OPERATIONALIZING ECONOMIC

CORRIDORS IN CENTRAL ASIA

A CASE STUDY OF THE
ALMATY–BISHKEK CORRIDOR
© 2014 Asian Development Bank.

All rights reserved. Published in 2014.

Printed in the Philippines.

ISBN 978-92-9254-863-6 (Print), 978-92-9254-864-3 (e-ISBN)

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Cataloging-In-Publication Data

Asian Development Bank.

Operationalizing economic corridors in Central Asia: A case study of the Almaty–Bishkek
corridor.
Mandaluyong City, Philippines: Asian Development Bank, 2014.

1. Economic corridor development 2. Regional cooperation and integration I. Asian Development Bank.

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CONTENTS

TABLES, BOX, AND FIGURES iv

FOREWORDvi

ACKNOWLEDGMENTSviii

ABBREVIATIONS ix

SUMMARYx

I. Introduction 1

II. CAREC Corridor Development: Three Tracks 4

A. Combining Space and Function 4

B. Three Tracks of CAREC Corridors 5
C. Economic Corridor Development—Experiences Elsewhere in Asia 7

III. Transit trade along CAREC Corridor 1 9

A. CAREC Corridor 1 9
B. Movement of Goods to Almaty and Bishkek from the People’s Republic of China 11
C. Trade, Transit, and the Eurasian Customs Union 13

IV. The Almaty–Bishkek Corridor: An Exploration 16

A. Profile of the Almaty–Bishkek Corridor17

B. Trade between Almaty and Bishkek: Costs and Barriers22
C. Qualitative Aspects of Trading between Almaty and Bishkek27
D. Development Plans of Almaty and Bishkek31

V. Conclusions 34

References 37

APPENDIXES

1 List of Commodities Considered for Analysis of Price Behavior 39

2 Survey Questionnaire 41

iii
 TABLES, BOX, AND FIGURES

Tables

1 Movement of Goods from the People’s Republic of China through Kazakhstan

and the Kyrgyz Republic CAREC Corridor 1 Road Border-Crossing Points, 2012 11
2 Average Time and Cost of Freight Truck Border Clearance at CAREC Corridor 1
Border-Crossing Points, 2013 13
3 Time to Clear Border-Crossing Points in Kazakhstan before and after Accession
to the Eurasian Customs Union 14
4 Total Logistics Cost for Importation of Goods from the People’s Republic of China
to the Kyrgyz Republic, under Existing Tariffs Versus Customs Union Tariffs 15
5 Population and Gross Regional Product in Select Cities in Central Asia 20
6 Price Variability in Bishkek and Almaty, January 2010–January 2014 24
7 Correlation in Prices across Almaty, Bishkek, Taraz, and Shymkent 25
8 Tests of Granger Causality between Percentage Change in Prices
across Almaty, Bishkek, Taraz, and Shymkent 26
9 Sales by Type of Customer and Sector 28
10 Sales by Destination and Sector 28
11 Inputs Used by Source of Production and Sector 28
12 Competition from Outside of the Kyrgyz Republic 29
13 Geographic Source of Perceived External Competition 29
14 Interactions with Businesses in Kazakhstan 30
15 Interactions with Businesses in Other Countries 30
16 Travel to Cities in Kazakhstan 30
A1 List of Commodities Considered for Analysis of Price Behavior 39

Box

1 Economic Corridor Development in Practice 8

iv
 Tables, Box, and Figures

Figures

1 CAREC Strategic Agenda, 2011–2020 2

2 CAREC Corridors 10
3 Economic Density in Select Cities in Central Asia 19
4 Bishkek’s Gross Regional Product Structure by Sector 21

v
 Foreword

For more than 2 decades, the Asian Development Bank (ADB) has supported regional cooperation
across Asia and the Pacific. The cooperation initiatives are typically driven by investments in
regional infrastructure, which also provides a platform for ADB member countries to cooperate
on other areas of mutual interest. At the beginning, investments focused on improving physical
connectivity, primarily through projects in transport and energy. Together, these sectors still
account for most regional cooperation investments supported by ADB.

As ADB member countries become more physically connected and continue to develop, there
is an emerging need to cooperate at a higher level and to focus on linking markets, ideas, and
people. Economic corridor development (ECD) can provide a useful instrument in developing
this next-generation regional cooperation agenda. ECD is concerned with the spatial organization
of economic activities. It brings together existing and new infrastructure, policies, and institutions
to attract private investment that will create jobs and growth. Infrastructure requirements
encompass transport networks (primary and secondary roads, railways, ports, airports); energy;
information and communication technology; urban infrastructure; and economic zones. ECD
overlaps naturally with urban development, given its focus on supporting the growth of large
economic clusters, which are typically urban, and on improving links between urban clusters and
between urban and rural areas.

