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Viewing cable 09KABUL903, AFGHANISTAN LAND TRANSPORT SECTOR REPORT PART 3:
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Reference ID | Created | Released | Classification | Origin |
---|---|---|---|---|
09KABUL903 | 2009-04-11 07:53 | 2011-08-24 01:00 | UNCLASSIFIED//FOR OFFICIAL USE ONLY | Embassy Kabul |
VZCZCXRO5869
PP RUEHDBU RUEHPW
DE RUEHBUL #0903/01 1010753
ZNR UUUUU ZZH
P 110753Z APR 09
FM AMEMBASSY KABUL
TO RUEHC/SECSTATE WASHDC PRIORITY 8334
INFO RULSDMK/DEPT OF TRANSPORTATION WASHINGTON DC 0142
RUEATRS/DEPT OF TREASURY WASHINGTON DC 0780
RUCNAFG/AFGHANISTAN COLLECTIVE
RUCPDOC/DEPT OF COMMERCE WASHINGTON DC
UNCLAS SECTION 01 OF 03 KABUL 000903
DEPT FOR SRAP, SCA/FO, SCA/RA, AND SCA/A
DEPT PASS FOR AID/ANE
DEPT PASS USTR FOR DELANEY AND DEANGELIS
DEPT PASS OPIC
DEPT PASS FOR TDA FOR STEIN AND GREENIP
USOECD FOR ENERGY ATTACHE
CENTCOM FOR CSTC-A
NSC FOR JWOOD
TREASURY FOR MHIRSON, ABAUKOL, BDAHL, AND MNUGET
COMMERCE FOR DEES, CHOPPIN, AND FONOVICH
SENSITIVE
SIPDIS
E.O. 12958 N/A
TAGS: EINV EAID ELTN ECON ETRD AF
SUBJECT: AFGHANISTAN LAND TRANSPORT SECTOR REPORT PART 3:
The Future of Roads and Rail
REF: A) Kabul 899
B) Kabul 839
C) Kabul 784
D) Kabul 782
E) Kabul 705
¶1. (SBU) Summary: Roads will remain an important economic
development priority in Afghanistan. The Ministry of Public Works
(MPW) aims ultimately to develop a network of 17,000 km of roads for
Afghanistan at an additional cost of some USD 7 billion.
Discussions and plans are underway to improve overland supply routes
to China and develop rail links to China and Iran in the near- and
long-term future. The Deputy Minister of Public Works has
criticized donors for not coordinating better with MPW and for not
doing more to develop MPW capacity to manage road construction
projects. In turn, donors and Afghan business leaders are skeptical
of the GIRoA's capacity to manage projects. Road maintenance is a
growing concern, and discussions are underway between MPW and USAID
to develop a highway authority responsible for road toll collection
and maintenance. The GIRoA will likely need to show some measurable
improvements in project management, road maintenance, and revenue
collection before donors are willing to continue to fund such an
expansive, and expensive, infrastructure program. This message is
the third in a three-part series (see Refs A and B). End Summary.
*************************************
Plans for Future Road Infrastructure;
Overland Routes to China
*************************************
¶2. (SBU) In a March 17 meeting, Deputy Minister of Public Works
Rasooli told Econoff that since 97 percent of freight traffic is
carried by road, roads will remain a critical economic development
priority for Afghanistan for years to come. Since 2001, donors have
spent USD 2.4 billion in road construction (Ref C). Rasooli told
Econoff that constructing a 17,000 km network of provincial and
regional roads is a priority for the Afghan government under the
Afghanistan National Development Strategy (ANDS). Rasooli said that
in addition to constructing provincial roads, the GIRoA hopes to
start building a north-south corridor from Kandahar to
Mazar-e-Sharif through the central provinces and an east-west
highway from Kabul to Herat. MPW estimates that future road
development will cost USD 7 billion.
¶3. (SBU) Better overland routes to China are also of interest to
both the Afghan and Chinese governments. On March 18, Chinese
Economic Counselor Hu Yuanteng said alternate supply routes between
China and Afghanistan are a priority for the Chinese government
owing to the security problems at the Khyber Pass and because sea
routes through Iran to Nimroz are too costly for Chinese
contractors. Deputy Minister Rasooli said he has talked to the
Chinese about building a road through the Wakhan corridor (about 200
km). However, construction costs may be prohibitive at USD 2
million per kilometer (at least USD 400 million in total) owing to
the Wakhan's high mountainous terrain. Hu confirmed to Econoff that
developing a Wakhan corridor route is not possible in the near
future. Rasooli said the two governments are also exploring the
option of building a road to Eshkashem near the northeastern border
with Tajikistan in Badakhshan province that would connect to roads
leading to China through Kyrgyzstan.
