knight11
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The North-South Corridor comprises the following three routes: Tajikistan-Afghanistan-Pakistan section (about 2,200km) via Shir Khan Bandar & Ai Khanum going to Turkam, Spin Buldak & Ghulam Khan; Uzbekistan-Afghanistan-Pakistan section (about 2,900km) via Hairatan going to Turkham, Spin Buldak & Ghulam Khan; Turkmenistan-Afghanistan-Pakistan section (about 3,200km) via Aquina going to Turkham, Spin Buldak & Ghulam Khan.
The East-West Corridor comprises the following three routes: Tajikistan-Afghanistan-Iran section (about 2,800km) via Islam Qala or Zaranj going to Chabahar; Uzbekistan-Afghanistan- Iran section (about 3,200km) via Islam Qala or Zaranj going to Chabahar; Turkmanistan-Afghanistan- Iran section (about 2,600km) via Islam Qala or Zaranj going to Chabahar.
Kabul -Jalalabad-Torkham 224km on-going construction
Kabul–Gardiz 125km survey completed
Gardiz – Khost 105km design completed
Khost –Ghulam Khan 70km planned
Jalalabad–Asmar 130km Survey completed
Kandahar -Spin Boldak 104km (funded by ADB) completed by by end-2004. The first layer was completed by end of December 2003
Dileam–Zaranj 212km survey Completed
Haeat –Islamqala 120km completed
Heart-Torgundi 119km planned
Pulikhun –Sher Khan Bandar 169km on-going construction
Pulilhum–Hairtan 265km on-going construction
Ring-Road of 2,237km road now being constructed to connect most of the provinces to each other:
Kabul –Kandahar 485km completed
Kandahar–Herat 456km on-going construction
Herat–Andikoy 550km on-going construction
Pulikhun–Dushi 43km planned
Dushti–Kabul on-going construction
For all of the above-mentioned projects, several Indian firms are involved & it is for this reason that Indian consulates are located in Herat, Kandahar, Mazhar-e-Sharif & Jalalabad. Of course the buffoons in Pakistan won’t comprehend all this & therefore tend to jump to erroneous conclusions.
The Chabahar port is in the east of the Strait of Hormuz at the intersection of the Gulf of Oman and the Arabian Sea. It is 72km from Pakistan’s strategic port of Gwadar (under development by China) and 1,400km to Mumbai in India. Through Iran’s network of railways and highways, the port provides access to Afghanistan to the east and nearly all of Central Asia and the Caucasus to the north of Iranian plateau and, depending on the destination, it can cut the time it takes to transport products and goods by between third and fifth of what it presently takes. Iran has already constructed the route from Chabahar to Milak on the Iran-Afghanistan border, which passes through Iranshahr and Zahedan. From Milak, this route is connected to the Zaranj-Delaram highway. Most major road routes at the moment run from Chabahar to northern Iran close to the Afghanistan border and then enter Afghanistan (through either Zaranj in southwestern Afghanistan and then connect to Highway A77 to Kabul and Kandahar or through north western Herat province), Uzbekistan (via Afghanistan’s Herat province to Tashkent) and Tajikistan (via Turkmenistan). The construction of phase-1 of Chabahar port began in 2002 with $86 million in initial investment from a joint venture by two state-owned Indian port authorities: Jawaharlal Nehru Port Trust and Kandla Port Trust. The two companies are investing a total of $300 million in the port’s construction. India’s first foreign port project, Chabahar carries high geo-strategic value for India—and increasingly for other Asian countries—as the port connects the Indian subcontinent to Afghanistan and Central Asia. A number of other initiatives are now in the process of completion. These include the Chabahar-Faranj-Bam railway, the rail link between Hajigak and Chabahar and the Chabahar-Zahedan-Mashhad rail link, which will be further extended to Herat and Mazar-e-Sharif and be finally connected with Termez in Uzbekistan. Once all this is completed in the near future, exploitation of rich mineral deposits in north and central Afghanistan, including Hajigak (iron ore mines in Bamiyan, (where India’s Iron and Steel Consortium has won mining rights), will commence.
