Congested border crossing may affect U.S. buildup in Afghanistan

Image by isafmedia via Flickr

By Joshua Partlow
Washington Post Foreign Service
Tuesday, January 19, 2010; A06

SPIN BOLDAK, AFGHANISTAN -- The pace of President Obama's troop buildup in Afghanistan hinges in part on a narrow, pothole-riddled dirt track that is controlled by a 33-year-old suspected drug lord and by the whims of the Pakistani military.

It is down this road each month that thousands of cargo trucks bearing U.S. and NATO military supplies pass through the only major border crossing in southern Afghanistan -- the area where most American troop reinforcements are scheduled to deploy.

Here at the border crossing, where traffic switches from the left side of the road in Pakistan to the right in Afghanistan, supply trucks must pass along with the flood of pedestrians, donkey carts, drug shipments and materials to make roadside bombs. Only about 2 to 3 percent of the vehicles are regularly searched, and payoffs to border guards are rampant, U.S. military officials say.

Image by lafrancevi via Flickr

The chaos and congestion of this border crossing have become a matter of urgent concern as military logisticians scramble to fulfill Obama's plan for bringing 30,000 more U.S. troops to Afghanistan this year. Compounding the problem is that Pakistan has been slow to respond to U.S. proposals to create a separate lane for coalition military vehicles and nighttime crossing rights, U.S. officials say.

Gen. Stanley A. McChrystal, the top U.S. and NATO commander in Afghanistan, flew to Quetta, Pakistan, on Monday to meet with Pakistani military commanders, then toured the border crossing with officials from both countries.

"It's absolutely key to have this gate functioning better," said Maj. Gen. Hubert De Vos, a Belgian army officer who is the deputy chief of staff for resources with the coalition military command. "It's a direct link to the south, and the south is absolutely critical."

Hastening overland supplies of fuel, food and military equipment to Afghanistan is just one issue in a frenzy of logistical work that is required to feed, house and protect soldiers coming to fight. The military is rushing to construct and expand military bases, dig wells and build power plants, dining halls, aircraft landing strips and temporary housing. At the end of each week, coalition officials responsible for southern Afghanistan convene for hours to monitor the progress -- meetings that have earned the nickname "Friday night fights."

Maj. Gen. Don T. Riley, the chief engineer for U.S. forces in Afghanistan, said the pace of traffic through Spin Boldak needs to increase to 150 NATO supply trucks a day, up from the current average of just under 100. These additional trucks are needed, among other reasons, to slake the military's demand for fuel, which is expected to increase by 30 to 40 percent.

The U.S. military has longer-term plans to build a bypass road around the crossing. In the short term, it is pushing for overnight access through the border.

But for the past month, Pakistan has given little ground. Part of the problem is apparently bureaucracy, with at least five Pakistani agencies involved in providing security for NATO convoys between the port city of Karachi and the border. In the past, Pakistani officials also have criticized U.S. plans to increase troop levels, arguing that an intensified war will spread back into their country.

There is trouble on the Afghan side as well. The urgency to increase the flow of military supplies has forced the U.S. military to rely heavily on Abdul Razziq, the illiterate local commander of the Afghan border police.

According to U.S. military officials, Razziq wields near total control over Spin Boldak and the border crossing. Razziq, a former anti-Taliban fighter, owns a trucking company, commands 3,500 police, effectively controls the local government, and reportedly takes in millions from extorting passing vehicles and trafficking drugs. He is a colonel, but his soldiers call him "general." On Monday, Razziq popped pistachios while smiling and chatting with U.S. generals.

Razziq can shut down the border crossing at will. He also provides intelligence to Americans about potential attacks and keeps the insurgency in check in his area. He says he is amenable to U.S. plans to fast-track NATO supplies but has tried to keep U.S. soldiers at arm's length at the crossing point.

Razziq said in a telephone interview that the allegations against him are "totally baseless," and that in the past three months his police has confiscated 11 tons of drugs and arrested at least 15 traffickers. "If they have any kind of evidence, then they should present that evidence," he said.

Razziq's power also seems to anger Pakistan, which already has a fraught relationship with Afghanistan over the disputed border. One Western official who works with the Pakistani Army said Pakistan wants the border crossing to be more efficient to avoid backups on its side.

But, he said, Pakistani officials find Razziq "unpalatable," think that he is slowing traffic and are upset that "he's getting all the money." Fittingly, the Friendship Gate, which marks the border with dual archways, is locked.

Riley, the chief engineer, said Secretary of State Hillary Rodham Clinton, regional envoy Richard C. Holbrooke and U.S. Ambassador to Afghanistan Karl W. Eikenberry are "all working feverishly to get the two governments to work a little more closely together" to speed supplies.

After his meetings in Quetta and Spin Boldak on Monday, McChrystal sounded optimistic.

"We want to make sure that it's as efficient as it can be," he said of the border crossing. "And instead of it being something where the two nations don't work closely together, we'd really like it to be something that's a little closer to a handshake. And I think we can do that."

Special correspondent Javed Hamdard in Kabul contributed to this report.

Northern Supply Network for Afghanistan Hits Snags

Deirdre Tynan: 7/23/09

The Northern Distribution Network, an American-assembled logistical pipeline designed to ease and expand the flow of supplies to coalition forces in Afghanistan, is off to a lackluster start.