The Central Asia Regional Economic Cooperation (CAREC) Program is the largest of such
initiatives supported by ADB. Since its inception, CAREC has mobilized more than $24 billion
for transport, energy, trade policy, and trade facilitation, of which ADB has financed in excess of
$9 billion. In 2011, the CAREC member countries adopted a long-term strategic framework that
proposed ECD as a new priority.

This study develops an ECD framework specific to the region’s unique physical and economic
geography, and identifies a pilot ECD initiative to be pursued under CAREC. The study proposes
three tracks for development of CAREC corridors: transport, transit, and economic corridors.
Development of transport corridors remains a high priority for the member countries, with
substantial investments needed to develop their road networks. Given that several member
countries are landlocked, development of efficient transit is also a high priority for these countries.
Both transport and transit aspects of corridor development have been a focus of CAREC since
its inception.

Because the concept of economic corridors is new to CAREC, the study recommends piloting
its operationalization with the Almaty–Bishkek Corridor Initiative and identifies the steps to
implement it. The initiative is the first attempt at city-level cooperation in the CAREC region. It will
help coordinate urban development planning between the two cities and produce detailed studies

vi
 Foreword

to identify infrastructure requirements, policies, and market opportunities to better integrate the
cities’ economies, including in services sectors.

The ECD experience in other parts of the world underlines the need for a long planning and
implementation horizon, active private sector involvement, and strong political commitment.
A challenging agenda thus lies ahead for the CAREC Program’s efforts to initiate ECD. Successfully
implementing ECD will make an important contribution to spatial transformation, agglomeration
and economic diversification in the participating countries, which are important development
priorities in the region. ADB will continue to work with CAREC in expanding success in
this endeavor.

Takehiko Nakao
President
Asian Development Bank

vii
 Acknowledgments

This study was undertaken on behalf of the Central Asia Regional Economic Cooperation (CAREC)
Secretariat, Asian Development Bank (ADB). Klaus Gerhaeusser, director general, Central and
West Asia Department (CWRD), provided overall guidance, and Vicky C. L. Tan, director, Regional
Cooperation and Operations Coordination Division (CWRC), CWRD, managed the project.

Pradeep Srivastava, principal economist, CWRC, wrote the report and led the study team, which
included CWRC staff members Oleg Samukhin, regional cooperation specialist, and Dominik
Peschel, economist; and consultants Roman Mogilevskii, Zhanar Sultanbekova, and Gavin
Bowring. Kristian Rosbach, economist, CWRC, helped obtain clearances for maps. Data was analyzed
by consultant Ernalyn Lising.

Survey field work in Bishkek, Kyrgyz Republic, was organized by consultant Kubatbek Rakhimov,
and survey logistics were supervised by Aidana Berdybekova, CAREC regional cooperation
coordinator, ADB resident mission. Ruby Torralba, senior programs assistant, CWRC, handled
all study logistics in Manila, Philippines. Elmira Dautova, Kulyay Rustamkhanova, and Manshuk
Nurseitova of the ADB resident mission in Kazakhstan helped with arrangements in Almaty.

The study team interacted closely with the city administrations of Almaty and Bishkek, facilitated
in Kazakhstan by Kenzhekhan Abuov, CAREC regional cooperation coordinator, ADB resident
mission, and Askar Kanapin, advisor to the CAREC national focal point, Ministry of National
Economy; and in the Kyrgyz Republic by Meder Turgunbekov, advisor to the CAREC national focal
point, Ministry of Economy.

Rustam Sataev translated the study, with inputs from Roman Mogilevskii.

Muriel S. Ordoñez, operations communications specialist, CWRC, managed the publishing

process. Kimberly Fullerton and Tuesday Soriano edited the manuscript, Jasper Lauzon designed
the report, and Joseph Manglicmot typeset it in English and Russian.

