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Bulletin 5 2004 UNJLC Iraq

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1. Transport Corridors

(a) Volumes into Iraq: A Revised Estimate

Revised estimates of cargo traffic into Iraq suggest that an average of 60,000 tonnes of dry goods per day passes through all overland and sea corridors. This excludes fuel and military-related cargos. Estimates of air cargo into Iraq are between 100 and 150 tonnes per day.

In this bulletin, UNJLC will focus on the Turkish corridor following a mission by UNJLC to the Iraq-Turkey border. The Syrian corridor was addressed more fully in UNJLC Bulletin 3 of 2004 (July 16th, 2004); Jordan in Bulletin 2 (July 2nd); and Umm Qasr in Bulletin 1 (June 18th). The Umm Qasr corridor will be addressed further in the next bulletin, as will routes via Kuwait and Saudi Arabia.

(b) The Turkish Corridor: General Description

The main border crossing from Silopi in Turkey to Zakho in Iraq appears to be by far the busiest of all transit points into Iraq. An estimated total of 40,000 tonnes per day passes through the borders, either imports or exports. Daily trucked volumes into Iraq are estimated at 13,000 tonnes of refined fuel products and 15,000 tonnes of dry goods. Main exports from Iraq are about 12,000 tonnes per day of crude oil exported. There is little reliable information on volumes of Iraqi dry goods exports. These seem mainly to be scrap metal.

Estimated daily traffic is as follows:

  Trucks  
Destination Oil/fuel Dry goods Small vehicles Total
To Iraq 766 803 525 2094
To Turkey 717 706 490 1913
Total 1483 1509 1015 4007

The key feature differentiating the Turkish corridor from others is that most exports originate from Turkey itself, rather than being transhipped from other sources. As such, whilst Turkish ports may be important for some types of bulk humanitarian shipments, they are generally not as critical to the overall functioning of the corridor as for elsewhere. Port congestion is not a major issue.

In recent months, the Turkish corridor gained a reputation for serious congestion with queues at the border affecting the flow into Iraq. In fact, the significant delay is in exiting Iraq, which does affect truck availability. The flow into Iraq is relatively smooth owing to the professionalism of the Turkish authorities whilst the queues on the other side of the borders are getting longer by the day.

(c) Border Operations

The Silopi/Habur borders are on the Turkish bank of the River Hecil, a tributary of the Tigris. Iraq’s Zakho border station is on the other side of the bridge, with no “No-Mans-Land” between the two countries.

The borders are open 24 hours a day, seven days a week, handling an average of about 4,000 vehicles per day. Approximately 1,000 of these are passenger cars, which take up a considerable amount of Customs resources.

The flow into Iraq is generally smooth. Less than one day is needed for queuing and formalities on the way into Iraq. All vehicles have to be weighed to confirm exported volumes. Trucks use two separate lanes: one for fuel trucks which have priority under an agreement with Coalition forces and another for dry goods.

The main dry commodities entering Iraq are cement from Adana, 720 km from the borders, and Merdin, 180 km distant. Major cargos also include Turkish sugar purchased by Iraq’s Ministry of Trade, humanitarian food aid imports through the ports of Mersin and Iskanderun; prefabricated houses; transit goods through Turkish ports; and prefabricated concrete walls and security barriers.

The refined fuel exports originate predominantly from a refinery in the Adana region, which also receives the crude oil exported from Iraq. The same vehicles that carry the refined product into Iraq are used to export the crude.

Major UN aid agencies using the border have established a close working relationship with the Turkish Customs. They have their own quality control facilities close to the borders, where surveyors check loads against documents. Convoys of 20 vehicles are allowed to move relatively smoothly through Customs and immigration. In essence, this amounts to a dedicated humanitarian lane.

(d) Bottlenecks

The main bottleneck at the border is the returning traffic from Iraq. At present, non-fuel trucks have to wait between nine and eleven days for passage, with a queue on the Iraqi side estimated at 8,000 trucks. A partial explanation for this is that fuel tankers are given priority with special lanes provided for them. Even if a tanker lane is empty, dry goods trucks are not allowed to use it. As such, there is considerable underutilization of resources.

The large number of small vehicles passing through the border, often with traders, is also a contributing factor to the queues. Inevitably, with prices for dutiable goods much less on the Iraqi side, this greatly increases the task of the Turkish Customs officials working to curb smuggling.

Consideration is being given to banning small vehicles from making more than one crossing per week and to give priority to vehicles carrying a number of passengers. This measure, if implemented, should contribute to addressing the imbalance between ingoing and outgoing trucks where currently about 150 more trucks per day leave Turkey than enter it.

