Islamic Republic of Afghanistan Afghanistan Green … Khaliq Nemat, Senior Advisor iii Asian Development Bank, M. Thiruchelvam University of Missouri Prof. Carlos Sun PhD, JD Prof

Islamic Republic of Afghanistan

Afghanistan Green Urban Transport

Strategy

2015-2025

November 2015

ii

i

الرحيم الرحمن هللا بسمIn the Name of Allah, the Most Compassionate, the Most Merciful

ا يغهير له هللاه إن ت ى بقهوم مه ا يغهيروا حه بأهنفسهم مهVerily, never will Allah change the condition of people unless they

change it themselves (013,011)

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Leadership Panel:

The Office of the President’s Special Representative for Reform and Good Governance through Urban

Transport National Committee provided the leadership of the project. The project was funded by the

AusAid through the World Bank country office in Afghanistan.

Primary Author and Manager:

Abdullah J. Habibzai MSCE, PMP Asst. Professor of Civil Engineering, Kabul University

Leadership Team:

Office of the President H.E. Mohammad Yusuf Pashtun, Senior Advisor to the President on Technical Affairs

H.E. Prof. Hameedullah Farooqi Kabul University

Abdul Hamid Layan, Professor Farid Ahmad Momand, Professor Shaikh Ahmad Matin, Professor Dr. Anil Bhandari, Transport Specialist

Ministry of Transport

H.E. Dr. Mohammadullah Batash, the Minister Jarullah Mansoori, the Deputy Minister for Policy

Ministry of Urban Development

H.E. Sadaat Mansoor Naderi, The Minister Amiruddin Salek, Deputy Minister for Technical Affairs

Kabul Municipality H.E. Mohammad Yunus Nawandish, the former Mayor H.E. Abdul Ahad Wahed, the Acting Mayor

Ministry of Interior Affairs

Masoud Azizi, the Deputy Minister for Policy and Strategy Gen. Assadullah, Kabul Traffic Police Director

Environmental Protection Agency Ghulam Mohammad Malikyar, The Deputy General Director

World Bank

Luquan Tian, Transport Specialist Gladys Frame, Transport Specialist Rakhi Basu, Transport Specialist Mohammad Ajmal Askerzoi Abdul Hameed Khalili

The following individuals and organizations collected data, supplied information, translated material or provided feedback and instructions in the development of this document: Kabul University

Dr. Abdul Qayum Karim, Professor Abdul Wakil Habibi Dawood Hafizy Shahenshah Amiri Hasibullah Hasanyar Shams Sahar Wares Khujazada

Esmatullah Zamani

Naqibullah Sediqi Ahmad Tamim Samim Noor Ahmad Kawsar Sohail Jahed

Ministry of Urban Development

Abdul Khaliq Nemat, Senior Advisor

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Asian Development Bank, M. Thiruchelvam University of Missouri Prof. Carlos Sun PhD, JD Prof. Charles Nemmers Purdue University,

Prof. Kumares Sinha, Prof. Zarjon Baha

Ministry of Transport Abdullah Khisraw Shahenshah Amiri Kabul Municipality

Khghman Ulomi, the Deputy Mayor Ministry of Interior Affairs

Gen. Abdul Wasse Raoufy Abdul Qadir

For clarifications, comments or any other enquiries please contact:

Abdullah J. Habibzai, MSCE, PMPFaculty of Engineering, Kabul University [email protected], +93 781 272028

mailto:[email protected]

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Acknowledgments

The Afghanistan Green Urban Transport Strategy (AGUTS) has been developed by the Afghan

Transportation Engineering Center (ATEC) of Kabul University under the leadership of Urban Transport

National Committee in the Office of the Special Representative of President of Afghanistan through a

close collaboration of several ministries, authorities, organizations, and individuals in Afghanistan and

abroad The AGUTS is presented through the Urban Transport National Committee (UTNC) as part of the

commitment of Unity Government of Islamic Republic of Afghanistan.

The AGUTS would have not been developed without the assistance of many individuals and

organizations who in one way or another contributed and provided their invaluable support in the

development and completion of this report. I would like to sincerely thank Mr. Abdullah J. Habibzai, the

principal author who dedicated himself tirelessly for developing this document.

I would like to show my special gratitude to the World Bank and AusAid for funding the AGUTS; the

UTNC who led and coordinated the development of the report; Farid Ahmad Momand and Abdul Hamid

Layan, the co-authors; Luquan Tian, transport specialist; and the rest of core team members who made

valuable contribution, reviewed, and supported the development of the document.

I am also deeply grateful to the colleagues in the Ministry of Transport (MOT), Ministry of Urban

Development Affairs (MUDA), Kabul Municipality (KM), Kabul Traffic Police Department (KTPD), National

Environmental Protection Agency (NEPA), Ministry of Finance (MoF), World Bank, US Embassy, and

USAID for devoting their precious time and providing feedback and supporting material for the report.

I would also like to thank the following who provided feedback or assisted the development of AGUTS:

Mohammad Yusuf Pashtun Prof. Hameedullah Farooqi Masoud Azizi Amiruddin Salek Abdul Khaliq Nemat Gladys Frame Rakhi Basu Mohammad Ajmal Askerzoi Abdul Hameed Khalili Gen. Abdul Wasse Raoufy Gen. Assadullah Abdul Qadir

Prof. Carlos Sun PhD, JD Prof. Charles Nemmers Prof. Kumares Sinha, Prof. Zarjon Baha Mohammad Reza Moallem Shams Sahar Abdul Wakil Habibi Dawood Hafizy Shahenshah Amiri Hasibullah Hasanyar Abdullah Khisraw

M. Thiruchelvam

Ahmad Zia Masoud Special Representative of President for Reform and Good Governance

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1 Table of Contents Foreword ...................................................................................................................................................... vi

Abbreviations and Definitions ...................................................................................................................... 1

1 Executive Summary ............................................................................................................................... 2

2 Introduction .......................................................................................................................................... 4

2.1 Background ................................................................................................................................... 4

2.2 What is Green Urban Transport in Afghanistan ............................................................................ 5

2.3 Why We Need Green Urban Transport Strategy in Afghanistan .................................................. 6

3 Make Things Happen ............................................................................................................................ 9

3.1 Improve Service Delivery Targeting Urgent Needs ....................................................................... 9

3.1.1 Effective Traffic Management and Enforcement .................................................................. 9

3.1.2 Affordable Transport Infrastructure ..................................................................................... 9

