Prediction On Economic Situation-Scenario - MHT

Ministry of Foreign Affairs, Danida
File No.: 104.Iraq.2-5

Study of Transport Corridor from
Umm Qasr via Basrah to Baghdad, Iraq
Phase 2: Planning
Summary Report
April 2006
Ministry of Foreign Affairs, Danida
File No.: 104.Iraq.2-5
Study of Transport Corridor from
Umm Qasr via Basrah to Baghdad, Iraq
Phase 2: Planning
Summary Report
April 2006
Report no. 61515-TEC2-Summary

Issue no. 1 (Draft Final)
Date of issue 28th April 2006
Prepared JBA
Checked DKA
Approved JBA
Study of Transport Corridor from Umm Qasr via Basrah to Baghdad, Iraq 1
Phase 2: Planning; Summary Report
Table of Contents
Executive Summary 3
List of Abbreviations 7
List of Names 8
1 Introduction 11
1.1 Objectives of the Study 11
1.2 Scope of Work 12
2 Post War Iraq 14

2.1 Background 14
2.2 Political Developments 14
2.3 Security Situation 15
2.4 Funding of the Reconstruction 16
2.5 Socio-Economic Development 16
3 The Umm Qasr - Baghdad Transport Corridor 19

3.1 Study Area 19
3.2 Transport Forecasting 19
3.3 Institutional Framework 21
4 Transportation Infrastructure 23
4.1 Ports 23
4.2 Port Approaches 27
4.3 Inland Waterways 29
4.4 Roads 29
4.5 Bridges 32
5 Main Findings of ITCS Phases 1 & 2 33

5.1 Transport Sector in General 33
5.2 Ports & Approaches 33
P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

5.3 Roads 37
5.4 Bridges 40
6 Capacity Building 41
6.1 Training 41
6.2 Procurement 43
6.3 Data Exchange 45
7 Way Forward 47
7.1 Finalising Phase 2 47
7.2 Phase 3 - Implementation 49
Table of Appendices
Appendix A: Phase 2: Planning; Transport Economics
Appendix B: Phase 2: Planning; Institutional Component
Appendix C: Phase 2: Planning; Ports & Approaches
Appendix D: Phase 2: Planning; Roads
Appendix E: Phase 2: Planning; Bridges
Appendix F: Phase 2: Planning; Environmental Investigations
Appendix G: Phase 2: Planning; GIS & Training

Executive Summary
With the ousting of the Baath regime and opening of the economy, Iraq is now
facing new and demanding challenges. Decades of warfare, isolation and sanc-
tions has left the Iraqi economy in shatters, with a drastic decline in living stan-
dard for the Iraqi’s as a result. The infrastructure is in a poor condition and huge
investments are needed to get the Country back on track. Focus in the interna-
tional support and funding to achieve this goal, has been to remove the existing
bottlenecks in the infrastructure so that the reconstruction process can start.
The Danish Foreign Ministry (Danida) has assigned COWI A/S to study and
survey the important Transport Corridor from Umm Qasr via Basrah to Bagh-
dad, Iraq. The study is part of a more comprehensive Master Plan Study (ITMP)
for the whole Iraqi Transport Sector.
Figure 0.1 Transport corridor studied in the ITCS.

The objective of the study is to:
• Supplement the ITMP study within Ports, Waterways and Main

Roads,
• Identify and provide a prioritised list of transport infrastructure
projects in the corridor with focus on Ports, Waterways and Main
Roads,
• Capacity building of the Iraqi transport sector within the transport
corridor.
The scope of work includes:
• Procurement of survey equipment

• Training of Iraqi staff in surveying,
• Data collection
• Survey of Ports, Waterways and Roads
• Establish GIS database,
• Transport demand forecasting and capacity assessments,
• Identification of transport infrastructure projects in the corridor,
• Hydraulic modelling & environmental evaluations,
• Institutional review,
• Economic feasibility assessment.
The ITCS is split into two Phases: Inception Phase with a duration of 16 weeks
and a Planning Phase with a duration of 24 weeks. An interim period is allowed
between the two phases for review by Danida and detailed scoping and planning
of Phase 2.
The Summary Report provides a brief description of the background, the tasks
carried out, the transportation infrastructure in the Corridor and the main find-
ings of the Study. Phase 2 reports of all the subtasks carried out are provided in
the Appendices (A to G) to the report.
Main findings and conclusions from the ITCS are:
• It has been difficult to secure Iraqi Governmental ownership of

the project due to the turbulent political situation following the
first free Iraqi election held 30th January 2005. Official commit-
ment, in the context of signed MOU's from the concerned minis-
tries and authorities, is still pending. The planned training and
handing over of survey equipment has thus been postponed until
these formalities have been sorted out - most likely with the for-
mation of the new ("permanent") Iraqi Government.

• Cooperation has been established with Engineering Consulting

Bureau in Basrah University, Iraq, who has acted as local con-
sultant to COWI for the survey activities inside Iraq. ECB staff
has received training in state-of-the-art survey techniques prior to
carrying out the survey activities inside Iraq. Likewise, coopera-
tion has been established with a local Institutional Expert: Mr.
Ammar Mohammed Elattiya, who assisted the COWI Institu-
tional Expert in the assessment of the Institutional Framework for
the Iraqi Transport Sector.
• It is assessed that the transport infrastructure in the Corridor

(Ports and Roads) is now generally in a workable condition.
However, considerable rehabilitation is still needed for the infra-
structure to reach a standard comparable to the one in other coun-
tries in the region. Regardless, the need is now shifted from emer-
gency repair to more medium and long term maintenance and re-
habilitation investments. This implies an urgent need for strategic
and detailed planning in the different transport sectors. General
management routines shall be implemented for the transport in-
frastructure and relevant staff in the authorities and executive or-
ganisations shall be trained in these.
• From initial contacts to MoT and in line with the preliminary

conclusions from the ITMP and supported by the findings in the
ITCS, the Iraqi waterways will not be a priority means of trans-
portation in the short to medium term. Thus detailed survey in the
ITCS has been confined to the port approaches/waterways lead-
ing to the main ports located in the Khor Az Zubayr (Umm Qasr
and Az Zubayar Ports) and in Shatt Al Arab (Abu Floos and Al
Maqal).
• Coordination and review with the ITMP was carried out in the In-
ception Phase. The ITMP is now completed and handed over to
the Iraqi Government. Despite several calls COWI has not suc-
ceeded in getting access to the final ITMP reporting.
• With the opening of the Iraqi economy and the expected decen-
tralisation of the administration and changes towards market
economy, there will be a demand for reforms and capacity build-
ing within the transport sector. The transport sector is still relying
on the legislation and administrative procedures from the Baath
Party era, with a highly centralised mode of operandi. Decentrali-
sation will assign more autonomy to local authorities, which in
turn must enhance skills and capabilities to meet the new chal-
lenges. Training and other capacity building measures will be es-
sential in this process - also to break "bad habits".

It is recommended that:
• The important outstanding Phase 2 activities are carried out as

soon as soon as official commitment is received from the con-
cerned Iraqi ministries and authorities.
• The format for data transfer is agreed between Danida and the
Recipient.
• Phase 3 - Implementation of the ITCS - as described in Chapter 3

- focusing on urgent planning and capacity building aspects for
the concerned ministries and authorities, is implemented when
coordination and detailing of scope has been agreed between
Danida and the new Iraqi Government.