(e) Trucking Capacity: The Fleet

About 80% of the fuel carrying fleet comprises three-axle trucks of about 15-tonne capacity. The balance is the larger tanker trailer configuration. The dry goods fleet is about 60% three-axle trucks, 40% tractor-trailers.

Regulations in Turkey limit the maximum load of truck and trailer to the manufacturer’s stated capacity or 38 tonnes, whichever is less. It is acknowledged that many vehicles going into Iraq are heavier than the regulations allow.

The centre of the Turkish trucking industry for the area is in the Merdin region, 180km from the borders. Many truck owners have both dry goods platforms and fuel tanks for the same chassis and use one or the other based on how lucrative the respective market is at the time.

Most of the tanker fleet is in reasonably good condition. However, not all chasses mounted with tanks meet international standards for vehicles carrying fuel. Dry goods trucks are generally in much poorer condition; those carrying cement and concrete product are clearly at the end of their useful lives. Debate is ongoing in Turkey on stipulating the maximum age of trucks allowed on Turkish roads. Clearly a significant part of the fleet would not meet the requirements.

The current rate for full load from Mersin into Mosul, a distance of 1,130 km, is around US$1,500. This is somewhat higher than the current rate from Aqaba to Baghdad, which is a slightly greater distance. Rates have increased by 25% this year as a result of higher fuel prices and much greater demand.

A relatively minor part of the dry goods traffic into Iraq, mainly cement, is carried by Iraqi trucks.

(f) Security

Since mid 2003, Turkish drivers have been reluctant to go south of Kirkuk in Iraq for fear of attack. As such, the emphasis has been on taking loads to the Northern Governorates with loads destined for further south transloaded onto Iraqi vehicles. Initially, the cost of the final leg inside Iraq was only US$150, but Iraqi truckers have been known to charge more than US$1,000 for a cargo from Mosul to Baghdad.

Some trucking companies have trailers swapped inside Iraq: a Turkish tractor takes the trailer as far south as possible and then an Iraqi tractor takes over. Some transport companies swap twice in Iraq, as it is considered safer to use tractors from the region being traversed.

Recent attacks on Turkish trucks have led to elements in the Turkish transport industry calling for a boycott on any transport inside Iraq. If implemented, this would require all cargos to be transloaded in Zakho, or trailers swapped. Turkish transport operators suggest that the intensity of attacks on foreign trucks in Iraq increases as Iraqis buy their own trucks. According to these sources, many used trucks are being bought by Iraqi operators from Europe and even driven overland to Iraq so that they may take over from foreign truckers forced out by attacks.

Despite the security threat, the Coalition uses the Turkey route extensively as it is considered one of the safest corridors inside Iraq.

(g) Fuel Aspects

Fuel prices in Turkey are approximately as follows, compared with black market prices in Northern Iraq seldom exceeding the equivalent of 20 US cents per litre:

Fuel type per litre (US$)
Diesel 1.06
Leaded petrol 1.36
Unleaded petrol 1.39

The huge differential between fuel prices in has meant that for many years, Turkish trucks servicing Iraq have equipped their vehicles with extra tanks. The Turkish authorities limit the amount of fuel that vehicles entering the country may have in their tanks when passing through Silopi but this is generally sufficient for a round trip to Turkey’s Mediterranean ports.

(h) Rail Links

A rail link runs from Mersin in Turkey to Mosul, with a cargo service running five days a week.  A train carrying a total 860 tonnes is now used predominantly for food aid imports.

(i) From Turkey, Via Syria: Special Loads

Transport companies with high or special loads from Turkish ports may elect to go through Syria, entering at the Reynhanli borders, west of Aleppo. The type of specialist cargo carried on this route includes items such as turbines, each weighing 190 tonnes, moved on special heavy load trailers through Syria.

The extra cost of going through Syria is said to be US$300 to US$400 per truck.

2. Aviation

(a) Passenger Services

Commercial air passenger services from Amman into Iraq continue to be available with two flights each day to Baghdad by Royal Jordanian Airlines, and a service for eligible members of the humanitarian community and others through Air Serv International (ASI), a not-for-profit NGO. Details of these services, prices and points of contact are available at www.unjlc.org, and in UNJLC’s Bulletin 4 of 2004, dated 30th July 2004.

To update earlier information, ASI has a special rate of US$160, one way from Amman to Baghdad, for eligible NGO’s. Bookings may also be made through jordan@airserv.org. ASI’s Kuwait telephone number is now discontinued.