3.1.3 Safe and Secure Transport .................................................................................................. 10

3.1.4 Efficient Public Transport .................................................................................................... 10

3.1.5 Reliable and Accessible Transport ...................................................................................... 11

3.1.6 Environmentally Friendly Transport ................................................................................... 11

3.1.7 Planning and Land Use ........................................................................................................ 12

3.1.8 Urban Freight Transport ..................................................................................................... 12

3.1.9 Creating Employment Opportunities and Improving Local Economy................................. 13

3.2 Set Up Proper Mechanism to Enable Better Coordination ......................................................... 13

3.2.1 Efficient Service Delivery Mechanism ................................................................................. 13

3.2.2 Institutional Reform ............................................................................................................ 14

3.2.3 Capacity Development and Public Participation Improvement .......................................... 15

3.2.4 Research and Development (R&D) ..................................................................................... 16

4 Roles and Responsibilities ................................................................................................................... 16

5 Implementation and Priorities ............................................................................................................ 18

5.1 Priority Actions ............................................................................................................................ 19

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Foreword With over thirty years of war, Afghanistan has been still reconstructing itself, and, although the

economy was steadily recovering, towns and cities still have large areas of damages and infrastructure

loss that needed rebuilding, rehabilitating or re-use. New roads have been planned and built across the

country, and motor cars have quickly filled up towns and villages. Serious traffic congestion, which

previously only can be seen in developed countries, now occurs in almost every corner of Afghan cities.

Congestion does not benefit to anyone; whereas the poor has got most impacts. This also brings about

the impacts to social stability. To improve the existing road network and relieve congestion in the towns

become a national level issue. On the other hand, with the economy globalization, cost of

manufacturing a car significantly reduced; hence, it is not a great difficulty for many households to own

a car nowadays. Our past 10 year experience has found that, as soon as a new road opens, it will be then

quickly fulfilled with cars. Also international practices have also shown that, improvement of urban road

network will never catch up the pace of car ownership, and simply building a new road cannot relieve

congestion but makes the congestion worse.

In 2012, the President Office through the office of Senior Advisor of President for Technical

Issues commissioned Kabul University to have a thorough review and analysis to the issue. The first draft

of AGUTS was completed in 2014 with close collaboration among the stakeholder ministries and other

government organizations. The draft of AGUTS was reviewed and further improved by the Urban

Transport National Committee under the leadership of Office of Special Representative of President for

Reform and Good Governance.

By contrast to the traditional transport solution, i.e. building roads and leaving vehicles to run,

green transport looks, (a) the involved aspects including infrastructure, vehicles and users, and (b) the

process of “door to door”, from the needs of person or goods to travel, choice of transport types,

selection of routes and arrival to destination. A green transport system will provide various options,

from expensive to cheap and from time saving to time consuming, for people to choose. Every country

has its own interpretation to the concept of “green transport”. The green transport term can be used

interchangeably with sustainable transport. In our Afghan term, the green transport system has to be

“Affordable”, “Safe”, “Clean”, “Accessible” and “Integrated”.

“Affordable” means that (a) affordable for government to provide the essential infrastructure,

(b) affordable for transport service providers, like Millie Bus and private taxi drivers, to run and sustain

their service, and (c) affordable for people to use and tax payers to pay. “Safe” means that (a) traffic

safety and (b) personal security.

“Clean” means that the system should contribute to protect natural and built environment, e.g.

air and water, and prudentially use natural resources, e.g. fuel and land. “Accessible” means that (a)

accessible for all users, for both poor and rich, for both men and women, for both passengers and

freight, for cars, buses, bikes and pedestrians; (b) easily accessible to every urban services including job

opportunities.

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“Integrated” means that (a) combination of all modes of transport, including pedestrian, bicycle

and public transport, so as for people to have sufficient choice of using various types of transport, to

make full potentials of each transport mode and move easily among the transport modes; (b)

complement of transport infrastructure solution to other urban infrastructure solutions in order to

enable more people to be benefited from transport improvements; (c) complement of transport and

other government policies, say land use, to enable the choice of environmentally friendly and efficient

transport; and (d) shared visions and well-coordinated actions among government organizations,

transport providers and transport users and tax payers.

Building up Green Transport in urban area meets our long-term as well as immediate needs.

Government must change thoughts from delivering civil works to delivering transport services. Without

any doubt, transport infrastructure improvement remains a major task in building up all kinds of

transport system either “green” or “not green”. But how can we build the road free of flooding? How

can we build the road to encourage people use bus? How can we better manage the roads so that road

users including drivers and pedestrians use the road much safer? Target of building road changes from

building a quality road to achievements of multiple transport functions.

Currently, we could see many challenges of make such changes towards “Green Urban

Transport” and present government institutional arrangement in urban transport may be one of the

biggest. Government will review and make essential adjustments and reforms; however, current

institutional arrangement does not block anybody to make green transport system happen. We

encourage all stakeholders, including government organizations, private sector, and transport users, to

be involved to deliver the green transport system.

Based on the government mandates, municipality is the first responsible organization to provide

urban services to its citizen. Then it is his responsibility to build up and maintain transport infrastructure,

such as roads, and to bring back and regulate transport services, such as bus and taxi services.

Millie Bus, a State Owned Enterprise managed by MOTCA, can play an important role to restore

public transport services to the Afghan cities as one of the transport service providers. Government

encourage the local government to get private sector involved in delivering public transport services to

people in order to supplement resource shortages of public funds.

This strategy provides an important foundation for our future. Governmental ministries,

municipalities, and authorities working in urban transport sectors are required to develop their region-

specific strategic plans in conformance with this document.

Mohammad Ashraf Ghani President of the Islamic Republic of Afghanistan

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Abbreviations and Definitions AGUTS Afghanistan Green Urban Transport Strategy

ATEC Transportation Engineering Center

BRT Bus Rapid Transit System

KM Kabul Municipality

KTPD Kabul Traffic Police Department

MoF Ministry of Finance

MoT Ministry of Transport

MUDA Ministry of Urban Development

NEPA National Environmental Protection Agency

O&M Operation and Maintenance

UTNC Urban Transport National Committee

Agency Any official public ministry, authority, organization, administration, university and

enterprise; or any private national or international for-profit or not-for-profit company,

organization, or university working in transport sector

Institution See Agency

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1 Executive Summary Despite some developments in urban transport systems in Afghanistan several critical challenges remain.