List of Abbreviations
The following abbreviations may be used within this report:
CEB Consulting Engineering Bureau (Engineering College, Uni-

versity of Baghdad)
UNDP United Nations Development Programme
UNDG United Nations Development Group
WB World Bank
IRFFI International Reconstruction Fund Facility for Iraq
CPA Coalition Provisional Authority
Danida Ministry of Foreign Affairs (Danish International Develop-
ment Assistance)
DG Director General
DKK Danish Kroner
ECB Engineering Consulting Bureau
(Engineering College, University of Basrah)
EIA Environmental Impact Assessment
IPA Iraqi Port Authority
ITMP Iraqi Transport Master Plan
ITCS Iraq Transport Corridor Study (= The Project)
MM Man month
MoCH Ministry of Construction and Housing
SCRB State Commission for Roads and Bridges
MoT Ministry of Transport
GCPI General Company for Ports in Iraq (= IPA)
MoWR Ministry of Water Resources
PM Project Manager
QA Quality Assurance
The Project The Study of Transport Corridor from Umm Qasr via Basrah
to Baghdad, Iraq
ToR Terms of Reference
UBG University of Baghdad
UBS University of Basrah

List of Names
The following table lists the adopted spelling of commonly referred to areas and
towns.
List of Names - Iraq

Governorate Capital Districts Towns
Al Faw Umm Qasr
Abu Al Khasib Safwan
Az Zubayer Al Harthah
Basrah Basrah
Al Qurnah An Nashwah
Al Madiana Taliha
Al Huwar
Qal'at Salih Al Masharah
Al Kahla Al Adl
Missan Amarah Al Mijar Al Kabir Ali Al Sharqi
Al Miamona As Salam
Ali al Gharbi
Chibayish At Tar
Suq ash Shiyukh Al Hammar
Shatrah Al Fuhud
Refal Karmat Bani Sa'id
Al Islah
Thi Qar Nassriyah Al Dawaya
Al Gharraf
An Nasr
Al Bathah
Qal'at Sukhar
Al Fajr
Al Khithir Al Majd
Muthanna Samawah Rumaitha Al Warka
As Salman Najmi
Al Hamza Al Bda
Afak Sideer
Shamiya Shannafiuah
Qadissiya Diwaniya
Shafiya
As Sinniyah
Sumar

List of Names - Iraq

Governorate Capital Districts Towns
Al Hayy Shaykh Sa'd
Al Noamania Jassan
Wassit Kut Badrah Zubaydiah
Al Aziziya
As Suwayrah
Al Hashimiyah Al Qasim
Al Mahawil Al Imam
Babylon Hilla Al Misiab Abu Gharaq
Al Mahmudiya Al Kifl
Al Hindiyah
Al Kufa Al Qadisiyah
Najaf Najaf Al Mishkhab
Al Abbasiyah
Al Jadwal al Gharbi
Kerbala Kerbala Al Hussayniyah
Al Hurr


1 Introduction
The Danish Foreign Ministry (Danida) has entrusted COWI A/S the task of
studying the transport corridor from Umm Qasr via Basrah to Baghdad, Iraq
(ITCS). The study is part of a more comprehensive Master Plan study (ITMP)
for the whole Iraqi Transport sector.
The ITCS shall analyse the requirements for short, medium and long term im-
provements to the above transport corridor, with focus on Ports, Waterways and
Roads and the inter-modal exchange of goods between the different transport
modes.
An important element of the study is the capacity building within relevant Iraqi
ministries, authorities and engineering organisations. This capacity building in-
volves survey training and procurement of miscellaneous survey equipment.
1.1 Objectives of the Study

The Terms of Reference (ToR) defines the development objective of the study
as:
• The infrastructure and transport system in the Umm Qasr- Baghdad

Transport Corridor meet the demands for transport capacity at the end of
the planning period 2004-2020, and is managed/operated in a way that
maximises the economic and social welfare without compromising the
sustainability of the environment.
The immediate objective is defined as:
• A staged and cost-effective, socially balanced and environmentally sus-

tainable plan for improved Road, Port and Waterway transport services
in the Umm Qasr-Baghdad Transport Corridor.
• A process for establishment of institutional set-up to ensure national

ownership of the plan and its implementation.
• Capacity building within the Iraq Transport sector. The training element
has been identified as an important element in the project.

To meet these objectives the following main issues has been addressed in the
study:
• Current status of the transport infrastructure in the corridor has be as-

sessed (roads, ports and port approaches) through inspections and condi-
tion surveys. The COWI teams have coordinated their activities with
other stakeholders as far possible, such as the Italian Consortium for the
Iraqi Transport Master Plan (ITMP) study and the donor organisations
under IRFFI. Sharing of information and findings is essential to avoid
duplications and to provide a cost and time effective execution of the
present study. The study has focused on port, port approaches and main
roads in the corridor.
• Projection of future transportation demand has been made along with ca-
pacity assessment of critical infrastructure (short term 1-2 years, medium
term 5 years and long term 10-15 years)
• Set-up of a prioritised list of actions to establish a cost-effective and sus-

tainable transport system in the corridor.
Distinction has been made between the immediate objectives to get the transport
system up running as effective as possible under the present constraints (short-
age of equipment, lack of maintenance, poor organisation etc.) and the medium
and more long term objectives of a cost effective and sustainable transport sys-
tem in the corridor.
The study has addressed both the short term objective and the medium and long
term objectives e.g. by addressing the critical issue of a future split between pri-
vate and public sector involvement in the transport infrastructure also taking into
consideration a sustainable approach that on the one hand recognises the tradi-
tional governmental/centralised way of running the infrastructure with modern
and often more cost effective private or private/public partnership.
1.2 Scope of Work

The ITCS has involved the following activities:
• Data collection and review, hereunder establishment of a GIS da-

tabase,
• Training of ECB staff in surveying (training of GCPI/SCRB staff

is postponed),
• Surveying of main transport infrastructure,
• Assessment of ports, port approaches and main roads in the Cor-

ridor,
• Hydraulic and sediment modelling,

• Preliminary environmental impact assessment,
• Transport demand forecasting,
• Capacity assessment of critical transport infrastructure,
• Institutional review
• Financial parameters and economic feasibility evaluations
The Summary Report provides an introduction to the project, the background

and a brief summary of the main findings with reference to the Phase 2 reports
attached in the Appendices (A to G).

2 Post War Iraq
2.1 Background
For centuries transportation of goods within Iraq has centred on the multi-modal
transport corridor between Basrah and Baghdad. The main import terminal was,
until the early 1980s, the Port of Basrah (Al Maqal) where ocean-going vessels
were able to navigate via Shatt Al Arab. The Shatt Al Arab runs from the con-
fluence of the Tigris and Euphrates rivers, beyond Basrah, to the Gulf and forms
the border between Iraq and Iran.
The Port of Basrah was effectively closed during the war between Iraq and Iran
in the 1980'ies. The port is still out of operation due to the presence of a large
number of wrecks in the port and waterway, the damaged infrastructure in the
port, shoals within the river and the dispute between Iraq and Iran on the naviga-
tion of Shatt Al Arab. The closure of the Port of Basrah led to the construction of
the New Port at Umm Qasr, which is located just within the Iraqi territorial wa-
ters of the Arabian Gulf in Khor Az Zubayr. The port is linked to the river sys-
tem via the Shatt Al Basrah, but at present transportation of goods is by land,
mainly road.
The transport corridor from the south to Baghdad is still the main transport ar-
tery employing several means of transportation and combinations thereof. At
the same time the recent ousting of the Baath regime, has changed the outlook
and concept of transport in the whole region. Neighbouring countries are con-
sidering revival of ancient trade routes and the development of new transport
corridors from the Gulf to the Mediterranean through Iraq.
Rebuilding of Iraq's infrastructure, neglected for several decades, is thus a prior-

ity in the much needed reconstruction process and revival of the Iraqi economy.
2.2 Political Developments

Since the ousting of the Baath regime in April 2003, Iraq has found itself in a
political/economical transition period.
The Coalition Provisional Authority (CPA) controlled Iraq from April 2003 until
June 2004, where an interim Iraqi government took over. Parliamentary elec-

tions were held on 30th January 2005, paving the way for the appointment of the
first freely elected government in Iraq.
An interim constitution was approved in March 2004 under the name Transi-
tional Administrative Law.
A new interim government was formed following the parliamentary election in

January 2005. This Government was responsible for drafting the new constitu-
tion which was approved after a referendum on 15th October 2005 (78 percent of
voters backed the charter and 21 percent opposed it) and then by a ratification
vote in the National Assembly.
A new National Assembly was elected on 15th December 2005 consisting of

275 members and since then the political parties have been negotiating with the
purpose to form a new government. A new presidential council and a prime min-
ister were appointed and agreed on April 2006 and a new government is ex-
pected to be in place soon.
According to the new constitution Iraq is a Federal Republic, however, some

political parties are trying to limit the federalizing rights so that only the three
northern governorates (Erbil, Sulaymaniyah and Dahuk - also called Kurdistan)
can keep on practising a high degree of autonomy. The federal question will
therefore be one of most important issues to be addressed by the new govern-
ment in political as well as legal terms.
In addition to the turbulent political situation, the security situation remains a

crucial unresolved issue, effectively hampering the important economic devel-
opment of the country.
2.3 Security Situation

The continued troubled security situation in Iraq constitutes the main single ob-
stacle for the reconstruction process and the economic recovery of Iraq.
Also for the ITCS project the security aspects has influenced the work e.g. by
dictating the approach used in the data collection and survey activities and the
coordination activities with the Iraqi authorities.
A local consultancy company (Engineering Consultancy Bureau (ECB), Basrah

University), has been appointed to carry out the data collection and survey ac-
tivities inside Iraq. Unfortunately, assess to data has been limited (either not
available or the source is reluctant to provide the requested data). For the survey
activities it was early realised, that detailed surveys of main roads and water-
ways in the upper part of the corridor would not be possible due to the security
hazard. Focus in the surveying activities has therefore been concentrated in the
southern provinces (mainly the Basrah Governorate) where the security situation
is less problematic.