Services into Iraq from Kuwait have been re-established by SkyLink Air and Logistical Support (SkyLink), the operator of Baghdad International Airport. At present, this uses an Antonov 26B, based in Kuwait. Maximum passenger capacity is 19 persons. The current timetable is ad hoc, depending on demand, and serves mainly major contractors. It is expected that a firmer timetable will be in place within a month and a second aircraft may be deployed on the service. Persons entitled to use this service include NGO’s, contractors to the Coalition, and Coalition diplomatic personnel. SkyLink is prepared to fly UN personnel into and out of Iraq, but has yet to receive approval by UN security authorities to do so.

Destinations in Iraq being promoted by SkyLink are Baghdad, Basra, Balad, Mosul and Kirkuk. They are also promoting a Basra-Baghdad service and a Baghdad-Amman service but details are unavailable. The company may be contacted in Kuwait on (965) 541-4119, 966-7592, fax 543-1139, or e-mail veelim@skylink-usa.net.

It is unclear whether there are any passenger air services into Iraq from Turkey. It is understood that there are no air services from Syria.

UN Humanitarian Air Services (UNHAS) operations, based out of Amman, remain temporarily suspended.

(b) Airfreight

In addition to the air cargo services outlined in earlier UNJLC bulletins, generally from the lower Arabian Gulf, Amman and Europe, SkyLink can carry up to 5.5 tonnes from Kuwait to a variety of destinations inside Iraq, with cargo handling facilities and accommodation camps available at Baghdad and Basra.

Air Serv International can also carry cargo from Amman with capacity available on application.

DHL continues to provide one of the most regular and convenient services into Iraq from its Bahrain hub, with good cargo handling facilities in Baghdad.  

Regular one-off cargo charters are readily available from the UAE and Europe through leading international freight forwarders.

3. Fuels

(a) Fuel Products Distribution

In recent weeks, the overall fuel supply situation in the northern governorates has been generally good. This is related to fuel imports from Turkey as fuel tankers usually unload in Mosul. Furthermore, the Baiji refinery – Iraq’s largest - is supplying the northern areas with their needs.  The cities of Mosul, Sulaymaniya, Erbil, Duhuk and Kirkuk have sufficient fuel products, especially gasoline.

On the other hand, supply to areas where the insurgency is strongest and security tenuous is poor. The governorates of Anbar (with the towns of Ramadi and Falluja), Diyala (with Baquba), Salahaldeen (including Tikrit and Samara) and Najaf are all suffering from insufficient Diesel and gasoline supplies. It is estimated that not more than 50% of the required quantities are supplied to these areas, in large part because tanker drivers are most reluctant to risk entering the towns. Reports suggest that it requires a wait of between 2-3 hours at fuel station to purchase gasoline, and much longer for Diesel. Curiously, the fuels situation in Amara and Nasiriya – both of which have witnessed violence recently - is good.

In Baghdad, the fuel supply situation is still poor owing to the high demand and blackouts from the national grid for extended hours creating a need for generator power. Sabotage to the pipelines feeding Daura refinery in Baghdad are also preventing it from producing sufficient quantities. In Basra the situation is fairly acceptable.

Recently, farmers in Najaf and Diwaniya have received a monthly ration of one barrel (220 litres) of Diesel to assist with their irrigation and harvesting activities. The agriculture sector in general has suffered from the lack of much-needed Diesel. Demand elsewhere in the country is high, particularly from the transport sector in Iraq where Diesel is used not only for the trucks and trailers but also for public transport buses and minibuses. Public transport vehicle operators generally cannot afford to purchase fuels from the black market whereas the margins in the trucking business allow operators to access the black market more readily, thus forcing up prices for all users.

One of the issues constraining effective fuel distribution in Iraq continues to be the lack of a sufficient number of retail gas stations. There are a reported 27 stations in Basra, 16 in Missan Governorate and Amara, and 11 in Muthanna Governorate. The combined population on these governorates exceeds 5 million, so each station serves the needs for, on average, 100,000 people. As a comparison, Dubai and Abu Dhabi in the UAE have around 300 gas stations for a smaller population in a more compact area; Kuwait has nearly 100 stations for a population of 2 million. At present, neither the Ministry of Oil nor the private sector are prepared to open stations given the unclear security situation and the high investment required to construct such facilities.

LPG cooking gas continues to be in short supply, with no change in the black market price of gas bottles prices, still running at more than four times the official price. The gas processing plants in Kirkuk and Khor Al-Zubayr are failing to meet the domestic demand, with little prospect of them being able to do so in the foreseeable future.

b) Smuggling and Subsidisation

Fuel products prices in Iraq are highly subsidized, with the price differential between Iraq and neighbouring countries providing great incentive for smugglers - Iraqis and non-Iraqis alike - to profit from this. The current situation of incomplete security over long and porous borders lends itself to this activity, depleting supplies much needed in Iraq and generating a further need to import fuels that have in turn to be paid for at international market prices.