Substandard urban planning, defects in engineering design, inadequate drainage systems, poor quality

of construction, inadequate maintenance and lack of an effective asset management system are some of

the major challenges. There are gaps between supply and demand in different aspects of urban

transport services provided by public and private sectors. Other severe challenges include non-existence

of efficient public transport system, and lack of a proper road network and supporting infrastructure as

well as lack of an effective traffic management system. This has resulted in low mobility, poor

accessibility, serious congestion and chaos, high rates of traffic accident fatalities and injuries, and

severe environmental pollution in most cities of Afghanistan.

This document explains the strategies for green urban transport. Green urban transport in

Afghanistan refers to a system of transport that addresses the five pillars: affordable, safe and secure,

less harmful to the environment, accessible to all, and integrated and better-managed transport

systems. The components of this system include vehicles, energy, infrastructure, roads (and

maybe railways in future), and terminals. The common modes of green urban transport in Afghanistan

include bicycle, pedestrian, bus transport (especially using clean energy), light rail, non-motorized

transport, and urban trucking.

Throughout this document, the AGUTS focuses on the following strategies in order to address the five

pillars:

1. Build affordable transport infrastructure, and improve and maintain road networks; 2. Enhance the safety and security of urban transport systems, to mitigate major problems and

advance effective practices by means that are both cost-effective and acceptable to a significant majority of public;

3. Improve quality, accessibility and affordability of public transport to give people a choice of public transport, value for money and a realistic alternative to the car;

4. Improve reliability of travel times and connections and to reduce the travel time and/or costs “from door to door”, to build prosperous cities and tackle congestion and the lack of integration and connections in transport which impact on our high level objectives for economic growth, social inclusion, integration, mobility and safety;

5. Reduce emissions and greenhouse gases, to tackle the challenge of climate change, air quality and health improvement which impact on our high level objective for protecting the environment and improving health;

6. Enhance the transport planning process to ensure the urban transport systems in new development areas and existing cities are planned continuously, comprehensively and in cooperation with all relevant stakeholders;

7. Improve the efficiency of urban freight system and services to ensure they provide the freight fast and safely, and make the least impact on congestion, noise, and road damage;

8. Introduce institutional reforms in transport-related governmental agencies to enhance the governance, cooperation and coordination among various ministries, municipalities and other policy making agencies in central and provincial governments working in urban transport; and

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9. Build and enhance the capacity of institutions to strengthen the capabilities of the Afghan ministries, municipalities, semi-public enterprises, universities and private sector to implement their strategic missions as an integrated part of AGUTS. The AGUTS has also suggested specific responsibilities for the governmental agencies involved in

transport sector. This document recommends that the implementation of AGUTS should be

administered by the Office of the President of Afghanistan. The transport-related ministries need to

report to this office about the progress of implementation of the AGUTS.

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2 Introduction

2.1 Background After a new Afghan interim government was established in December, 2001 reconstruction and

development started over the entire country, and billions of dollars were granted to Afghanistan to

rebuild and develop the infrastructure, enhance security, jump start the economy and support critical

sectors such as health, and education. During this period thousands of kilometers of roads were

constructed in rural and urban areas connecting urban districts, and provinces. Millions of people from

remote rural areas moved to Kabul and other large cities.

Despite the significant developments in urban transport infrastructures several critical

challenges remain. Substandard urban planning, defects in engineering design, inadequate drainage

systems, poor quality of construction, inadequate maintenance and lack of an effective asset

management system are some of the major challenges. There are gaps between supply and demand in

different aspects of urban transport services provided by public and private sectors. Other severe

challenges include non-existence of efficient public transport system, and lack of a proper road network

and supporting infrastructure as well lack of an effective traffic management system. This has resulted in

low mobility, poor accessibility, serious congestion and chaos, high traffic accident rates, and severe

environmental pollution in most cities of Afghanistan.

On average, people in Kabul City spend about two hours a day on weekdays (about 12.5% of

their total awake time) walking around 15-20 km. Such wasteful use of valuable time is a clear indication

of poor urban transport management, in particular lack of adequate public transport. Furthermore, due

to the inadequate public transport, people tend to switch to personal car use more often, causing high

levels of traffic congestion and environmental pollution. Most journeys, particularly while driving, are

tiring and stressful leading to greater incidence of traffic accidents. Despite building new paved roads,

little effort has been made to improve the traffic flow and manage public transport such that Afghans

living in urban areas are suffering from daily congestion and high travel times.

A basic estimation shows that at least one of every two male adults in Kabul City operates or

uses a passenger car and benefit from a lifestyle built around use of the car. However, the aggregate

effects of continually increasing traffic levels in Kabul City and other large cities of Afghanistan are now

causing serious economic, environmental, and social problems. Traffic growth is unrestrained which

accentuates many of these problems and the prospects of this are causing considerable concern among

both the professionals and the public. Furthermore, high levels of traffic congestion and therefore

higher transport costs undermine prospects for higher economic growth.

Previously women had struggled to drive due to significant risks including security threats and

harassments to women. Even today, violence against women in Afghanistan is high although the

situation is improving as the country slowly progresses. Some people believe that women will be subject

to additional violence when they drive. Despite those challenges, recently few female drivers have

started to learn driving and operate cars on the streets of Kabul city. Women travel behavior is different

than men in some ways. Women prefer to be accompanied by men while traveling during the nights

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either by public transport or driving a car. Public transport is the dominant means of transport for

women in Afghanistan during the day. There are separate spaces for women in public transport busses.

2.2 What is Green Urban Transport in Afghanistan This document offers the strategies for green urban transport. Green urban transport in Afghanistan

refers to a system of transport that is affordable, safe and secure, less harmful to the environment,

accessible to all, and integrated and better-managed. The components of this system

include vehicles, energy, infrastructure, roads (and maybe railways in future), and terminals. Transport

operations and logistics as well as transit-oriented development are involved. The common modes of

green urban transport in Afghanistan include bicycle, pedestrian, bus transport (especially using clean

energy), light rail, non-motorized transport, and urban trucking.

Every country has its own explanation of green transport. “Affordable”, “Safe”, “Clean”,

“Accessible” and “Integrated” transport is our Afghan interpretation of Green Urban Transport. Green

Urban Transport in Afghanistan firstly has to be “affordable”. Affordable transport stands for a system

that responsible government organizations can be built within the budget limits, transport providers,

like Millie Bus, are affordable to provide service to users and the public can afford paying for its services.

