The project will increase regional trade and accelerate economic growth. The outcome will be improved railway operation between Marakand and Karshi. The outputs will be (i) electrification of 140-km between Marakand and Karshi and (ii) improved UTY's management capacity.
|Project Name||CAREC Corridor 6 (Marakand–Karshi) Railway Electrification Project|
|Project Type / Modality of Assistance||Loan
|Source of Funding / Amount||
|Strategic Agendas||Inclusive economic growth
|Drivers of Change||Governance and capacity development
|Sector / Subsector||
Transport - Rail transport (non-urban)
|Gender Equity and Mainstreaming||Some gender elements|
|Description||The project will increase regional trade and accelerate economic growth. The outcome will be improved railway operation between Marakand and Karshi. The outputs will be (i) electrification of 140-km between Marakand and Karshi and (ii) improved UTY's management capacity.|
|Project Rationale and Linkage to Country/Regional Strategy||
The north-south corridor linking Europe through Central Asia to the Middle East and South Asia (CAREC Corridor 6) transits Uzbekistan from Keles on the border with Kazakhstan to Tashkent, Samarkand, Karshi, and Kumkurgan, before reaching Termez on the border with Afghanistan. The corridor annually carries about 10 million tons of freight, including 1.6 million tons of humanitarian relief goods to Afghanistan (more than half its imports). Afghanistan expects more traffic from Uzbekistan and its northern neighbors via the corridor, especially after the ADB-funded Hairatan to Mazar-e-Sharif railway in northern Afghanistan was completed in 2010. The corridor will also enable the Uzbekistan provinces of Samarkand, Kashkadarya, and Surkhandarya to increase exports of cotton and its by-products, horticulture products, marble, oil, and gas. Overall, rail traffic is increasing and inadequate rail line capacity in some sections of the route creates bottlenecks.
The northern part of this rail corridor from Keles to Marakand is electrified and operated by electric locomotives, increasing capacity and improving freight and passenger services. The remaining part of the rail corridor from Marakand to Termez is currently operated by less powerful diesel locomotives, and the slow, short trains limit throughput in the section. Electrification will help overcome capacity constraints and meet current and future traffic demand. From Karshi to Termez, electrification is in progress, cofinanced by UTY and the Government of Japan. The Government of Uzbekistan has requested ADB assistance for electrification on the remaining section from Marakand to Karshi.
The project fits with ADB's Strategy 2020, and is included in the country operations business plan (2011-2013). It also aligns with the Uzbekistan Transport Sector Strategy (2006-2020) and supports the CAREC Transport and Trade Facilitation Strategy and Action Plan.
This investment will boost trade, promote regional connectivity, cut transport costs and lessen greenhouse gas emissions. The project includes (i) design, supply, and installation of electrification, signaling, and telecommunications components; (ii) associated civil works; and (iii) strengthening institutional capacity.
|Impact||Increased regional trade and accelerated economic growth|
|Description of Outcome||Improved railway operation on the Marakand-Karshi rail line|
|Progress Toward Outcome||Project implementation progress has been on track. The loan closing date has been extended from 30 September 2016 to 31 December 2017 to allow for the procurement of additional specialized maintenance equipment.|
|Description of Project Outputs||
140 km electrified rail line from Marakand to Karshi
Improved management capacity of UTY
|Status of Implementation Progress (Outputs, Activities, and Issues)||
Physical progress of works is at 100%.
Procurement of additional specialized maintenance equipment is ongoing and contract award is expected by end of Q1-2017.
The Consultant's Inception Report in August 2013 recommended improvement on UTY's existing corporate governance practices and accounting framework, standards, and reporting requirements. The Consultant continued its remaining services, focusing mainly on FIDIC training for UTY key technical staff to ensure the compliance of their skills with international standards. The training activities started in February 2016 and completed in April 2016.
UTY remains committed to allocate resources for implementing cost optimization with main focus on improving management information system.
UTY project implementation unit is effectively functioning. Disbursement targets are timely achieved to date.
