ADB is helping the Kyrgyz Republic to continue upgrading the Bishkek-Torugart Road. The project will improve the 60-kilometer section from At Beit to Torugart at the border with the People's Republic of China. It will also strengthen infrastructure management skills of government staff engaged in the road sector.
|Project Name||CAREC Transport Corridor I (Bishkek-Torugart Road) Project 3|
|Project Type / Modality of Assistance||Loan
|Source of Funding / Amount||
|Strategic Agendas||Inclusive economic growth
|Drivers of Change|
|Sector / Subsector||
Transport - Road transport (non-urban)
|Gender Equity and Mainstreaming||Some gender elements|
The CAREC Corridor 1 (Bishkek-Torugart Road) Project 3 (the project) will help the government improve the 60-km section from At Beit to Torugart at the People's Republic of China (PRC) border. Together with the ongoing improvement works in the other sections, it will enable all weather road travel between Bishkek and Kashi. Aside from the economic benefits of higher speeds and reliability, the better road geometry and protective structures resulting from the improvement will reduce the accidental toxic spill risk and material run-off from vehicles. These reductions will benefit the ecosystem of Chatyr Kul lake--a wetland of international significance and protected under the Ramsar convention.
The project will also strengthen infrastructure management skills of government staff engaged in the road sector. This is an essential and natural complement to the capital investment. The Asian Development Bank (ADB) provided technical assistance for institutional strengthening and capacity building totaling nearly $6 million between 1996 and 2010. The World Bank and the European Bank for Reconstruction and Development have more assistance programmed for 2011. These are short and one-off interventions. The project, in contract, supports a long-term, results oriented program of learning and development for government staff. It will result in better informed staff, equipped to champion strategies for reducing life cycle costs and improving user cost recovery.
|Project Rationale and Linkage to Country/Regional Strategy||
The condition of the Kyrgyz Republic's road network and its management have improved substantially between 2005 and 2010. However, several dilapidated network links and poor infrastructure management skills continue to hamper regional trade and economic growth. The project will help the government make some of these much improvements in accordance with ADB's Strategy 2020. Aside from being landlocked, 80 percent of the Kyrgyz Republic's land is covered by the Tian Shan mountain range. Trade and travel are almost entirely dependent on road transport. More than 90% of the passenger trips and about 60% of the freight in 2009 moved by road. This has been made partly possible by donor assistance since 1996 to upgrade about 2,000 km of strategic roads. More roads are waiting to be improved. The 539-km Bishkek-Torugart road is one of them. Its surface, most bridges, and safety devices are either inadequate or functionally obsolete. Traffic volumes in several sections exceed the capacities causing heavy delays during the summer months, and movement in some sections are frequently interrupted due to landslides, snow drifts, water logging, and flooding. Bishkek-Torugart road plays several important functions. It is part of the Central Asia Regional Economic Cooperation (CAREC) Corridor 1(c), which extends from Troitsk in the Russian Federation to Kashi in Xinjiang Uygur Autonomous Region of the PRC; is the shortest thoroughfare from Bishkek to Kashi; and the only north-south trunk road in Central Kyrgyz Republic, connecting the Naryn oblast (province), the poorest of the Kyrgyz Republic's seven oblasts, and the City of Naryn to the rest of the country. It is also the only road that provides direct access at present to Issyk Kul lake region, one of Central Asia's best known tourist destinations with a huge potential to grow. However, the costly, slow, unreliable, and unsafe travel due to the poor road condition has hampered the development of the entire corridor, particularly the province (oblast) of Naryn. Imports from the PRC continue to grow, but exports are limited to a few products because only few local communities are able to transport their produce to the consolidation centers such as Naryn and At Bashi. Although the government prepared the Road Sector Development Strategy for 2007-2010, in which Bishkek-Torugart road improvement features prominently as an action item, it lacked resources for implementing the strategy. As the country's first development partner and largest multilateral lender to the road subsector, ADB was first to offer to meet part of the resource need. In 2008 and 2009, it financed the improvement of 114 km (km 365-km 479) of this road. It is also helping the government through CAREC to strengthen trade ties with its neighbors. The PRC government provided $200 million in 2010 to improve 223 km (from km 9 to km 272). Works under these projects are progressing mostly on schedule, and are expected to be complete by the end of 2014. The government is discussing with the Arab Coordination Group on a financing package of $80 million for improving 93 km (km 272 to km 365). If unimproved, the 60-km section from km 479 to km 539 at the Kyrgyz-PRC border will be the only bottleneck in the corridor.
