND 92 Protocol FUND 2003 Protocol FUND 76 Convention LLMC 96 Protocol LLMC 88 Convention SUA 88 Protocol SUA 89 Convention SALVAGE 90 Convention OPRC 2000 OPRC/HNS 01 FOULING ANTI IMO Convention 48 Convention IMO 91 amendments IMO 93 amendments IMO 74 Convention SOLAS 78 Protocol SOLAS 88 Protocol SOLAS 66 Convention LINES LOAD 88 Protocol LINES LOAD 69 Convention TONNAGE 72 Convention COLREG 72 Convention CSC 78 Convention STCW 79 Convention SAR 71 Agreement STP 73 Protocol STP 76 Convention IMSO OA 76 INMARSAT 94 amendments INMARSAT 98 amendments INMARSAT 65 Convention FACILITATION I/II) (Annex 73/78 MARPOL III) (Annex 73/78 MARPOL IV) (Annex 73/78 MARPOL V) (Annex 73/78 MARPOL VI) (Annex 97 Protocol MARPOL 72 Convention London 96 Protocol Convention London 69 Convention INTERVENTION 73 Protocol INTERVENTION 69 Convention CLC 76 Protocol CLC 92 Protocol CLC 71 Convention FUND 76 Protocol FUND 92 Protocol FUND 2003 Protocol FUND 76 Convention LLMC 96 Protocol LLMC 88 Convention SUA 88 Protocol SUA 89 Convention SALVAGE 90 Convention OPRC 2000 OPRC/HNS 01 FOULING ANTI Japan ●● ●●●●●●●●●● ●●●●●●●●●●●●● × ●●× ●●●× ●●● ●●● Afghanistan ● ● ●● India ●●●●●●●●●●●●●●●●●●●●●●●● ● × ●●× ●● ● ●●●● Iran ●●●●●●●●●●●●● ●● ●●●●●●●● ●● ● ● ●●●● Kazakhstan ● ●●●●●●●●● ●●●●● ● ● ●● Kyrgyzstan Pakistan ●●●●●●●●●●●●● ●● ● ●●●● ● ●● ● ●● ● Tajikistan ●● Turkmenistan ● ● ● ●● ● ●●●● ● ● ●● Uzbekistan ●●

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 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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