The land routes for the delivery of non-military goods from Europe to Afghanistan via Central Asia provided just over 250 containers between June 5 and July 14. That total is far short of the number originally envisioned by military planners. During a Senate hearing in March, Gen. Duncan McNabb, the head of TRANSCOM, the military's transport wing, predicted that the NDN would transport "hundreds of containers" per day.

The existing rail route, which begins in Riga, Latvia, and ends at border points in Uzbekistan and Tajikistan, appears to be experiencing bottlenecks and other problems. On June 5, TRANSCOM officials told EurasiaNet, "We have shipped roughly 750 containers of construction material and other general supplies for US forces in Afghanistan through the NDN, which includes the original 'proof of concept' shipment of about 200 containers. "

"With the appropriate transit agreements in place, the US Transportation Command began using existing rail and road infrastructure in mid-May," the Transcom statement added. "It is important to note that no additional construction was necessary and the NDN utilizes commercial companies from origination to destination."

On July 14, TRANSCOM said, "For obvious operational security reasons, we cannot provide geographic and time-sensitive specifics of moving military cargo. But to update information previously provided, the US has shipped more than 1,000 containers of non-lethal cargo, such as construction materials and other general supplies, along the Northern Distribution Network."

In June and July, according to publicly available data, only seven containers a day on average were arriving in Afghanistan via the NDN. A commercial source, speaking on condition of anonymity, characterized the performance as "ridiculous." Railway experts have also questioned whether the Uzbek rail route, which crosses the Afghan border at Termez-Hairaton, is capable of handling the amount of traffic envisioned by the US military and its allies.

David Brice, an international rail consultant who made recommendations on upgrading the capacity of Hairatan two years ago, said the depot remains under-equipped to deal with a large volume of traffic. "There will certainly be a capacity problem in the Termez-Hairatan section, which two years ago was handling its full capacity of three or four trains daily without the US traffic," Brice said.

"Three-quarters of the terminal area was disused and the working area very badly equipped for its task," he told EurasiaNet in an interview. "The ideal route for this traffic would be deep sea via Bandar Abbas and the new Iranian rail line being built from Sangan to Herat. It's a massive problem, though, due to the current political tension between the United States and Iran."

Given the complexities of overland operations, an air-transit deal for arms and military equipment, struck by Presidents Barack Obama and Dmitry Medvedev in Moscow in early July, appears to be an important breakthrough. However, America's partners in the region say similar arrangements with the United States have not been negotiated.

Daniyar Mukataev, a spokesman for the Kazakh Ministry of Transport and Communications said, "There are no agreements or talks between Kazakhstan and the United States on the transit of military cargoes through the territory of Kazakhstan. After reaching agreement with Russia, they now have to talk with Kazakhstan and then with Uzbekistan on the transit of military cargoes. But for the moment the agreement with Russia is just empty words."

When EurasiaNet asked the US State Department if attempts were being made to secure military transit agreements with the Central Asian states, the press office did not respond directly to the question, referring instead to Under Secretary of State William Burn's remarks publicized during his early July trip to Central Asia. Burns told reporters in Ashgabat, Astana, Bishkek and Tashkent, that Washington looked forward to "new ways of working together."

Some regional observers suggest the United States may have underestimated the complexities, both political and logistical, of establishing the NDN. "We have to realize that this network implies crossing of the borders of several states and every transit country is looking out for its own material interests," said Andrei Grozin, the director of the Central Asia Department at the CIS Institute in Moscow.

"Frankly speaking, this is one of the main reasons why the system is not set up properly and not working well," Grozin continued. "There are of course objective reasons such as the complexity of the system itself. But, mostly it's all about the borders, the financial interests of the transit countries, and corruption in these countries."

Central Asian leaders publicly express concern about the security threats originating from Afghanistan, but, although they don't say so openly, the NDN is also seen as a lucrative opportunity, Grozin said. "The United States understands that for solving its geopolitical and other problems, it has to pay," he added.

But many experts are asking: is Washington overpaying? Several indicators would seem to suggest that the Pentagon's tendency to throw money at the problem is not producing desired results. Not only is the rail network not delivering as expected, financially speaking it's shaping up as something of a boondoggle.

Russian and Uzbek companies are reorganizing their structures to take maximum advantage of the Pentagon's commercial approach to the NDN. In a move designed to get the network up and running quickly, defense officials eased tender rules to allow for lucrative contracts to be granted with no competitive oversight. That has seemed to stimulate a feeding frenzy among regional transport entities.

Russian Railways, for example, has confirmed to EurasiaNet that it is seeking a grant from the US government to upgrade the Termez-Galaba-Hairaton border crossing between Uzbekistan and Afghanistan.

A spokesperson for Russian Railways said on July 9, "We can confirm that Russian Railways seriously addresses the issue of modernization at Galaba-Hairaton on the Uzbek-Afghan border to transit American goods from Riga [Latvia] to the border with Afghanistan. Also, a proposal was sent to Ministry of Foreign Affairs of Russia on the need to involve US participation in the financing of the widening [of the narrow gauge tracks] at Galaba-Hairaton on the Uzbek-Afghan border."

Neither the Russian Ministry of Foreign Affairs nor the US State Department would elaborate on the information provided by Russian Railways.

Editor's Note: Deirdre Tynan is a freelance journalist who specializes in Central Asian affairs.