To validate the findings of the survey team and guide these in how to optimise
the inspections; training sessions have been conducted with COWI experts in
Kuwait - one session in November 2005 prior to the survey activities and one
session January 2006 after Part 1 of the survey activities. Satellite imagery has
been used extensively in the process, which has facilitated the dialogue and the
validation process.
2.4 Funding of the Reconstruction

Warfare, neglect and sanctions imposed on Iraq have left the Iraqi economy and
infrastructure in a poor state. The Iraqi GDP per capita is now one of the lowest
in the Middle East, despite the fact that Iraq has some of the highest oil and gas
reserves in the World. To get Iraq back on track, and avoid further destabilisa-
tion of a volatile region, urgent recovery of the Iraqi economy has become a tar-
get priority for the international community.
For this purpose the International Reconstruction Fund Facility for Iraq (IRFFI) 1
was launched early 2004 by the United Nations and the World Bank to help do-
nor nations channel their resources and coordinate their support for reconstruc-
tion and development of Iraq.
So far 26 donors have pledged over 1.4 billion US$ to the Trust Fund Facility to
ensure responsive financing for near-term (2004) and medium-term (2005-2007)
priority investments in the country. Denmark became full member of the IRFFI
in the summer 2005.
The transport sector has been identified as one of the priority sectors and an
Emergency Transport Infrastructure Reconstruction Project has been launched to
help reconstruct and rehabilitate key transport infrastructure such as highways
and roads, railways, ports and urban transport.
As most infrastructure emergency repair works are now completed or in progress

the tendency for the funding for the reconstruction effort is shifting from multi-
lateral donor support to bilateral support based on soft loans.
Moreover, as the economic recovery appears to have gained pace and income is
generated from imports to the Iraqi Ports, there appears to be room for Iraqi self-
financing for some of the needed rehabilitation projects.
2.5 Socio-Economic Development

The major driving factor in the economic recovery process in Iraq is the income
from the oil export. Figure 2.1 illustrates clearly the present dependency on this
source.
1
www.irffi.org

30.000
Oil Export
25.000 GDP
20.000
Million USD
15.000
10.000
5.000
-
1999 2000 2001 2002 2003 2004 2005
Figure 2.1 Iraqi GDP and Oil Export (1998-2005)

Source: World Bank/ CIA World Fact book
Due to the problematic security situation in Iraq, it has until now not been possi-
ble to increase the oil production substantially, and the export levels remain at a
level of around 2 mill. barrels of crude oil per day. It is expected that Iraq with
introduction of modern oil technology and re-opening of all potential export
routes could reach export of some 6 mill. barrels/day. However, the substantial
increase in oil prices over recent years and the opening of the Iraqi economy has
resulted in promising growth rates in the GDP - see Table 2.1. It is foreseen that
these high growth rates will continue in the coming years driven by increases in
oil income and the development within the manufacturing and service sectors.
Table 2.1 Key Economic Indicators (2003 - 2005) incl. forecasts

2003 2005 2006 2007
Real GDP growth (% change) 46.5 4.0 16.8 13.6
Consumer prices (% change) 27 30 12 12
Merchandise exports (USD million) 235 452 606 665
Oil Real GDP (% change) 74.2 -1,1 20 14.6
Exchange rate (ID:USD 1) 1,671 1,453 1,451 1,551
Source: Central Bank of Iraq, Ministry of Finance
Figure 2.2 illustrates the three scenarios in the growth of the GDP assumed in
the ITMP/ITCS study as basis for prediction of import demands.

18,0% PESSIMESTIC
BASE CASE
16,0%
OPTIMISTIC
14,0%
12,0%
10,0%
8,0%
6,0%
4,0%
2,0%
0,0%
2006 2008 2010 2012 2014 2016 2018 2020 2022 2024
Figure 2.2 GDP projections (Pessimistic, Base Case and Optimistic)

Source: ITMP - revised estimates for years 2006-2008
The growth in GDP per capita will be more moderate due to the expected sig-
nificant population growth from present 26 mill. to approximately 40 mill. in
year 2026.
The predicted increase in total import volumes is indicated in Table 2.2 based on
the 3 scenarios for GDP growth.
Table2.2 Predicted growth in total imports depending on growth in GDP
100.000.000
Scenario A & B: High Growth (Total Import)
90.000.000
Scenario A & B: Base Case (Total Import)
80.000.000
Scenario A & B: Low Growth (Total Import)
70.000.000
Annual Import (ton)
60.000.000
50.000.000
40.000.000
30.000.000
20.000.000
10.000.000
-
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

3 The Umm Qasr - Baghdad Transport

Corridor
3.1 Study Area

The study area covers all ports (oil ports excluded), port approaches and main
roads in the corridor between Umm Qasr (via Basrah) to Baghdad - see Figure
3.1.
Figure 3.1 ITCS study area.
3.2 Transport Forecasting

The main trade partners and origin of goods imported has been estimated as:
Australia, South and East Africa 75 %

Europe and Mediterranean 19 %
America 5%
North and West Africa 1%

Figure 3.2 shows the main trade links to Iraq with the following main compo-
nents:
• The direct link through the Iraqi ports in the southern part of the country
near Basrah.
• The three other main links are land transport namely via Turkey, Syria,
Jordan 2 .
It is estimated that around 60,000 tons of goods are imported to Iraq every day
(based on import data in 2004). Of those, 70 % arrive from overseas by ship ei-
ther directly to Iraqi ports or through neighbouring countries. At present it is es-
timated that less than one third of what comes from overseas is landed in Iraqi
ports. The rest is transported mainly by road from surrounding countries. The
remaining 30 % of the total volumes are either a local produce of surrounding
countries, or goods which for various reasons are routed through them over
land. 3
Figure 3.2 Main trade routes into Iraq.
2
A further trade link goes via Kuwait. Due to recent security situation inside Iraq, the gen-
eral transport rates have gone up between 15 to 25 percent for different destinations in Iraq
of which the presence of military forces is a main factor. In order to secure the trucks and the
cargo, the transport companies are using the Iraqi Security Companies that are available
across the border for escorting Kuwaiti trucks in convoys inside Iraq. Usually, there is no
transhipment at the border. Between 75 and 125 trucks are crossing the border every day
carrying liquid and dry cargo, mostly for the military into Iraq.
3
Article from 2004 by P. Hermannsson, UNJLC " Enabling Iraqi ports to handle Iraqi trade"

3.3 Institutional Framework

Iraq's political system has been radically changed as a consequence of the re-
moval of the Baath party, which exercised a monopoly on power since 1968.
The political system under the Sadam Hussein regime was based on a single
party system, a command economy, a nationalist-socialist ideology and a tight
control of the media and the security forces. The power was narrowly exercised
by a family clique with wider clan support.
This control was exercised on all levels of the extensive public sector - also in
the transport sector. However, no major administrative or legislative changes
have yet been implemented in the Transport Sector despite the major political
changes that have occurred in Iraq since spring 2003.
As shown in Figure 3.3 the following ministries are involved in the overall
transport infrastructure planning at the national level:
• Ministry of Construction and Housing.(MoCH)

• Ministry of Finance (MoF)
• Ministry of Planning (MoP)
• Ministry of Transportation (MoT)
• Ministry of Municipalities and Public Works (MoMPW)
For the Transport Corridor the two primary ministries are MoCH (Roads and
Bridges) and MoT (Ports).
Figure 3.3 Iraqi ministries and authorities involved in transport infrastructure

planning.