Green Urban Transport in Afghanistan has to be both safe and secure, which means not only

to reduce traffic accidents but also to improve security. Safe transport indicates a system that has the

least fatalities, injuries and economic loss to transport users, transport workers, and the larger

community due to traffic accidents. On the other hand, secure transport means avoiding and mitigating

the threats of terrorist attacks and criminal incidents, especially for women.

Green Urban Transport in Afghanistan has to be “Clean”. Clean transport acknowledges the

contribution of transport to the wider environmental aims of the country in terms of reducing the air

pollutants, vehicle emissions and green-house gases, and protection of water and soil environment.

Green Urban Transport in Afghanistan has to be “Accessible”. Accessible transport means a

green transport system should be “accessible to all”, for both passengers and freight and both poor and

rich, and easy access to all urban services as well as job opportunities. Whatever improvements to the

transport system could be made, to improve the accessibility in terms of time and costs “from door to

door” is the utmost target.

Green Urban Transport in Afghanistan has to be “Integrated”. Integrated transport explains a

concept of (a) combination of all modes of transport, including pedestrian, bicycle and public transport,

so as for people to have sufficient choice of using various types of transport, to make full potentials of

each transport mode and move easily among the transport modes; (b) complement of transport

infrastructure solution to other urban infrastructure solutions in order to enable more people to be

benefit from transport improvements; (c) complement of transport and other government policies, say

land use, to enable the choice of environmentally friendly and efficient transport; and (d) shared visions

and well-coordinated actions among government organizations, transport providers and transport users

and tax payers.

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2.3 Why We Need Green Urban Transport Strategy in Afghanistan “Affordable” Issue

Affordability of road network improvement and maintenance issues is a significant challenge. “Money for value” is the basic principle to develop the green urban transport. The urban roads need to be planned, designed and built based on the request of “green transport” needs, especially on affordability:

1. Road infrastructure improvements remain the highest priority in urban transport system, especially rehabilitation of road infrastructure;

2. Road network development speed never catches up to the pace of traffic growth; and it is not possible just to build the road and solve the congestion problem;

3. Lack of sufficient funds to develop and maintain transport network; and even with sufficient fund for building new roads, but how to maintain the network remains challenging;

4. Low income of transport users means municipalities and central government have to be tight on budget;

5. With the limitation of road space and network development, public transport should be prioritized in order to provide efficient and affordable transport solution; and

6. Rehabilitation or maintenance for restoring road services, for safer road and for priority high efficient and low cost transport modes remains on the top of priority list.

Poor Traffic Management and Road Safety Driver education and enforcement have been neglected

over the course of the several decades. Frequent roadway crashes on Kabul roads could be partly due to

lack of enforcement and poor driving caused by lack of driver education. Even fatal crashes occur on

local streets. All urban roads are unsafe by international standards in terms of geometric design, law

enforcement, and traffic management measures. There are no published crash statistics in Afghanistan.

But some scattered crash data are obtained from crash scenes, international organizations, and

witnesses through news agencies. Most crashes are not even reported to the police or documented.

According to the previous year data published by World Health Organization on road traffic accidents

deaths there were 6,540 or 1.78 percent of total deaths. The age adjusted death rate is 25.07 per

100,000 of population. Starting a life with such high potential for transport accident death and injury is

unnecessary and should not be acceptable in today’s era, because the means to prevent significant

numbers of highway crashes, deaths, and injuries are readily available.

Truck traffic generates significant externalities in metropolitan areas, including congestion,

emissions, noise, and traffic incidents as well as significant damages to the urban road infrastructure.

Metropolitan areas throughout the Afghanistan need to seek ways to improve the efficiency of freight

movement and truck traffic. Trucks need to travel to the city center but they need to wait at the gates

from 6 am to 9 pm.

Lack of Efficient Public Transport Systems The automobile mode has seen a rapid increase in the

last ten years and accounts for the highest passenger miles of travel on par with the public

transportation mode within the country. Privately owned and operated buses, minibuses, and taxis are

especially significant in public transport travels. A considerable number of bicycles, motorcycles, human

pulled and animal pulled vehicles, and rickshaws, also operate on public urban roads. The system of

trolleybuses, established in 1929, was destroyed in civil war. Public transit buses in Kabul range from

small vans (7 passengers occupancy) to mini-busses (around 28 passengers) to buses (around 50

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passengers). Mass transit serves the Kabul population via fixed routes and unpublished schedules,

although it sometimes picks up and drops off passengers in unspecified stops. Paratransit is more

flexible and personalized and serves mostly the public and private agency employees of Kabul city and

other large urban areas. The low average income and high density population of urban areas force the

people to be dependent on public transportation systems rather than personal cars. The demand for

public transportation services is so high that all buses operate over 1.5 of their capacities during peak

hours.

The MOTCA administers the public transportation systems of Afghanistan although KM is

conducting the feasibility study for public transport system of Kabul city. The Millie Bus enterprise,

managed by MOTCA, is used for mass transit and paratransit. Over the course of the last two decades of

war, MOTCA lost the capacity to perform many of its traditional functions. Consequently, MOTCA

professionals have, for an extended period, had only limited direct involvement in providing public

transportation services.

The private sector now account for over 95% of mass transportation services provided to urban

residents. Private Service providers are owned by individual drivers and there is only one company

providing limited public transport services. Thus the schedule, route, comfort and sometimes even price

are dictated by the individual owners. There are many opportunities for improving the state of public

transit in Kabul.

Currently, Millie Bus enterprise—which is a public utility organization functioning under

MoTCA—provides limited urban transport to the general public. Millie Bus, working as major public

transport provider, provides urban and suburban transport service in most provinces and large cities.

There are several issues with Millie Bus enterprise including:

Affordability of Millie Bus to provide transport service:

Lack of capacity of Millie Bus to operate bus services.

Lack of ownership/capacity from municipal government to provide public transport service for

people:

Limitation of road space and budget makes most municipal governments often neglect the

essential public transport facilities and measures.

Millie Bus Enterprise has 624 numbers of buses in Kabul City which are donated by India, Japan, Italy,

Pakistan and Iran. These buses are divided into three zones as below:

1. Zone 1 (the main zone): This zone has 250 buses and only 50 of these buses are functioning.

2. Zone 2: This zone has 211 buses and only 30 of them are functioning.

3. Zone 3: This zone has 163 buses and only 16 of them are functioning.

Therefore, a total of 96 (15%) buses out of 624 are in working condition and running on designated routs

in Kabul City. The rest of the buses are not in working condition due to the lack of an effective

maintenance program.