Infrastructure preservation is another task that the government has yet to accomplish efficiently. Between 1996 and 2010, total investment in road improvement exceeded $1 billion--ADB provided about $300 million of this. Investment in preservation was approximately $28 million in 2009, six times more than in 2005. But, it was only half of what was needed to keep the 19,000-km network under the Ministry of Transport and Communications' (MOTC) jurisdiction in good shape. Cost recovery from road users covers a fraction of the needs at present, and the government is facing ever rising construction and maintenance costs. Therefore, more attention must be paid to preservation. For this, the government not only needs tools--legislation, policies, techniques, and procedures--but also skilled staff to use the tool, and champion change.
|Impact||Increased regional trade, particularly between the Kyrgyz Republic and the People's Republic of China|
|Description of Outcome||Higher mobility for people and goods with origins and destinations in the road corridor between Naryn and Torugart|
|Progress Toward Outcome||Project closing extended from 31 Mar 2016 to 31 Dec 2017 to coincide with the closing date of additional financing. Project is likely to achieve its outcome.|
|Description of Project Outputs||
The last 60 km section of the Bishkek-Torugart road (km 479-km 539), repaired, rehabilitated, or reconstructed to meet national Category III road standards with special hydraulic features for protecting the environment and preserving the road structure
Infrastructure management skills of MOTC and other government agency staff improved.
|Status of Implementation Progress (Outputs, Activities, and Issues)||
As of the end of the 2016 construction season, civil works were fully completed. The completed works in 2016 included strengthening culvert pipe outlets (rock-fill blanket and slope protection), full installation of traffic signs and signal bars, and the drainage system for spillage collection at six sections. The defect liability period was expired on 16 Oct 2016, and the contractor handed over the site to the MOTR.
EMP monitoring is ongoing. The EMR for Jan-Dec 2017 was submitted. The IEE/EMP compliance was assessed as satisfactory in June 2017 in the course of the post construction audit and project completion review mission.
Institutional experts were mobilized on 4 July 2016, and the capacity strengthening consultant was mobilized on 13 September 2016. Activities related to the soft component, i.e. improvement of infrastructure management skills are fully completed: (i) the Road Sector Strategy was approved by the government's resolution on 1 July 2016, (ii) capacity strengthening activities for EA staff were conducted and completed by 15 June 2017, and (iii) review of current institutional framework and legislation, and proposals on an institutional reform were completed on 3 July 2017 with 20 draft legal acts developed and 13 out of them enforced.
|Summary of Environmental and Social Aspects|
|Environmental Aspects||The updated EIA/EMP was disclosed. EMP monitoring is ongoing. EMP compliance was assessed as satisfactory in June 2017.|
|Involuntary Resettlement||Involuntary resettlement has been downgraded from B to C as the original foreseeable reallocation of trailers on project site is no longer needed. A due diligence report was disclosed.|
|Stakeholder Communication, Participation, and Consultation|
|During Project Design||Several meetings were held with nongovernment organizations to explain the project's scope, impact monitoring and control measures, and grievance redress mechanism. Dialogue and public awareness meetings will continue throughout the project's implementation. MOTR''s social development and environment specialists work closely with their counterparts in the contractor and the supervision consultant teams to ensure maximum benefit to all stakeholders and compliance.|
|During Project Implementation||Dialogue and public awareness meetings continued throughout the project's implementation. Formal and informal discussions on project implementation are being held with concerned individuals.|
All consultants will be recruited according to ADB's Guidelines on the Use of Consultants.
Construction supervision contract awarded on 17 May 2012 for $2.5 million.
Procurement of goods, civil works, and related services financed from the loan will be done in accordance with ADB's Procurement Guidelines.
Civil works contract was awarded on 23 Aug 2012 for $47 million.
|Responsible ADB Officer||Eshenaliev, Mirdin Iskanderovich|
|Responsible ADB Department||Central and West Asia Department|
|Responsible ADB Division||Kyrgyz Resident Mission|
Ministry of Transport and Roads
42, N. Isanov St.
Bishkek City 720017
|Concept Clearance||17 May 2010|
|Fact Finding||24 Sep 2010 to 14 Oct 2010|
|MRM||11 Feb 2011|
|Approval||07 Jun 2011|
|Last Review Mission||-|
|PDS Creation Date||23 Jun 2010|
|Last PDS Update||03 Aug 2017|
|Approval||Signing Date||Effectivity Date||Closing|
|07 Jun 2011||19 Sep 2011||13 Feb 2012||31 Mar 2016||31 Dec 2017||-|
|Financing Plan||Loan Utilization|
|Total (Amount in US$ million)||Date||ADB||Others||Net Percentage|
|Project Cost||70.00||Cumulative Contract Awards|
|ADB||55.00||07 Jun 2011||50.08||0.00||97%|
|Cofinancing||0.00||07 Jun 2011||50.81||0.00||98%|
|Status of Covenants|
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