3.3.1 Ministry of Construction and Housing

The responsibilities of the MoCH are set out in Law no 62, 1987, which is still
valid. The Ministry is responsible for proposing plans in the field of buildings,
housing, roads and bridges. The responsibilities of the Ministry, in relation to
roads and bridges, are carried out by the State Commission for Roads and
Bridges (SCRB).
SCRB undertakes the execution, maintenance of the public roads, including the
expressways outside the limits of Baghdad Municipality and other municipali-
ties. The SCRB is also responsible for operation of and equipment for bridges
and for possessing land for road and bridge projects.
The SCRB is a legal entity and is, according to the law, financially and adminis-
tratively independent in order to achieve its goals.
3.3.2 Ministry of Transportation

The responsibilities of the MoT are defined in the Law no. 7, on the Ministry of
Transportation and Communication, 1994. This law is still valid, although the
Ministry was divided into separate ministries for transportation and communica-
tion by the first cabinet under the CPA in 2003.
The responsibilities of the MoT include:
• Management, operation and maintenance of railways, civil airports, ports,

and waterway transportation
• Conducting economic and technical feasibility studies for air, land, river
and railway transport
General Companies for railways, civil aviation and ports are, among other state
companies, established under the Ministry.

4 Transportation Infrastructure
4.1 Ports
The ports and port approaches included in the transport corridor study are shown
in Figure 4.1.
The Port of Al Faw, which at present consists of a dhow harbour and an oil jetty,
is not mentioned in the TOR, but is included here for completeness.
Note: The Mega Port is not constructed at present but is considered by GCPI as a future
port expansion.
Figure 4.1 Ports included in the ITCS are Umm Qasr, Az Zubayr, Abu Floos
and Al Maqal.

The layout, equipment and condition of the different ports and port approaches
are described in detail in the Phase 2 report in Appendix C: Ports & Approaches.
4.1.1 Port of Umm Qasr

This is the main Iraqi Port with 21 berths and a total berth length of more than 5
km. The port consists of an Old Port and a New Port as shown in Figure 4.2.
New Port
Old Port
Figure 4.2 Layout plan for Port of Umm Qasr.
The Umm Qasr Port has been subject to a number of rehabilitation projects since
Spring 2003, with the aim of reviving and utilizing the potential of the Port as
the main gateway for import to Iraq.

The depth at the berths is at present around 11-12 m and in some places up to
13.5m, which is believed to have been the originally designed depth at the berths
in the New Port. This will allow medium sized general cargo / container vessels
to enter the Port.
Seemingly, the Port is having potential to substantially increase the pre-war im-
port rates of around 30.000 TEU and 2 million tonnes general cargo.
4.1.2 Port of Az Zubayr

This is a fairly large industrial port located further up the Khor Az Zubayr. It has
12 berths with designed depth of 11 to 11.5m. The port appears to be in a good
condition with potential for expansion. Until recently the Port has been operated
by Mærsk.
Figure 4.3 General view of the quays at the Port Az Zubayr.
4.1.3 Port of Al Maqal

Before the Iran-Iraq war back in the 1980'ies the Port of Maqal in Basrah was
the main port in Iraq. During the war, the port was seriously damaged and lots of
wrecks in the port and up the Shatt Al Arab, hinder basically any practical use of
the port for large vessels.
The port has 7 wharfs built in 1978 and a number of old berths in a poor state.
All the adjoining facilities have either been destroyed or looted. A substantial
effort shall be made to get this port up running again.

Figure 4.4 General view of the harbour front at the Port of Al Maqal.
4.1.4 Port of Abu Floos

The Port of Abu Floos is situated in Shatt Al Arab about 20 km South of Basrah.
This small port is used as an import/export terminal for general cargo.
The port has a 600 m long quay wall with a number of jib cranes. The Port ser-
vices mainly medium size coasters - see Figure 4.5.
4.1.5 Other Port Plans

There are plans for two major ports in the area - apparently competing as they
are located just opposite each other. Both projects have been reviewed as part of
the study as they - if realised - will have an impact on operation and expansion
of other ports in the region.
Iraq Mega Port

GCPI has confirmed that plans have been developed for a Mega Port seaport on
the east shore of Khor Abd Allah. No details have been available for the ITCS
on this project.
Boubyan Island Seaport

On the east coast of Boubyan Island (Kuwait), Boubyan Island Seaport is in the
initial stages of development. A large container and general cargo port is
planned with a total container capacity of 2.5 million TEU per year.

Figure 4.5 General view of the quays at the Port of Abu Floos.
4.2 Port Approaches
4.2.1 Shatt Al Arab

Shatt Al Arab is formed by the confluence of Tigris and Euphrates at Al Qurnah.
It has a total length of approximately 150 km, an average width of 500 m and an
average depth of 7 m. The river flows in southeasterly direction towards the Ara-
bian Gulf.
Navigation on Shatt Al Arab is today severly hampered by extensive siltation, a

large number of wrecks in the river and the de-facto unresolved border dispute
with Iran.
According to an agreement between Iran and Iraq from 1990 the border line is
located in the deepest part of the navigation channel. This is not a stationary
border as indicated in Figure 4.6, where it is showed that the border line deter-
mined in 1990 is now crossed several times by the present navigation channel.

Figure 4.6 Lower part of Shatt Al Arab(at Al Faw) with the agreed border
line from 1990 shown (red line) as well as the present navigation
channel (yellow line).
4.2.2 Khor Abd Allah

Khor Abd Allah constitutes the outer approach to the two main commercial ports
of Umm Qasr and Az Zubayr.
In 2005 UNDP dredged approximately 8 mill m3 down to -11.0 m, -12.3 m and -

12.5 m CD within different section of Khor Abd Allah. Width of the dredged
channel is generally 200m with exception of a small area around the Mine Dan-
ger Area as indicated on the Admiralty Chart. The minimum width in that par-
ticular section is 125 m
Navigation in the channel is problematic due to displaced or missing buoys,

mine danger areas, wrecks and the risk of piracy.
4.2.3 Khor Az Zubayr

Between the ports of Umm Qasr and Az Zubair runs the channel of Khor Az
Zubayr. The channel has varying water depth ranging from -8 m to - 22 m CD
with an average depth of around -12 m CD.
Navigation in the channel is problematic due to displaced or missing buoys and

wrecks.

4.3 Inland Waterways

Despite long-standing government interest in developing the Tigris and Euphra-
tes rivers into major arteries for inland transport, little had been accomplished by
the late 1980s, primarily because of the massive scale of such a project.
In 1984 between 5 to 7% of all cargo in Iraq was carried along the inland water-
ways. Goods, including steel, cement, grains and other non-perishables, were
transported using a barge and pusher. "Kalaks" or local sailing vessels also
played a role.
Today there are several hindrances to the free movement of freight along the
main inland waterways of Euphrates, Tigris, Shatt Al Arab and Shatt Al Basrah.
These include damaged infrastructure, pontoon bridges, heavy siltation, de-
creased water levels, insufficient signage and lack of security.
In meetings with representatives from the Iraq Ministry of Transportation it has

been clarified that the waterways of Euphrates and Tigris are not a priority issue
in the overall transport planning for Iraq. This is in line with the estimates made
in the ITMP that only around 20.000 tonnes goods per year will be transported
on these rivers subject that full navigation is possible on these.
Accordingly, transport on these rivers has not received further attention in this
study. However, river transport remains a long term possibility for serving local
transport needs in the corridor.
4.4 Roads
The layout and condition of the different roads in the Corridor are described in
detail in the Phase 2 report in Appendix D: Roads.
There are two major routes between Umm Qasr and Baghdad. These are:
A. Umm Qasr Port - Highway No.26 - Expressway No.1 - Highway No.8

- Baghdad City Centre
B. Umm Qasr Port - Highway No.26 - Highway No.40 - Highway No.6 -

Baghdad City Centre
The road segments in the two main routes include:
• Expressway No. 1 (app. 570 km):

Connects Umm Qasr port/Basrah and Baghdad via Thi Qar, Muthanna,
Qadissiya and Babylon Governorates.
• Highway No. 6 (app. 540 km):

Connects Basrah and Baghdad via Amarah and Kut in Missan and Was-
sit Governorates, respectively.