Environmental Issues Urban air pollution is a serious threat in many developing countries,

affecting the health of urban residents. The transport sector is the main source for urban air pollution in

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most cities. The World Health Organization (WHO) estimates that urban air pollution is responsible for

over 800,000 deaths per year globally; the majority of this burden is borne by developing and

transitional countries. According to NEPA, a study conducted in 2008 found that up to 75 percent of the

air pollution is from transport. This study showed that the levels of NO2 (nitrogen dioxide) was 52 ppm

(parts per million), and SO2 (sulphur dioxide) was reported 37 ppm on an average day in Kabul City in

the same year. Comparing these values with the U.S. Environmental Protection Agency’s (EPA) standards,

which are 0.053 ppm and 0.03 ppm for levels of NO2 and SO2 respectively, they exceed the U.S. EPA

thresholds by about 981 and 1,233 times respectively. According to a report on Afghanistan’s

environment released by United Nation Environment Program (UNEP) and NEPA in 2008, this excessive

amount of air pollution causes an estimated annual mortality of over 2,000 people and causes increased

respiratory diseases among the citizens. The main air pollution contributing factors in Kabul City are

continued use of old and poorly maintained motorized vehicles; consumption of poor quality fuel by

vehicles; lack of efficient public transport services and traffic management; limited legislation related to

the environmental sustainability and rapid increase in the number of motorized vehicles which has

resulted in traffic congestions and delays. Afghanistan is in lack of energy supply and wasting the energy

means wasting the “money” while contributing to carbon footprint.

Institutional Challenges A number of institutional actors are responsible across transport sector

for planning, management, legislation, and operations. The Ministry of Interior Affairs (MoI) controls

municipal administration, traffic law enforcement and traffic management all over Afghanistan; MoTCA

runs public transportation in Kabul City; and many municipalities run their own public transport systems.

The MoI is responsible for overseeing all municipalities except KM. KM is a ministry level government

entity which follows the central government command. Roles and functional responsibilities remain

unclear and there is no agreed nationwide urban transport policy.

Talking of municipalities except KM, they are governed by the Governors’ Offices in provinces

and report to the MoI and MUDA and have the responsibility of operation and maintenance of urban

transportation systems in these municipalities. According to the Transport Sector Strategy published in

2008, the MUDA set out the following goal as part of their strategy for urban transportation: Preparing

urban transport sector plans for 30 major cities and towns. These plans will consider all relevant

transport modes, including private vehicles, public transport, bicycles, and pedestrian walkways. They

will establish the framework for acquiring and protecting existing and future rights-of-way from building

encroachment. The plans will integrate transportation modes to provide choice in mobility. The plans

will address traffic and other circulation as well as the physical infrastructure.

Organizational structures do not relate to strategy. Governmental agencies are missing some

necessary organizational structure to carry on their mandates. For instance, KM does not have any

specific organizational structure for planning and maintenance of Kabul roads. Lack of capacity is

another major challenge for urban transport sector especially within the governmental ministries, and

provincial and municipal government. Their capacities and skills need strengthening and updating to

effectively function within the system.

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3 Make Things Happen

3.1 Improve Service Delivery Targeting Urgent Needs

3.1.1 Effective Traffic Management and Enforcement

The AGUTS cannot be implemented without and effective traffic management and enforcement system.

We need to ensure that the usage of transport infrastructures are properly managed to increase

transportation system efficiency, Enhance mobility, Improve safety, reduce fuel consumption and

environmental cost, and increase economic productivity.

To deliver this outcome our commitments include:

1. Decrease the number of vehicles-kilometers of low-occupant vehicles and maintain them in

acceptable thresholds through effective traffic demand management practices,

2. Manage the traffic in urban areas to ensure the transport infrastructures are used safely,

congestion is eliminated or reduced, traffic signals are synchronized and coordinated, accidents

are managed, congestions are addressed, and on-street parking spaces are managed efficiently

and effectively,

3. Establish a traffic management center in urban areas with large network of intersections to

control the traffic flow, manage the incidents, and inform the public about the traffic status, and

4. Raise the capacity of traffic management and transportation law enforcement officials and

agencies to enforce the relevant laws efficiently.

3.1.2 Affordable Transport Infrastructure

To improve road network and to sustain road service are the key to green transport. Out of any question,

Afghanistan needs to build up and restore the road network and this will remain as the first task for

urban transport in the next 15 to 20 years. Technical standards of infrastructure should be designed and

constructed not only to ensure the quality of civil works but also to meet the needs of promoting green

transport modes and improving safety and security.

In order to build affordable transport infrastructure and provide cost efficient services, agencies should

target:

1. Using the proper standards to build up essential infrastructure for prioritizing efficient

energy transport and improving road safety and considering the requirements of transport

sustainability during project development,

2. Using local resources, manpower, contractors, and material as much as feasible,

3. Establishing effective asset management systems in order to maintain the lifespan and

performance infrastructure,

4. Developing effective financing mechanisms for urban transport improvements and O&M in

order to ensure sustainability,

5. Developing the capacity of local private sector so that they can plan, design, build and

maintain transport systems properly,

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6. Following the “Criteria for Designing and Building Transport infrastructures” as attached to

this document.

3.1.3 Safe and Secure Transport

Enhance the safety and security of urban transport systems, to mitigate major problems and advance

effective practices by means that are both cost-effective and acceptable to a significant majority of

public.

Both domestic and international practices show that safety, security, and environmental issues

of transport system are improved via groups of 6“E” measures, i.e. Engineering, Education, Enforcement,

Emergency, Environment, and Enactment of Laws. Based on our government mandates, the traffic

police is the responsible agency to the Education, Enforcement and some part of Emergency measures;

whereas the municipal government is in charge of the Engineering measures. Enactment of Laws will be

the responsibility of all relevant agencies. Cooperation among government agencies are essential and

the coordination should result in reduction in number and severity of accidents as well as more security

of accessing to transport infrastructure.