Here’s the map showing the transportation corridors:
h**p://w**.idsa.in/images/Chabahar_BehuriaRizvi.jpg
The East-West Corridor comprises the following three routes: Tajikistan-Afghanistan-Iran section (about 2,800km) via Islam Qala or Zaranj going to Chabahar; Uzbekistan-Afghanistan- Iran section (about 3,200km) via Islam Qala or Zaranj going to Chabahar; Turkmanistan-Afghanistan- Iran section (about 2,600km) via Islam Qala or Zaranj going to Chabahar.
Kabul -Jalalabad-Torkham 224km on-going construction
Kabul–Gardiz 125km survey completed
Gardiz – Khost 105km design completed
Khost –Ghulam Khan 70km planned
Jalalabad–Asmar 130km Survey completed
Kandahar -Spin Boldak 104km (funded by ADB) completed by by end-2004. The first layer was completed by end of December 2003
Dileam–Zaranj 212km survey Completed
Haeat –Islamqala 120km completed
Heart-Torgundi 119km planned
Pulikhun –Sher Khan Bandar 169km on-going construction
Pulilhum–Hairtan 265km on-going construction
Ring-Road of 2,237km road now being constructed to connect most of the provinces to each other:
Kabul –Kandahar 485km completed
Kandahar–Herat 456km on-going construction
Herat–Andikoy 550km on-going construction
Pulikhun–Dushi 43km planned
Dushti–Kabul on-going construction
For all of the above-mentioned projects, several Indian firms are involved & it is for this reason that Indian consulates are located in Herat, Kandahar, Mazhar-e-Sharif & Jalalabad. Of course the buffoons in Pakistan won’t comprehend all this & therefore tend to jump to erroneous conclusions.
The Chabahar port is in the east of the Strait of Hormuz at the intersection of the Gulf of Oman and the Arabian Sea. It is 72km from Pakistan’s strategic port of Gwadar (under development by China) and 1,400km to Mumbai in India. Through Iran’s network of railways and highways, the port provides access to Afghanistan to the east and nearly all of Central Asia and the Caucasus to the north of Iranian plateau and, depending on the destination, it can cut the time it takes to transport products and goods by between third and fifth of what it presently takes. Iran has already constructed the route from Chabahar to Milak on the Iran-Afghanistan border, which passes through Iranshahr and Zahedan. From Milak, this route is connected to the Zaranj-Delaram highway. Most major road routes at the moment run from Chabahar to northern Iran close to the Afghanistan border and then enter Afghanistan (through either Zaranj in southwestern Afghanistan and then connect to Highway A77 to Kabul and Kandahar or through north western Herat province), Uzbekistan (via Afghanistan’s Herat province to Tashkent) and Tajikistan (via Turkmenistan). The construction of phase-1 of Chabahar port began in 2002 with $86 million in initial investment from a joint venture by two state-owned Indian port authorities: Jawaharlal Nehru Port Trust and Kandla Port Trust. The two companies are investing a total of $300 million in the port’s construction. India’s first foreign port project, Chabahar carries high geo-strategic value for India—and increasingly for other Asian countries—as the port connects the Indian subcontinent to Afghanistan and Central Asia. A number of other initiatives are now in the process of completion. These include the Chabahar-Faranj-Bam railway, the rail link between Hajigak and Chabahar and the Chabahar-Zahedan-Mashhad rail link, which will be further extended to Herat and Mazar-e-Sharif and be finally connected with Termez in Uzbekistan. Once all this is completed in the near future, exploitation of rich mineral deposits in north and central Afghanistan, including Hajigak (iron ore mines in Bamiyan, (where India’s Iron and Steel Consortium has won mining rights), will commence.
Here’s the map showing the transportation corridors:
h**p://w**.idsa.in/images/Chabahar_BehuriaRizvi.jpg