Connects Basrah (Az Zubayer town) to the Abdaly/Safwan border cross-
ing to Kuwait. Plus the segment from Al Bathah town in Thi Qar Gover-
norate to Baghdad.

Connects Basrah (Az Zubayer town) to the Umm Qasr port.

Connects Basrah and Az Zubayer town.
The roads are shown in Figure 4.7 below.
Figure 4.8 The two main land routes between Umm Qasr and Baghdad
(Expressway No. 1 and Highway No. 6).
4.4.1 Route A: Via Expressway No. 1
Design:
Length: Approximately 500 km

Width: 4 or 6-lanes with emergency lanes and median
Horizontal alignment radius: min. 5000 m
Longitudinal grade: max. 2 %
Pavement built to maximum axle loads of 16.3 tonnes and 13.2 tonnes as
permissible prevailing loads.
Design Speed: 130-150 km/h.
Supporting structures/facilities: Bridges, parking areas, filling stations,

overpasses, interchanges, access roads, junctions
Shortcomings:
A 150 km segment of Expressway No. 1 from Nassriyah to Diwaniya is

missing but currently under construction. When completed general capacity
of the roads in the corridor will be increased significantly. The Expressway
accommodates approximately 20 percent of the total traffic volume in Iraq,
and is assuming an increasingly vital role in the movement of goods.
Expressway No. 1 is poorly linked to the urban network in Baghdad. A high

capacity link from the Expressway to Baghdad City Centre has been de-
signed and the interchange almost completed. The outstanding work is con-
struction of 15 km expressway through a densely populated area from Yu-
sufyah to Daura. Another project which is considered important is a 13 km
expressway link between Hilla south of Baghdad and Expressway No.1.
All road furniture is missing.
4.4.2 Route B: Via Highway No. 6
Design:
Approximately 650 km long
4 to 2-lanes with and without median
Horizontal alignment radius: N/A
Longitudinal grade: N/A
Pavement design: Section wise the pavement is built to maximum axle

loads of 16.3 tonnes and 13.2 tonnes as permissible prevailing loads.

Shortcomings:
The Highway passes through many city centers which constitutes bottle
necks in the general flow of traffic.
Pavement condition is generally poor.
All road furniture is missing.
4.5 Bridges
The layout and condition of the different bridges in the Corridor are described in
detail in the Phase 2 report in Appendix E: Bridges.
Well over 100 bridges exist in the Corridor that constitutes various overpasses
and river crossings (especially on Highway No. 6). In addition there are a con-
siderable number of culverts.
The condition of the bridges various considerably, some having only minor
damages while others are completely destroyed from war action. In general all
bridges lack maintenance and there is a risk that the decay will accelerate if
proper maintenance is not employed soon.
As for the roads the bridge furniture such as railings, crash barriers and signs
have been stripped off on the majority of the bridges. This is an obvious safety
risk to the road users.
Figure 4.9 Example of war damage to bridge that requires urgent repair.

5 Main Findings of ITCS Phases 1 & 2
5.1 Transport Sector in General

The extensive emergency rehabilitation projects within the transport sector
(mainly for the ports and roads sector), initiated shortly after the invasion of Iraq
in the Spring of 2003, are now completed or well under way. For the southern
transport corridor from Umm Qasr to Baghdad the status as of today is that the
transport sector is now in a workable condition. However, still a lot remain to be
done to lift the infrastructure to a normal standard in the region.
Planning and prioritising future investments has therefore become a central is-
sue.
The present organisation and legal framework for the transport sector is basically
similar to the one which applied during the Baath regime, as no substantial ad-
ministrative and legislative reforms have been implemented during the political
transition period from Spring 2003 until now. It is expected that with the new
Constitution approved and the new Iraqi Government in place, the much needed
reforms, that shall transform Iraq from a state controlled economy to a more
market oriented economy, will gain pace.
The new Constitution will most likely result in more federal autonomy with de-
centralisation of the administration. Institutional changes will also be needed
within the transport sector to reflect the general decentralisation trend, and it is
important that the authorities are strengthened to meet the new requirements in
terms of administrative, executive and managerial capabilities.
5.2 Ports & Approaches

A main task within the ITCS has been survey, study and assessments of the Iraqi
Ports and Port Approaches. The study activities are described in detail in the:
Phase 2: Planning, Ports & Approaches Report. The detailed investigations re-
garding the important dredging aspect are reported in the Phase 2 Report: Envi-
ronmental Investigations.

The task has involved detailed data collection and surveys for the ports of:
− Umm Qasr (New and Old Port)

− Az Zubayr Port
− Abu Floos
− Al Maqal
and the port approaches of:
− Shatt Al Arab
− Khor Abd Allah
− Khor Az Zubayr
Moreover, several meetings and interviews have been held with various stake-
holders (UNDP experts), MoT and GCPI representatives.
The purpose of the above activities has been to clarify the present condition of
the port infrastructure, equipment and facilities and related operational aspects
for the ports. Based hereon projections have been made on capacity restrictions
and proposals are put forward on how best to promote the port development.
5.2.1 Main Conclusions
The main conclusions from the study of the ports and approaches are highlighted
in the following:
− There appear to be a potential for diverting a significant part of the

total import volume to the Iraqi ports from the present import
through ports of neighbouring countries, if constraints in the Iraqi
ports in terms of security and efficiency are removed. Capturing this
traffic would be beneficial both in terms of supporting the Iraqi
economy and reducing dependence on other countries.
− Generally the port infrastructure is in a workable condition. Some re-

furbishment will be required in the short term as part of the general
port management scheme and general maintenance shall take place
in order not to further deteriorate the condition of vital port infra-
structure. Prioritised actions shall be taken in this respect based on a
general strategic port master plan covering all the commercial Iraqi
ports and specific master plans for the individual ports.
− Port equipment is to a large extent in a poor state and outdated. Re-

placement seems the best option in many cases. Some port equip-
ment primarily in the two main commercial ports of Umm Qasr and
Az Zubayr, seems to be both workable and of relatively new origin.
A specific issue of concern are the dredgers, which seems to have in-
adequate capacity seen in relation to the demand for maintenance
dredging. This issue is discussed in more detail in the: Phase 2: Plan-

ning; Environmental Investigations report. However, lack of port

equipment does not seem to be the main reason for the inefficient
port operation observed at present.
− The state of the port facilities varies considerably from port to port.
Warehousing/storage capacity seems to be adequate in the main
commercial ports of Umm Qasr and Az Zubayr, although some rear-
rangement/housekeeping will be needed for these facilities to meet
present and future demand. It appears that there is a lack of social fa-
cilities (canteen, toilet facilities etc,) for the large number of port
staff.
− It appears that current berth facilities, equipment and handling meth-

ods - provided improved daily management (housekeeping) - are suf-
ficient to meet the demands in the short-to-medium term.
− Port security is a focal issue if Iraq shall attract more imports to its
own ports. According to our information USAID is at present assist-
ing GCPI in qualifying for an ISPS certification for the port of Umm
Qasr (not confirmed). This will require that more surveillance and
patrolling of port approaches are implemented and that security fenc-
ing and procedures are tightened in the port area.
− There appears to be an urgent need to decentralise the port organisa-

tion and to raise skill and capabilities of the managerial staff in the
ports. This should be done through target training and payment of
salaries that reflect and honour the professional capability of the
ports managerial staff. This will promote that more autonomy can be
granted to the individual ports, which in turn most likely will raise
the efficiency in the port operation. In this context the present or-
ganisation of GCPI should be streamlined in order better to support
the individual ports.
− Dredging requirements in the ports and port approaches are substan-

tial (see Figure 5.1) and will be a major cost burden in the operation
of the ports. Mitigation measures have been proposed in the ITCS to
reduce the dredging requirements. These need to be elaborated fur-
ther, but the dredging aspect appears to be crucial factor in the stra-
tegic development of the ports and the applied dredging strategy.