1. Establish an independent road safety agency for studying and analyzing transport accidents data

and facilitating road safety improvements. This agency should also conduct safety audits of road

transport systems and governmental agencies, enforce safety standards and enable cooperation

among governmental agencies including health, education, and law enforcement,

2. Enhance the capacity of traffic police to collect, process and store accident data in reliable

databases, and effectively enforce traffic rules, and provide driver and public educational

programs related to transport safety,

3. Enhance the capacity of road safety agency to study and analyze the transport accidents,

4. Prioritize safety during design of transport systems and improve the existing infrastructure by

identifying the accident hotspots,

5. Transport asset owners including municipal government shall be responsible for engineering

improvement of infrastructures to enhance safety as their priority, and

6. Improve the emergency services including police, firefighting, tow and recovery, and ambulance

to reduce post accident fatalities. The police must facilitate the provision of such emergency

services.

3.1.4 Efficient Public Transport

Improve quality, accessibility and affordability of public transport to give people a choice of public

transport, value for money and a realistic alternative to the car. To deliver this outcome, our

commitments include:

1. Improving the capacity and institutional arrangements of governmental agencies working

directly in public transport including Millie Bus to ensure they are provided with sufficient

support and resources,

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2. Reviewing the feasibility of different public transport modes and choosing the best combination

of solutions specific to each city,

3. Improving the legislations on public transport to prioritize public transport over passenger cars;

4. Building efficient public transport systems including the required infrastructure and services as

well as a sound maintenance and operation system in urban areas of Afghanistan, and

5. Encouraging and mobilizing the private sector in terms of providing technical assistance,

capacity building, loans, and incentives to deliver public transport services.

3.1.5 Reliable and Accessible Transport

Improve reliability of travel times and connections and to reduce the travel time and/or costs “from

door to door”, to build prosperous cities and tackle congestion and the lack of integration and

connections in transport which impact on our high level objectives for economic growth, social inclusion,

integration, mobility and safety. Application of the Intelligent Transportation System (ITS) is necessary to

improve the safety and reliability, and to collect data.


1. Improvement to road networks to improve connections in terms of access management and

providing travel options for people to choose,

2. Improve the geometric design of urban streets including intersections, segments, roadside

components of the roadways,

3. Segregating pedestrians, bicycles, and motor vehicles by building appropriate facilities, and

developing and enforcing necessary laws,

4. Enhancing the capacity of roadway networks in terms of signal coordination, effective traffic

control measures and optimization of road networks,

5. Effective traffic management by utilizing technology, providing sufficient resources for traffic

police, improving the capacity of traffic police, and increased enforcement, and

6. Managing the traffic demand to maintain the activities of passenger cars within acceptable limit,

and increase the level of service of roadways in terms of application of policies, strategies, and

enforcement measures.

3.1.6 Environmentally Friendly Transport

Reduce emissions and greenhouse gases, to tackle the challenge of climate change, air quality and

health improvement which impact on our high level objective for protecting the environment and

improving health.


1. Working with the relevant governmental stakeholders including Afghanistan Environmental

Protection Agency and Afghanistan National Standard Authority to enact and implement the

emission allowable standards in order to improve the urban air, water, and land,

2. Enabling cooperation among governmental agencies to tackle environmental challenges,

3. Promoting non-motorized modes of transport, focusing especially on the bicycle and pedestrian

modes, and public transport to reduce car use,

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4. Promoting and encouraging green technologies and phasing out highly polluting vehicles,

5. Requiring and implementing environmental mitigation plans during the implementation of

construction projects to reduce the particulate matters and negative impacts on our soil and

water, and

6. Establishing emission and safety inspection centers including mobile inspection checkpoints to

ensure the emission and safety standards are followed.

3.1.7 Planning and Land Use

Enhance the transport planning process to ensure the urban transport systems in new development

areas and existing cities are planned continuously, comprehensively and in cooperation with all relevant

stakeholders to ensure the current and future demands are addressed properly while making the least

impact on other systems.


1. Legislating the transportation planning process to ensure the planning process is continuous,

comprehensive, and cooperative with all stakeholders,

2. Following the four-step transport planning process,

3. Considering the needs of all users of transport including pedestrian, disabled citizens, women,

children, bicyclists, public transport, and freight forwarders during planning transport systems,

4. Integrating land use and transport planning while having regard for current and future land use,

5. Coordinating with and engaging all relevant stakeholders such as municipality, MUDA, Traffic

Police, Environmental Protection Authority, Ministry of Water and Energy, and the public in the

planning process,

6. Integrating different modes and components of transport systems, and

7. Following the “Criteria for Planning Urban Transport infrastructures” as attached to this

document.

3.1.8 Urban Freight Transport

Improve the efficiency of urban freight system and services to ensure they provide the freight fast and

safely, and make the least impact on congestion, noise, and road damage.


1. Regulate the trucking transport mode including the routes, movement, weight, and schedules;

2. Reduce the cost of freight transport;

3. Launch continuous operations to collect the freight movement data such as data of truck traffic

and freight ton-kilometers;

4. Building by-pass routes for the trucks that need to bypass the metropolitan areas;

5. Build the truck transport facilities including truck parking, terminals and warehouses; and

6. Manage the truck traffic through the urban areas to ensure the bottlenecks, noises, and

accidents are reduced, and the roadways are not damaged.

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3.1.9 Creating Employment Opportunities and Improving Local Economy

Create more jobs for Afghan National individuals and contractors to ensure urban transport projects

and programs contribute to raising the rate of employment in Afghanistan, builds and enhances the

capacity of youths, improves local economy, reduces poverty, and enhances security. The “Afghan First

Policy” should be developed to maximize the impacts of urban transport to Afghan individuals and

contractors. All relevant government ministries and authorities and international donors should consider

adjustments to their practices according to the Afghan First Policy to maximize, to the extent possible,

the positive impact of transport projects and support the development of the Afghan economy.


1. Developing the Afghan First Policy as a law (Muqarrara). As much as practical and feasible, the

policy should require relevant Afghan ministries and authorities to:

a. Buy as many local products and services from Afghan companies as feasible,

b. Employ Afghan labor, and require contractors to employ Afghan citizens and keep a

large percentage of the money spent in Afghanistan

c. Ramp up Afghan domestic manufacturing, and

d. Teach Afghan businesses to compete in commercial and international markets.

2. Including the Afghan first policies in project solicitations and contracts,

3.2 Set Up Proper Mechanism to Enable Better Coordination

3.2.1 Efficient Service Delivery Mechanism

A coordinated leadership commission for urban transport issues should be created with members from

governmental agencies related to transport. The commission should:

a. Enhance the coordination and understanding of each stakeholders on urban transport needs for

the city;

b. Enhance the cooperation when delivering services at project level, and ensure stakeholders

share the same vision and have the same targets of projects and ensure the timely decision be

made when implementing projects;

The leadership commission should follow the following principles of coordination:

1. Service improvement measures should be agreed and discussed via coordinated leadership

panel;

2. The panel should ensure that each stakeholder completes their responsibility and provides

the necessary fund;

3. Ensure the right agency takes the lead; and

4. Ensure the public transport system is prioritized addressed in every large urban transport

project and urban development schemes.