Goods delivery and refitting activities for Karshi depot completed. Manufacturing/testing and commissioning completed.
|Summary of Environmental and Social Aspects|
|Environmental Aspects||The project does not pass through any environmentally sensitive areas and does not have significant negative environmental impacts. UTY prepared an initial environmental examination (IEE) following ADB's Safeguard Policy Statement and national legislation and regulations. The project will have temporary and reversible environmental impacts that occur mostly during construction. The IEE includes the environmental management plan to minimize potential environmental impacts of the project.|
|Involuntary Resettlement||The project will electrify the existing railway line within the right of way, and therefore does not involve land acquisition and resettlement. In case, any land acquisition and resettlement impacts occur during implementation, UTY will prepare a land acquisition and resettlement plan for ADB approval prior to awarding a civil works contract. The LARP will be implemented following ADB''s Safeguard Policy Statement and national legislation and regulations.|
|Indigenous Peoples||The project will not affect indigenous peoples as described in ADB's Safeguard Policy Statement.|
|Stakeholder Communication, Participation, and Consultation|
|During Project Design||ADB conducted stakeholder consultations during the project design stage.|
|During Project Implementation||ADB will continue to conduct stakeholder consultations from time to time as needed during project implementation.|
|Consulting Services||The engineering and construction supervision consultant was selected following ADB's Guidelines on the Use of Consultants by the Asian Development Bank and its Borrowers and the project procurement plan, using ADB's quality- and cost-based selection method with full technical proposal.|
|Procurement||All goods and works financed under the ADB loan are/were procured following international competitive bidding, ADB's Procurement Guidelines, and the project procurement plan.|
|Responsible ADB Officer||Sakamoto, Ko|
|Responsible ADB Department||Central and West Asia Department|
|Responsible ADB Division||Transport and Communications Division, CWRD|
O'zbekiston Temir Yo'llari
7 Taras Shevochenko St.
|Concept Clearance||22 Jun 2011|
|Fact Finding||06 Jun 2011 to 18 Jun 2011|
|MRM||17 Aug 2011|
|Approval||28 Sep 2011|
|Last Review Mission||-|
|Last PDS Update||16 Mar 2017|
|Approval||Signing Date||Effectivity Date||Closing|
|28 Sep 2011||16 Feb 2012||28 Mar 2012||30 Sep 2016||31 Dec 2017||-|
|Financing Plan||Loan Utilization|
|Total (Amount in US$ million)||Date||ADB||Others||Net Percentage|
|Project Cost||176.00||Cumulative Contract Awards|
|ADB||100.00||28 Sep 2011||99.02||0.00||99%|
|Cofinancing||0.00||28 Sep 2011||93.41||0.00||93%|
|Status of Covenants|
Project Data Sheets (PDS) contain summary information on the project or program. Because the PDS is a work in progress, some information may not be included in its initial version but will be added as it becomes available. Information about proposed projects is tentative and indicative.
The Public Communications Policy (PCP) recognizes that transparency and accountability are essential to development effectiveness. It establishes the disclosure requirements for documents and information ADB produces or requires to be produced.
The Accountability Mechanism provides a forum where people adversely affected by ADB-assisted projects can voice and seek solutions to their problems and report alleged noncompliance of ADB's operational policies and procedures.
In preparing any country program or strategy, financing any project, or by making any designation of, or reference to, a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.
Safeguard Documents See also: Safeguards
Safeguard documents provided at the time of project/facility approval may also be found in the list of linked documents provided with the Report and Recommendation of the President.
|Title||Document Type||Document Date|
|CAREC Corridor 6 (Marakand–Karshi) Railway Electrification Project: Environmental Monitoring Report (January-August 2016)||Environmental Monitoring Reports||Sep 2016|
|CAREC Corridor 6 (Marakand–Karshi) Railway Electrification Project: Environmental Monitoring Report (July-December 2015)||Environmental Monitoring Reports||Jun 2016|
|CAREC Corridor 6 (Marakand–Karshi) Railway Electrification Project: Environmental Monitoring Report (January-June 2015)||Environmental Monitoring Reports||Oct 2015|
|CAREC Corridor 6 (Marakand-Karshi) Railway Electrification Project||Initial Environmental Examination||Aug 2011|
|Central Asia Regional Economic Cooperation Corridor 6 (Marakand-Karshi) Railway Electrification Project: Initial Environmental Examination (as of Board approval)||Environmental Assessment and Measures||Aug 2011|
Evaluation Documents See also: Independent Evaluation
None currently available.
None currently available.
The Public Communications Policy (PCP) establishes the disclosure requirements for documents and information ADB produces or requires to be produced in its operations to facilitate stakeholder participation in ADB's decision-making. For more information, refer to the Safeguard Policy Statement, Operations Manual F1, and Operations Manual L3.
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