1)
Costs assum- Volumes Costs
ing 4 USD/m3
Capital Maintenance Capital Maintenance
(mill.m3) (mill.m3/y) (mill.USD) (mill.USD/y)
Base Scenario 2)
Shatt Al Arab 10,0 3,5 40,0 14,0
Khor Az Zubayr 13,8 7,6 55,2 30,4
Present Situation Scenario 3)
Shatt Al Arab 0 0 0 0
Khor Az Zubayr 0 4,8 0 19,2
Target Scenario 4)
Shatt Al Arab 7,6 2,8 30,3 11,2
Khor Az Zubayr 8,7 5,3 34,8 21,2
Notes: 1) Actual dredging strategy will influence the cost for dredging. 2) Base Scenario is the origi-
nal dredging depths. 3) Present Scenario reflects the present dredging depths. 4) Target Scenario is the
dredging depth proposed by the Consultant.
Figure 5.1 Summary of dredging requirement for ports and port approaches
for different dredging scenarios.
5.2.2 Recommendations
It is recommended that the following activities are initiated immediately to boost

the port development in Iraq:
− That a general strategic Port Master Plan is prepared for the Iraqi
Ports along with a more specific Port Master Plan for the main com-
mercial port of Umm Qasr. The purpose of this activity is to identify
the investment needs within the short, medium and long term and pri-
oritise these in a rational manner. Moreover, to secure that such initia-
tives supports the long term port development objectives.
− Target training and capacity building initiatives are taken for the port
managerial/key staff. It is believed that this activity will have an im-
mediate effect in raising the efficiency in the port operations. Detail
training plans to be prepared in cooperation with GCPI.

5.3 Roads
Another important task within the ITCS has been survey, study and assessments
of the Highways and Expressways in the Corridor. The study activities are de-
scribed in detail in the: Phase 2: Planning, Roads Report.
The task has involved O/D surveys, traffic counting, bottlenecks and constraints
identification and condition survey for the following roads in the Corridor:
− Expressway No. 1
− Highway No. 6
− Highway No. 8 (Basrah Governorate)
Moreover, initial coordination with MoCH and SCRB representatives has taken
place.
The purpose of the above activities has been to clarify the constraints and condi-
tion of the main roads in the corridor. Based hereon projections have been made
on when general capacity limits must be expected to occur and what require-
ments there are for road rehabilitation and maintenance.

The main conclusions from the study of the Expressway and Highways in the
Corridor are highlighted in the following:
Based on the fact finding and surveys in Phase 2 as well as in previous studies
the following general evaluation can be made for the road network in the trans-
port corridor:
• Capacity of the Road Network:

The capacity of the road network in the transport corridor is presumably
sufficient at present. However, over the next 20 years con-
straints/bottlenecks can be expected to develop locally. The extend of roads
becoming exhausted in terms of capacity and at what point in time depends
heavily on the speed of the economic recovery as well as the investment and
the modal split between rail and road transport over time. At present the
volume of goods and passengers transported by rail is insignificant accord-
ing to the ITMP-study.
However, the growth in traffic is correlated to the growth in GDP, which

has been estimated in the previous ITMP-study conducted by CIITI. As this
study is from 2003 it might need updating.
Furthermore, the transfer of traffic from the highways to Expressway No. 1

is also dependent on when construction of the missing part is completed.

• Constraints:
There are a number of constraints to the free flow of traffic in the road net-
work due to e.g. check points, diversions, junctions/intersections with insuf-
ficient capacity, etc.. Some of these must be assumed to be of a temporary
character (e.g. check points and diversions), but at present they pose a con-
straint to the free flow of traffic as well as a traffic safety issue.
• Pavement Condition:
From the received data it is obvious that some section require immediate at-
tention if the construction costs are not to rise dramatically. Other sections
require reconstruction, but the cost of rehabilitation is less influenced by the
timing. Finally, some sections require rehabilitation at some point in time -
overall the entire road network in the transport corridor is going to require
some kind of sealing or strengthening in the coming years.
However, quantification and a more specific timing of the various types of

rehabilitation works can not be established at present. This will require the
RSP data from Activity D.5, which has not yet been received.
Furthermore, it became evident from the data collection that existing data about
the physical parameters on roads and traffic held by the various Iraqi road au-
thorities have been lost - either as a consequence of war or as a result of looting.
Thus any data gathering by the Iraqi authorities will most likely be starting from
scratch and such a situation ought to dictate a thorough set of guidelines/rules for
storing data from the very beginning.
At present the findings can be used to list a number of issues, which it could be
beneficial to address:
• By-pass roads around city centres (bottlenecks on e.g. Highway No. 6)

Existing bottlenecks are a severe restriction on the free flow of traffic and
form a traffic safety issue - detailed registration and surveying required for
determining priority and sequence of addressing bottlenecks.
• Intersections to be upgraded
Intersections need upgrading due to exhausted capacity and as a traffic
safety measure - detailed registration and surveying required for determin-
ing priority and sequence of addressing intersections in need of upgrading.
• Temporary constraints to be removed (e.g. check points and diversions)

The current situation might necessitate check points, but as the stability of
the country is regained these could be removed and thus improve both the
free flow of traffic and traffic safety. Likewise, focus could be placed on di-
versions in order to remove the cause of the diversion and reinstate normal
traffic flow. Detailed registration and surveying required for determining
priority and sequence of addressing temporary constraints and the need for
proper signage and lighting while their are still in place.
• Critical "black spots" identified

"Black spots" identified in Basrah area (e.g. Saad Square, Basrah University

intersection and exit from paper mill) and pose a severe traffic safety issue -
detailed registration and surveying required for determining priority and se-
quence of addressing "black spots".
• Road furniture is needed (traffic signs, signal lights, guardrails, etc.)

A large portion of road furniture is either missing or in-operational - de-
tailed registration and surveying required for determining priority and se-
quence of addressing the need for road furniture, which should be based on
established sets of Iraqi standards.
• Policing
At present no effective enforcement of traffic rules - training of qualified
police officers needed as well as information campaigns targeted at drivers.
• Road management system

A reliable Road Management System is a requirement for an effectively and
economically operated infrastructure - procurement of appropriate system
and training of qualified staff needed.
• Capacity building for State Commission for Roads and Bridges (SCRB)
staff (training and provision of laboratory and survey equipment as
well as other hardware)
Appropriate equipment and the knowledge to use it correctly and in a timely
fashion is required in order to maintain a reliable database of the condition
of the infrastructure - procurement of appropriate system and training of
qualified staff needed.
It is recommended:
− That the important deferred Road Surface profiling activity (Activity

D.5 - Bump Integrator Survey) is carried out as soon as the official
commitment to participate in this activity is received from
MoCH/SCRB. The result of this survey will enable COWI to make an
estimate of the required rehabilitation for pavements of the main
roads in the Corridor.
− To expand the findings in Phase 2 with a Phase 3: Implementation,

where focus is assigned to strengthening the capacity of the SCRB
through implementation of a Road Management System (RMS) and
knowledge transfer through a Pilot Project, where all phases of a road
(and bridge) project should be covered from planning to execution.
The capacity building should cover training of SCRB staff, procure-
ment of survey and laboratory equipment and Technical Assistance in
the implementation of the RMS (data collection) and Pilot Project.

5.4 Bridges
In connection with the roads survey bridges in the corridor have been surveyed.
The study activities are described in detail in the: Phase 2: Planning, Bridges
Report.

The main findings of the survey are:
• Highway No.6: Most of the bridges registered are in urgent need for ei-
ther widening and/or reconstruction.
• Highway No.8 (Basrah Governorate): One Culvert has been reordered. It

is in a fairly condition, however, there is need for some repairs, mainte-
nance and furnishing.
• Highway No.40: One bridge has been reordered. The bridge is narrow and
generally in a bad condition and need for widening and/or reconstruction.
• Highway No.26: No bridges registered.
• Expressway No.1 (Basrah Governorate): There has not been any bridge
registered, however, a lot of culverts have been recorded and most of those
are in a fairly condition with need of some repairs, maintenance and fur-
nishing.
The following are recommended:
− Upgrading of the critical bridges identified on Highway No.6 (Al

Qurnah, Al Shafi and Al Chabbab).
− Upgrading of the safety for road users by reestablishment of crash

barriers, railing etc for all bridges/Culverts.
− Repairing/replacing bridge elements with major damages.
− Establishment of Bridge Management & Maintenance System.
− Establishment of Bridge Design Manuals.
− Coordination with ERRP.