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Modalities:

a. Civil works/infrastructure oriented: Municipalities should secure the funds and lead. Whenever

possible, such measures should have the targets of improving safety and security as well as

promoting bus services;

b. Public transport service improvement oriented: Municipalities and/or MoT should secure the

funds and lead, focusing on improving public transport, which may include road improvement

and traffic management measures; but technical standards of such improvements should be

agreed with local government and constructed by municipalities and/or line governmental

agencies and handed over back to local government and traffic police;

c. Traffic management, safety and security oriented: Municipality should secure funds and lead,

infrastructure should be constructed via agreed technical standards and use of the assets to be

handed over to the police; but the maintenance of assets belongs to municipality.

3.2.2 Institutional Reform

Introduce institutional reforms in transport-related governmental agencies, to enhance the

governance, cooperation and coordination among various ministries, municipalities and other policy-

making agencies in central and local governments working in urban transport. The reform is necessary

to expand the scale, reach, efficiency, or effectiveness of programs and agencies.


1. Define very clear and comprehensive responsibilities, authorities, and jurisdiction of transport

agencies to avoid overlaps and conflicts, and introduce improved transparency and

accountability;

2. Improve organizational structure of governmental ministries, municipalities, and authorities that

work in transport sector to ensure sufficient manpower and resources are dedicated to perform

their duties;

3. Establish clear policies, goals, objectives and priorities, for each of transport-related ministries,

municipalities, authorities, and other influential stakeholders and deal with different categories

of cities;

4. Reform the existing transport legislations and introduce new laws and/or regulations for

different areas of urban transport in order to achieve the vision of AGUTS;

5. Require transport-related agencies to develop short-, medium-, and long-term detailed plans,

policies, and methodologies for implementing their duties;

6. Review the financing amount and mechanism for transport-related agencies to ensure every

agency receives the fair amount of budget;

7. Improve the operational, portfolio, program and project management standards of transport-

related agencies;

8. Introduce effective monitoring and evaluation measures to ensure agencies perform

satisfactorily and on-time;

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9. Introduce electronic governance as much as feasible in areas including but not limited to

administrative areas, communication, vehicle and driver registration, traffic management,

enforcement, data collection and analysis, and asset management;

10. Define procedures and organizational arrangements to include virtual teams as an integrated

team for agencies;

11. Require transport-related agencies to collect, maintain and process accurate data in electronic

databases; and

12. Merge some agencies working on transport sector into a single ministry.

3.2.3 Capacity Development and Public Participation Improvement

Build and enhance the capacity of institutions and individuals to strengthen the capabilities of Afghan

ministries, municipalities, semi-public enterprises, universities and private sector to implement their

strategic missions as an integrated part of AGUTS. This will entail establishing a national capacity

building and development plan to collect data, identify the capacity gaps and define a set of activities to

address the gaps in short-, medium-, and long-term.


1. All agencies working in urban transport should develop a capacity building plan to define a set of

activities, policies, tools and resources to build and strengthen the capacity of Afghan workforce

to fill the skill gaps of administrative workers, managers, craftsmen, technicians, and engineers;

2. Transport agencies should establish high quality, comprehensive and integrated knowledge

sharing programs and partnerships to effectively flow knowledge at three levels, (1) internally,

between employees and departments within each agency, (2) between Afghan national and

local agencies, and (3) between Afghanistan and international agencies abroad in order to

capture, document and share state-of-the-art and –practice knowledge. All agencies shall

develop knowledge and learning culture, allocate dedicated resources and manpower, and

develop processes and tools such as electronic databases and platforms to capture and share

knowledge effectively. All legal contracts should require contractors working for the Afghan

Public and Semipublic agencies to document the knowledge learned throughout the projects

and incorporate their findings within agencies’ knowledge sharing program;

3. Ministries of Education and Higher Education should ensure that some engineering universities

and vocational institutes possess demand-driven transport academic and research programs in

consultation with all agencies working in transport sector. The programs should include short-

term practical trainings, vocational studies, undergraduate and graduate study programs;

4. All project and program contracts should include one or more capacity building requirements

including mandatory trainings for the employees of agencies involved in the project or program

and internship opportunities for university students;

5. Requiring the transport-related agencies to apply the most efficient and up-to-date tools,

techniques, and mechanisms in completing their duties and responsibilities as much as feasible;

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Public awareness and participation is an essential part of the AGUTS. AGUTS measures can be

implemented only with the support of key decision makers and public stakeholders. They are vital in

generating a clear vision for a sustainable transport, and pressure for effective actions.


1. Designing and implementing effective public participation programs to involve public

stakeholders including women during decision making, planning, and implementation of

transport programs and traffic management activities, and

2. Launching low-cost and effective public awareness campaigns to raise awareness among

decision makers and public focusing on effective campaigns including radio and TV programs

and talk shows, newspapers, Car Free Days, conferences, meetings, advertisements and others.

3.2.4 Research and Development (R&D)

There is a positive relationship between R&D and agency productivity across all sectors, but that this

positive relationship is much stronger in high-tech fields than in low-tech fields. At present, R&D is a

core part of the modern business world. Major decisions in transport agencies should be made on base

of R&D.


1. Include sufficient resources and regulations for R&D activities in public agencies,

2. Requiring public agencies to launch research and development programs including programs

related to policy and technology in order to develop local standards and guidelines, and provide

sufficient information for decision makers as well as to find the best solutions for transport

problems.

3. Require governmental agencies to conduct research activities on identifying and developing the

most appropriate and cost-effective practices, methodologies and tools to carry on activities

4. Conducting annual gatherings including conferences, workshops, webinars,

4 Roles and Responsibilities The following should be the interim responsibilities and authorities of the governmental agencies

working in transport sector until a single transport ministry is established:

Urban Transportation Planning: MUDA shall be working closely with municipalities including Kabul,

Mazar-e Sharif, Herat, Kandahar, and Jalalabad cities to incorporate planning of urban transportation

space in the city planning. Central government shall encourage capable cities to search their own funds

and carry out urban transport planning themselves; and MUDA will undertake approval function on

behalf of central government.