****************************
A Growing Rail Sector: China
and Iran Lead Development
****************************
¶4. (SBU) Deputy Minister Rasooli told Econoff that Afghanistan is
keen to develop a rail sector as a more cost effective and faster
alternative for transporting freight than roads. Rasooli believes
railroad connections would better support military supply imports
and decrease the burden on already deteriorating roads at key
chokepoints at Pul-e-Khumri and the Khyber Pass. Rasooli said
Afghanistan needs a rail link through Zaranj to Iran as a long-term
goal. In the near future, Rasooli envisions extending rail links
from neighboring countries inside the Afghan border. Then the
Afghan government could build depots for processing and transferring
freight. These depots would then connect via road to the Ring Road
KABUL 00000903 002 OF 003
and major provincial roads.
¶5. (SBU) On February 28, Asian Development Bank (ADB) officials told
Econoff that the ADB recently approved a USD 1 million project to
complete a survey for a railroad linking the northeast provinces to
Herat. Meanwhile, unconfirmed rumors suggest that Iran and China
have agreed to fund jointly a railroad connecting the northeast
provinces to the rail link that Iran is currently building from the
Iranian border to Herat (Refs C, D, and E). Chinese Economic
Counselor Hu said that China, Afghanistan, and the Central Asian
countries need to establish a transit trade agreement in order to
maximize the benefits of possible rail development. He added that
using rail to carry supplies from China would be more cost effective
for Afghan businessmen and Chinese contractors working here because
one rail wagon can carry 60 tons of cargo at a cost of USD 6,000
while a container shipped by sea through Karachi costs at least the
same amount but carries far less cargo and may suffer delays or
insurgent attacks while transiting Pakistan to Kabul.
*******************************
Developing Local Contractor and
Afghan Government Capacity
*******************************
¶6. (SBU) Deputy Minister Rasooli charged that donors need to work
more closely with MPW on funding priorities and in project
management in order to increase the capacity of the Afghan
government and private sector contractors in road construction. He
said that road projects are costly because donors hire international
project managers and engineers rather than Afghans. He said MPW
road construction projects typically cost 30 percent less than
private sector contractor projects. As an example, he noted that a
foreign road construction engineer earns USD 25,000-30,000 per
month, two to three times the cost of an Afghan engineer. Rasooli
said that donors should funnel their project resources to the MPW
for management and use the MPW's staff of 70 engineers. He strongly
believes that the MPW now has the capacity to manage projects;
however, because of what he described as donor bias against Afghan
government management, MPW does not have the budget it needs to
oversee all road construction projects.
¶7. (SBU) In meetings with Econoff, Chinese, Japanese, German, and
ADB officials were all skeptical of MPW capacity to effectively
manage donor funds for road construction projects. In a March 22
meeting, German Emboffs dismissed MPW's criticism of donors not
developing Afghan capacity as simply "donor bashing" in the lead up
to elections. In a March 17 meeting, Afghanistan Chamber of
Commerce and Industry (ACCI) leaders criticized the GIRoA's
construction contracting policies, charging that the Afghan
government is not transparent. ACCI leaders called for increased
contract opportunities and training for Afghan construction
businesses, to enable them to compete for and successfully manage
road projects.
************************************
Addressing Road Maintenance:
A Highway Authority for Afghanistan?
************************************
¶8. (SBU) International partners have told Econoff in recent meetings
that road maintenance is a concern and that donors are increasingly
focusing funds on maintenance projects as well as construction. ADB
estimated that maintenance of the Ring Road will cost up to USD 25
million by 2012. In a March 25 meeting with Econoff, Japanese
Emboff said that Japan plans to spend a portion of its USD 250
million roads assistance budget to Afghanistan to maintain the 650
km of roads Japan has already or is currently constructing. Afghan
business leaders claim that 40 percent of the roads constructed
since 2001 have deteriorated to the point of being unusable.
¶9. (SBU) USAID is developing plans for an independent highway
authority that could use revenues from toll collection to maintain
road infrastructure. However, without appropriate legislation, it
is unclear which of the ministries sharing responsibility for road
development and management has control over road maintenance. MPW,
the Ministry of Transport and Civil Aviation (MoTCA), and the
Ministry of Finance (MOF) all claim to have authority over aspects
KABUL 00000903 003 OF 003
of revenue collection. Thus, a highway authority dependent on those
funds would have to struggle to maintain independence from these
ministries. Under the ANDS, MPW is responsible for constructing and
maintaining roads, MoTCA is responsible for road toll collection,
and MOF receives and disburses revenue from toll collection through
the central budget. In reality, MoTCA has no capacity to oversee
aspects of the land transport sector, while MPW, with donor support,
constructs roads and would want to maintain control over any road
monies allocated to a highway authority.
¶10. (SBU) COMMENT: Rasooli is perhaps unrealistic in his assumption
that donors will continue to foot the bill for all road projects
without some contribution from the Afghan government's budget and a
clear plan for maintenance of existing roads. We suspect that the
GIRoA will need to show some measurable improvements in project
management and revenue collection before donors are willing to fund
the forecast additional USD 7 billion needed for road projects in
the next 12-15 years.
RICCIARDONE