6 Capacity Building
Iraqis are generally well educated with skilled professionals in most engineering
fields, but the isolation under which they have lived for several decades, has ac-
centuated the need for training into modern engineering techniques and instru-
mentation.
The ITCS involves of number of fields of specialisation such as marine engi-

neering, port planners, hydraulic engineers, environmentalists, surveyors, pave-
ment experts etc. COWI do cover the majority of these specialities in-house and
where this is not the case COWI has teamed up companies or individuals that do
cover all the needed professional expertise.
The present security situation in Iraq does not allow the team professionals to
enter Iraq, and it has therefore been necessary to team up with a local consultant,
who can carry out the important fact finding and surveying inside Iraq. To this
purpose COWI teamed up with the Engineering Consultancy Bureau (ECB) at
Basrah University. ECB has traditionally carried out a number of consultancy
services in Iraq within the engineering field.
Moreover, COWI teamed up with a local institutional expert (Mr. Ammar Mo-
hammad Elattiya) with insight into the administration of the Transport Sector.
In order to secure that these local professionals can carry out all the specialised
work needed, training and knowledge transfer has been an important part of the
ITCS Phase 2.
6.1 Training
Two training sessions have been held with the ECB team covering the survey
activities for ports, port approaches and roads.
6.1.1 Training Part 1:

Training Part 1 was carried out in November 2005 (16th Nov – 28th Nov) in Ku-
wait, where COWI has a Branch Office. The focus of this training was on gen-
eral surveying techniques using GPS and PADs and more specifically in visual
surveying techniques for ports, port approaches, roads and bridges. Detailed sur-
vey forms were handed out to be used by the survey teams inside Iraq.

Detailed planning of the survey work inside Iraq was discussed between the
COWI experts and the ECB teams. Subsequently, ECB left for Iraq to conduct
Survey Part 1.
Figure 6.1 Training Part 1 - COWI and ECB port team members in the COWI
office in Kuwait.
6.1.2 Training Part 2:

Training Part 2 was carried out in January/February 2006 (28th Jan – 8th Feb) in
Kuwait. The focus of this training was for the roads team the training in the use
of a laser based Road Surface Profiler (RSP). The intention was to have SCRB
staff trained in this at the same time, but as official commitment from MoCH
was not received at this stage, this was not possible. The ECB roads team also
received training in detailed visual inspections of pavements in order to supple-
ment the RSP registration.
For the ports team focus shifted from port infrastructure to port equipment, fa-
cilities and port operation.
Experience and review of data from Survey Part 1 was elaborated between the
COWI experts and the ECB team and required adjustments for survey Part 2
were agreed.
The main adjustment made concerned the area to be surveyed by the Roads
Team. Due to the worsened security situation in Iraq it was agreed to focus the
detailed roads survey in the Basrah Governorate, where the situation is relatively
calm.

At completion of Training Part 2 ECB left for Iraq to conduct Survey Part 2.
The Iraqi Institutional Expert also met his COWI counterpart during the Training
Part 2 and agreed the scope and time plan for collecting relevant data on the in-
stitutional set-up in the Iraqi Transport Sector.
6.1.3 Training of Authority Staff

The results of the work done by COWI shall eventually become the shared prop-
erty of Danida and the Iraqi Government. However, the process of arriving at the
study conclusions should ideally involve staff from the relevant authorities due
to the obvious benefits of knowledge transfer. Moreover, it is the intention that
the survey equipment used in the Study will be donated to the relevant authori-
ties at the conclusion of the ITCS as part of the capacity building in the said in-
stitutions.
Due to the turbulent political situation in Iraq at present it has not been possible
to obtain official commitment to the project and thus the training of authority
staff, specific joint survey activities and subsequent handing over the survey
equipment has been deferred until the new Iraqi Government is in place.
6.2 Procurement
A substantial element of the ITCS is the procurement of various surveying
equipment to be used in the training and surveying and eventually to be handed
over to relevant Iraqi authorities as part of the capacity building in these organi-
sations.
6.2.1 Hydrographic surveying

For the hydrographic surveying of ports & port approaches the following vessel
and equipment has been procured:
Survey vessel:
The survey vessel procured is a multi purpose surveying/patrol boat of the type:
Targa 31 MK II produced by Botnia Marin, Finland.
This type of boat has previously been supplied to a number of police authorities
in European countries, and the Harbour Authority in Saudi Arabia and has also
been in use as survey vessel in such remote and rough areas as Greenland.

Figure 6.2 Survey vessel Targa 31 MK II.
Layout details, 3600 views, video of the boat in action can be found on the inter-
net address: www.targa.fi.
The boat is powered by a D 6-310 (HP)/DPH Volvo Penta diesel engine offering
a cruising speed of 26 knots. Propulsion is by Z-drive with Duoprop. Bow
thruster is provided. The fuel tank accommodates 900 kg of diesel fuel sufficient
to reach from Umm Qasr to Basrah on one full tank.
The boat will be fitted with state-of-the-art navigation system and instrumenta-
tion and also an extra diesel generator to power the air condition system. Routine
spare parts for approximately 5 years of operation will be provided with the
boat.
The boat is now in the custody of the boat supplier: Reese Marine in Aabenraa,
Denmark, ready for training of staff from the GCPI surveying department.
Survey equipment:
The survey vessel will be fitted with the following survey equipment enabling
the vessel to carry out most marine survey tasks "stand alone".
• Thales Z-Max RTK GPS system incl. accessories,

• Thales DG 16 GPS receiver w. IALA Beacon receiver and WAAS re-
ceiver for differential signals,
• EIVA Single Beam Suite software system (HYPACK compatible),
• Computer hardware incl. 3 flat monitors,
• Flux Gate Compass KVH Gyro Track,

• TSS HS 50 Heave Compensator,

• Reson Navisound 515 dual freq. (33/210 KHz) Echosounder,
• Reson TC122 combined 33/210 KHz Transducer,
• Valeport model 70006 Self Recording Tide Recorder,
• FSI NXIC CTD for Sound Velocity with Windows software,
• Benthos Chirp/CW dual Ch. dual freq full digital Side Scan Sonar,
• Geometrics G882 Magnetometer.
Figure 6.3 Hydrograhic survey equipment procured for the ITCS.
The survey equipment is now fitted in the survey vessel and ready for the train-
ing of the staff from the GCPI survey department.
6.3 Data Exchange

A considerable amount of data has been collected as part of the ITCS and still
more data is expected to come in when the deferred survey work in cooperation
with the relevant authorities have been carried out.
The Iraqi authorities have expressed interest in obtaining access to the data and it
is an important task to secure the data transfer from the ITCS to the project
stakeholders.
Details of this transfer still needs to be agreed between Danida and the Iraqi Re-
cipient, however, it is proposed that the data is stored digitally on the COWI
Project Portal until this has been agreed finally. The Project Portal will be split
in two parts one covering the Road Part of the project and the other covering the
Port part of the project.

Eventually, web based solutions could be applied as proposed in the report Phase
2: Planning; GIS and Training.

7 Way Forward
Within the last 3 years considerable donor funding has been allocated for emer-
gency rehabilitation projects in the Iraqi transport infrastructure and these pro-
jects have resulted that most of the infrastructure is now workable. However,
there are still considerable needs in order to bring the transport infrastructure
into efficient operation.
With the new Iraqi Constitution in place and the imminent appointment of a new
Iraqi Government, there is a prospect that the volatile political environment that
has ruled during the transition period from the ousting of the Baath Party until
today, can be replaced with more calm so that concrete steps can be taken in the
much needed reform process of Iraq.
To secure that future transport investments are taken on a rationale basis, and
that these will prove sustainable, there is now an urgent need for:
− Long term planning,
− Institutional reforms within the concerned authorities and execut-

ing organisations
− Capacity building within the said authorities and executing organi-

sations e.g. with training for administrative and management staff
within the transport sector.
The ITCS has identified a number of actions and projects which are believed to
boost the development within the Iraqi transport sector. These have been listed
in the task specific report in the Appendices and summarised above for the rele-
vant transport sectors.
How we foresee that these projects can be implemented is briefly described in

the following.
7.1 Finalising Phase 2

During Phase 2 of the ITCS it has not been possible to conclude all the activities
as originally anticipated. Most of these activities have required the active par-
ticipation of ministries and authorities, notably the MoT and MoCH and the
GCPI and SCRB. Memorandum of Understanding (MOU) have been prepared

between Danida and the concerned ministries, but due to the political deadlock
following the elections in January 2006 and the delay in forming the new Iraqi
Government, it has not been possible to have these MoU’s signed and thus the
needed commitment from the concerned authorities.
It appears that there is now some movement in the political process and that the
formation of the new Iraqi Government is imminent.
This will hopefully entail that the MOU’s can be signed soon and that the impor-
tant outstanding activities from Phase 2 can be finalised.
The outstanding Phase 2 activities are:
1. Training of GCPI staff in hydrographic surveying and handing

over of survey vessel and hydrograhic equipment. Training is
planned to take place in Denmark. Survey vessel and survey
equipment is presently in the custody of the boat supplier: Reese
Marine in Aabenraa, DK.
2. Training of SCRB staff in pavement inspections using the laser

based Road Surface Profiler and supplementary visual inspections.
Training is planned to take place in Kuwait, where the survey
equipment is stored in the COWI Kuwait Office.
3. Training of SCRB staff in GIS. Training is planned to take place

in DK.
4. Surveying of Ports and Port Approaches by GCPI using the do-

nated equipment.
5. Surveying of Highways and Expressway No. 1 in the corridor by