Estimated prices in Iraq and in selected neighbouring countries are:

Official price, US cents per litre US ¢*
  Gasoline Diesel Kerosene LPG
Iraq 1.3 0.7 0.7 17
Jordan 46 19 19 450
Syria 47 13.5 42 N/a
Turkey 136 106 N/a N/a
Kuwait 20 18.5 N/a 252

Although the black market price at which smugglers may have to acquire supplies may be up to twenty times that of the official price, there is still clearly a major incentive to smuggle fuels. This incentive will not be eliminated until prices rise to a more realistic level.

Having said that, the present difficult economic situation makes it very difficult to raise prices and there is a long-standing expectation in Iraq, as a major oil producing country with many years of subsidised fuels under the previous regime, that the population is entitled to these low prices. People are prepared to wait in queues of 30 to 40 cars long for fuel at ID20 (1.3 US cents) per litre rather buy it nearby at a private fuel station for ID50 (3 US cents) per litre.

Although the salaries of government employees have increased substantially since the cessation of hostilities, the income of other sectors of the population has not yet grown similarly, nor has the underlying economy improved. It will take quite some time for the economy to reach a stage of development where fuel prices can be raised to a level sufficient to curb smuggling.

The extent of smuggling is almost impossible to quantify but is thought to be substantial and is a major drain on the economy.

(c) Sabotage

Sabotage of pipelines and oil isolated oil installations continues, with attacks targeting key facilities such as control valves. This has had the effect of preventing, yet again, the resumption of exports through the Iraq-Turkey pipeline, and cutting crude oil supplies to Daura refinery in Baghdad. Recent pipeline attacks in the south have disrupted crude oil exports from that area.

4. Electrical Power

The lack of sufficient electrical power in Iraq, and  its distribution, continues to be a serious issue, affecting not only day to day life of the populace but also essential services that in turn affect the humanitarian situation.

Peak electrical power generation has been hovering around the 4700 Megawatt level during the past fortnight, having previously exceeded 5000 MW.  The Ministry of Electricity’s new target is 6000 MW by the end of 2004.

The fundamental problem continues to be the reliability, or lack thereof, of Iraq’s old power stations.  At any one time, it is common to have up to 17 generating units in unscheduled (or forced) outage. These could typically account for 500 MW of generating capacity, in addition to units brought down for planned maintenance.

Baghdad South Power Station illustrates this problem well.  This 1950's plant, with its obsolescent technology, continues to function, but often with only one or two of its six units. Elsewhere, it would have been closed down years ago.  However, because of the dire need for electricity and the difficulty in building new power stations, the Iraqi authorities have no option but to keep the plant going.  Units are started, work for a few days, and then break down again with boiler leaks caused by corroded pipes.  The pipes are patched up with poor quality welding, and then the units restarted – until they break down again. Even when working, the units operate at well below their rated output and pollute the surrounding area as indicated.

The Coalition Provisional Authority and Ministry had undertaken a massive programme to procure replacement parts for power stations, including new boiler tubes for Baghdad South.  In most cases, it falls to Ministry engineers to fit these parts. They do not always have the requisite skills to do so.  Moreover, the state of the power stations is such that practically everything needs fixing.

The long-term solution to this problem is to build new, modern power stations.  In the meantime, the existing plants need to be rehabilitated and maintained so that they continue to function as well as they can.  It should be understood, however, that, unless the old units are fully rehabilitated, their reliability and output will always be low.

Full rehabilitation of thermal units is very expensive, requiring many tens of millions of dollars, and a year or longer to complete.  Rehabilitation should restore a unit to original output and conditions.  USAID commenced the rehabilitation of two units of Baghdad’s Daura power station in September 2003 with the aim of completion by summer 2004.  The present completion targets are now the end of the year.

A particular problem of rehabilitations is that, until the units are totally disassembled, it is impossible to know how much work actually needs to be done. In general, within Iraq, the conditions of units were found to be worse than first thought.  The conclusion reached by experts assigned to the issue is that full rehabilitation of thermal units is not technically, operationally or economically advisable, but that maintenance of such units is necessary until new plant can be brought into operation.

A subsequent bulletin will include a discussion on the issues associated with building new power stations.


ABOUT UNJLC: UNJLC is an inter-agency facility reporting to the Humanitarian Coordinator for Iraq and generally to the Inter Agency Standing Committee. Its mandate is to coordinate and optimise logistics capabilities of humanitarian organisations in large scale emergencies. UNJLC operates under the custodianship of WFP that is responsible for the administrative and financial management of the unit. UNJLC is funded from voluntary contributions that are channelled through WFP. The UNJLC project document for Iraq can be viewed on this website (www.unjlc.org).

     
     

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