Municipalities in Kabul, Mazar-e Sharif, Herat, Kandahar, and Jalalabad cities shall be responsible for

developing city-based policies and regulations for operation of public transport by private sector in

urban areas. Revenue generation shall be managed by municipalities in these large cities and fare can be

17

subsidized by municipalities or can be set by the market. Based on our government mandates, transport

infrastructure is the responsibility of municipal governments.

Millie Bus, being a government-owned enterprise, needs to be owned by the municipalities and the

services be provided by the private sector. The public transportation vehicles, maintenance and

operation facilities owned by the Government of Afghanistan can be leased to private sector. MoT shall

serve as the policy maker and monitor in urban transport activities.

Traffic Police Department should be gradually transferred to the Municipalities. The traffic management,

vehicle inspection, and vehicle and driver registration need to be transferred urgently. The capacity of

traffic police need to be enhanced significantly and new technology be introduced in vehicle inspection,

data collection, vehicle and driver registrations systems, and traffic management and enforcement.

Afghanistan National Environmental Protection Agency (ANEPA) shall ensure that the transport systems

maintain the environmental and contributes to making our communities and ecosystems diverse,

sustainable and economically productive and all Afghans are protected from significant risks to human

health and the environment where they live, learn and work. The ANEPA shall ensure that regulations

protecting human health and the environment are enforced fairly and effectively; communities, humans,

businesses, and central and provincial governments have access to accurate information sufficient to

effectively participate in managing human health and environmental risks; governmental agencies

develop and implement strategic environmental plan; and set national standards that central and

provincial government enforce through their own mechanisms.

Urban Transport National Committee: The Urban Transport National Committee should lead the urban

transport in Afghanistan. It should be comprised of members from key stakeholders of urban transport

including Independent Directorate of Local Governance, MUDA, traffic police, MOTCA, Afghanistan

Independent Land Authority (Arazi), De Brishna Company, Geodesy and Cartography, NEPA, MoI and

professional associations, and be led by the Office of President’s Special Representative for Reform and

Good Governance. The responsibility of the committee should include providing leadership for key

development programs resolving the crosscutting issues, enforcing the AGUTS and budget allocation

issues. The office of president should lead the efforts to merge several agencies that work in transport

sector into a single ministry.

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5 Implementation and Priorities Building Consensus

The AGUTS needs to be implemented and monitored by a wide range of partners including the

governmental ministries and donors. Accordingly, the AGUTS was developed on the basis of wide-

ranging stakeholder consultation, and a detailed report on all the stages of the data collection has been

prepared alongside this strategy. The continuing development of close and effective working

relationships between ministries, donors, private sector and the local municipalities is critical to the

successful delivery of a shared agenda for the improvement of urban transport by ensuring that AGUTS

is properly implemented.

The implementation of AGUTS needs to be monitored by the Office of President’s Special

Representative (OPSR) for Reform and Good Governance of Afghanistan. OPSR will define indicators in

the light of AGUTS to measure the performance of agencies and to appreciate top performance and take

corrective measures about the poor performance. The transport-related agencies need to report to this

office about the progress of implementation of AGUTS

Funding the Strategy

Some of the donors remain committed to the transport sector in urban areas and will continue to

deliver the present program of infrastructure delivery, some of which is already underway. Funding for

the AGUTS will come from a variety of sources, both in the public and private sector. The partnership

funding across public and private sector should be supported. The amount of Government funding

available to deliver the AGUTS should be determined through the periodic Spending Review process.

The AGUTS will inform the funding agencies and ministries about the priority major projects.

At the same time, the funding mechanism needs to be developed for the transport sector to

ensure the transport systems generate the necessary income through internal sources and are

sustainable. Following the approval and publication of the strategy, a transport investment plan will be

developed. This plan will set out in more detail the overall size of the budget for AGUTS.

Monitoring and Reviewing the Strategy

The office of the president will put in place mechanisms to monitor and review progress of the AGUTS.

The strategy will be reviewed every year. Specifically, it will be considered whether the strategy will

require amending as the priorities, understanding of transport issues, available resources and other

circumstances may change significantly each year.

Reviews of the AGUTS will include open and accountable monitoring of progress against the

strategic commitments. This will be informed by the use of indicators, grouped around the

commitments. A number of performance indicators will be set out in this strategy. Data on most of

these indicators will be published as appropriate.

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5.1 Priority Actions Priority actions need to be completed within the next two years. The following commitments need to be

considered as the priority actions for the new government.

Introduce Institutional Reforms

1. Improve organizational structure of governmental ministries, municipalities, and authorities that

work in transport sector

2. Establish clear policies, goals, objectives and priorities, for each of transport-related ministries,

municipalities, authorities, and other influential stakeholders

3. Reform the existing transport legislations and introduce new regulations

4. Define the mandates and jurisdiction of each agency very clearly to eliminate overlaps and

conflicts;

5. Require transport-related agencies to develop short-, medium-, and long-term detailed plans,

policies, and methodologies for implementing their duties;

6. Review the financing amount and mechanism for transport-related agencies to ensure every

agency receives the fair amount of budget;

7. Improve the operational, portfolio, program and project management standards and capacities

of transport-related agencies;

8. Define indicators in the light of AGUTS to measure the performance of ministries and authorities

involved in urban transport in order to appreciate the top performance and take corrective

measures against the poor performance; and

9. Require transport-related agencies to collect, process and maintain accurate transport data in

advanced databases.

Research and Capacity Development

1. Deploy knowledge sharing programs;

2. Establish knowledge partnerships among local and international institutions;

3. Focus on building demand-driven transport educational programs in Afghan universities and

vocational institutes;

4. Building and developing the capacity of transport local workforce in order to fill the skill gaps of

administrative workers, managers, craftsmen, technicians, and engineers;

5. Require the transport-related agencies to apply the most efficient and up-to-date tools,

techniques, and mechanisms considering the budget limitations in completing their duties and

responsibilities; and

6. Require governmental agencies to launch research programs including programs related to

policy and technology in order to develop local standards, guidelines, and provide sufficient

information for decision makers as well as to find the best practices for transport problems.

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Documents

Islamic Republic of Afghanistan Afghanistan Green … Khaliq Nemat, Senior Advisor iii Asian Development Bank, M. Thiruchelvam University of Missouri Prof. Carlos Sun PhD, JD Prof