SCRB using the Laser Based Road Surface Profiler, combined
with visual inspections.
6. Analysing hydrographic survey data in cooperation with GCPI.

Follow-up on the training.
7. Analysing road survey data in cooperation with SCRB. Get the

data into a GIS database and make financial analysis of the data
according to the HDM4 model. Follow-up on the training.
8. Conduct a workshop with the Iraqi recipient where the results of

the ITCS Phase 2 can be presented and where a general introduc-
tion to infrastructure management can be made.
A detailed programme for the above activities can be prepared when the official
commitments are received from the concerned Ministries and Authorities.

7.2 Phase 3 - Implementation

The ITCS activities have revealed the need for follow-up on the activities carried
out in Phase 2. These activities have been specified in the specific Phase 2 Re-
ports covering the respective transport sectors (Project Catalogues). It is recom-
mended that the ITCS Phase 2: Planning is supplemented with a Phase 3: Im-
plementation. The activities included in Phase 3 are briefly outlined below. Ref-
erence is made to the detail project catalogues appended to the Phase 2 reports:
Ports & Approaches (Appendix C) and Roads (Appendix D).
7.2.1 Port Sector
Strategic Port Master Plan:

A comprehensive Strategic Port Master Plan should be carried out for all the
Iraqi Ports. The purpose of the strategic planning is to set out objectives for the
port development in the medium to long term, covering all the Iraqi Ports. Priori-
ties should be listed and conceptual investment plans outlined. Institutional rela-
tionship between GCPI and the individual port should be addressed along with
the commercialisation issue for the ports. Potential new port developments
should also be addressed.
Tentative timeframe: 6-9 months
Tentative budget: Approx. 0.6 Mill. US$
Umm Qasr Port Master Plan:

This strategic plan should be accompanied with a more specific Master Plan for
the main commercial port of Umm Qasr. This plan will cover the specific devel-
opment objectives for the Umm Qasr Port (New and Old Ports) and address the
specific development and investment plans for the medium and long term for
this port.
Tentative timeframe: 6-9 months
Tentative budget: Approx. 0.6 Mill. US$
Capacity Building:
The above planning aspects should be carried out in a close cooperation with
MoT, MoP, GCPI and other Iraqi stakeholders. It is envisaged that capacity
building will be needed in the planning departments of the relevant ministries
and authorities e.g. through training and supply of planning tools.
Tentative timeframe: As above
Tentative budget: To be defined

7.2.2 Roads Sector
Road Management System:
For the strategic planning of future road investments in Iraq, SCRB need to es-
tablish a systematic database and analysing tool for the road network. It is rec-
ommended that a GIS based Road Management System (RMS) is established,
where collected survey data (e.g. from Road Surface Profiling) can be stored and
analysed. The RMS shall include a Pavement Management System (PMS). The
implementation will cover relevant soft- and hardware and training of SCRB
staff.
Tentative timeframe: 3 months
Tentative budget: 1.0 Mill. US$
Bridge Management System:
As bridges are an integrated part of the road network, and in Iraq a substantial
part of the same due to the numerous river crossings, it is recommended to sup-
plement the Road Management System with a Bridge Management System. The
system has the same general purpose as the RMS namely to provide a systematic
database and analysing tool, however, solely covering the Iraqi bridges. Due to
potential synergy effects with the RMS it is recommended that the BMS is im-
plemented in parallel to the RMS. The implementation will cover relevant soft-
and hardware and training of SCRB staff.
Tentative timeframe: As above
Tentative budget: 0.3 Mill. US$
Pilot Project:
It is recommended to identify a Pilot Project in one of the southern provinces of

Iraq, where all phases of a road project will be covered, from the early planning
stage to construction. The project could involve a critical intersection or a sec-
tion of one of the main roads in the corridor – ideally involving a bridge as well.
Planning, surveying, conceptual design, detailed design, preparation of tender
documents and supervision of execution shall be covered in a close cooperation
with SCRB staff. Training and capacity building of local SCRB office is envis-
aged e.g. through provision of land survey and laboratory equipment.
Tentative timeframe: 12 months (planning phase only)
Tentative budget: 1-2 Mill. US$ (depending on the amount of equipment to

be purchased)

Appendix A: Phase 2: Planning; Transport

Economics

Appendix B: Phase 2: Planning; Institutional

Component

Appendix C: Phase 2: Planning; Ports &

Approaches

Appendix D: Phase 2: Planning; Roads

Appendix E: Phase 2: Planning; Bridges

Appendix F: Phase 2: Planning; Environmental

Investigations

Appendix G: Phase 2: Planning; GIS & Training

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Ministry of Foreign Affairs, Danida

File No.: 104.Iraq.2-5

Report no. 61515-TEC2-Summary

2 Post War Iraq 14

3 The Umm Qasr - Baghdad Transport Corridor 19

5 Main Findings of ITCS Phases 1 & 2 33

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

Figure 0.1 Transport corridor studied in the ITCS.

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

The objective of the study is to:

• Supplement the ITMP study within Ports, Waterways and Main

The scope of work includes:

• Procurement of survey equipment

Main findings and conclusions from the ITCS are:

• It has been difficult to secure Iraqi Governmental ownership of

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

• Cooperation has been established with Engineering Consulting

• It is assessed that the transport infrastructure in the Corridor

• From initial contacts to MoT and in line with the preliminary

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

• The important outstanding Phase 2 activities are carried out as

• Phase 3 - Implementation of the ITCS - as described in Chapter 3

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

CEB Consulting Engineering Bureau (Engineering College, Uni-

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

List of Names - Iraq

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

List of Names - Iraq

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

1.1 Objectives of the Study

• The infrastructure and transport system in the Umm Qasr- Baghdad

The immediate objective is defined as:

• A staged and cost-effective, socially balanced and environmentally sus-

• A process for establishment of institutional set-up to ensure national

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

• Current status of the transport infrastructure in the corridor has be as-

• Set-up of a prioritised list of actions to establish a cost-effective and sus-

1.2 Scope of Work

• Data collection and review, hereunder establishment of a GIS da-

• Training of ECB staff in surveying (training of GCPI/SCRB staff

• Surveying of main transport infrastructure,

• Assessment of ports, port approaches and main roads in the Cor-

• Hydraulic and sediment modelling,

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

• Preliminary environmental impact assessment,

• Transport demand forecasting,

• Capacity assessment of critical transport infrastructure,

• Financial parameters and economic feasibility evaluations

The Summary Report provides an introduction to the project, the background

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

2 Post War Iraq

Rebuilding of Iraq's infrastructure, neglected for several decades, is thus a prior-

2.2 Political Developments

P:\61515A\3_Pdoc\Phase 2\DOC\Summary Reports\ITCS - Phase 2; Summary Report.doc .

A new interim government was formed following the parliamentary election in

A new National Assembly was elected on 15th December 2005 consisting of

According to the new constitution Iraq is a Federal Republic, however, some

In addition to the turbulent political situation, the security situation remains a

2.3 Security Situation

A local consultancy company (Engineering Consultancy Bureau (ECB), Basrah