The study team expresses its appreciation to staff at the ADB resident missions in Almaty and
Bishkek for their support.

viii
ABBREVIATIONS

ABC – Almaty–Bishkek Corridor

AEO – authorized economic operator
BCP – border-crossing point
CAREC – Central Asia Regional Economic Cooperation
ECD – economic corridor development
GDP – gross domestic product
GRP – gross regional product
km – kilometer
km 2
– square kilometer
PRC – People’s Republic of China

NOTE

In this report, “$” refers to US dollars.

ix
 SUMMARY

The 10 member countries of the Central Asia Regional Economic Cooperation (CAREC) Program
adopted a new, long-term strategic framework in 2011, CAREC 2020: A Strategic Framework for
the Central Asia Regional Economic Cooperation Program 2011–2020 (CAREC 2020). CAREC 2020
introduces three new operational priorities into the CAREC agenda, including economic corridor
development (ECD). Broadly speaking, ECD focuses on how physical infrastructure can be
used to catalyze and spatially organize economic activities to generate productivity and growth.
Accordingly, ECD is relevant over the long term to address economic diversification, job creation,
and spatial transformation.

This report follows up on CAREC 2020 to operationalize ECD. Its two objectives are to (i)
customize the ECD concept to the unique context of the CAREC region, and (ii) identify specific
areas where ECD may be piloted.

Experiences with ECD in other parts of Asia demonstrate important prerequisites for success:
(i) a high level of political commitment, (ii) the strong role of the private sector at both
conceptualization and implementation, (iii) institutional mechanisms to coordinate diverse
stakeholders, (iv) detailed and comprehensive macro- and sector-level analyses, and (v) a long
time horizon for implementation. Underlying all of these, however, is the need for economic
potential. An economic corridor cannot create activities in a vacuum; it can only channelize and
magnify inherent economic potential.

Thus, considering existing economic activities in the CAREC region, and distances across different
economic clusters, this report proposes to initially focus on a specific segment of CAREC Corridor
1—the Almaty–Bishkek Corridor (ABC)—to pilot ECD. The ABC may provide the highest
economic potential for cross-border ECD in the short term. The socioeconomic profile of the
ABC shows that its economic potential is anchored on its endpoints, that is, the cities of Almaty
and Bishkek. Almaty and Bishkek are large regional cities in their own right, although Almaty’s
economy is the largest in the region by a substantial margin. The cities also have strong historical
and cultural ties, along with trade links that include shuttle traders at the border. Further, an analysis
of the trade barriers between Almaty and Bishkek, through examination of the behavior of prices
for same goods in the region, indicates considerable room for greater integration of the two cities.

For this report, the dispersion in prices was compared across four cities—Almaty, Bishkek,
Shymkent, and Taraz—demonstrating that both border and distance effects (through internal
barriers) are significant in contributing to trade costs across these cities. However, some of these
costs are expected to diminish or disappear following the Kyrgyz Republic’s accession to the
Eurasian Customs Union, which is expected in 2015. Findings from primary data collected using a
small survey of firms in Bishkek reaffirm the underlying affinities between the two cities, but they

x
 Summary

also indicate some potential areas where interventions may help further strengthen the economic
links between them.

Under recently approved plans of the Government of Kazakhstan, regional development within
the country will be focused on increased size and economic density of urban clusters through
agglomeration, combined with good links between urban clusters and smaller cities and rural
areas. This ambitious agenda, if realized, will contribute to significant growth of Almaty’s economy.
Although the information available for Bishkek’s development plans is less specific on investments,
it indicates a strategic thrust toward enhancing the business climate, greater transparency, and
improved governance to attract private investments into the city.

Based on existing economic potential and links between the two cities, expected substantial
reduction in economic distance between the two economic centers and the potential increased
size of both cities in the medium term, the report concludes that the ABC is a suitable option to
pilot ECD under the CAREC Program.

xi
I. Introduction

Established in 2001 and comprising 10 countries, the Central Asia Regional Economic Cooperation
(CAREC) Program was created to foster cooperation in four areas of mutual interest to its member
countries: transport, trade facilitation, trade policy, and energy.1 As of 2014, the CAREC Program
has invested more than $24 billion across 158 investment projects, a major outcome being the
identification, rehabilitation, and construction of six regional CAREC corridors, linking member
countries across Central Asia.

In 2010, CAREC member countries adopted a new, long-term strategic framework, the CAREC
2020, which introduces three new operational priorities in addition to the four mentioned above
(Figure 1).2 First, the framework emphasizes cooperation in “second-tier areas,” which address the
social impacts of increased connectivity and expanded trade in the region (e.g., communicable
disease control, disaster risk management, and climate change adaptation and mitigation).
Second, it underscores the need to increase knowledge and analysis within the CAREC Program by
strengthening the CAREC Institute, which also addresses the expanded capacity building needed
for cooperation. Finally, it introduces the concept of economic corridor development (ECD), which
goes beyond solely building infrastructure. Perhaps the most complex of operational priorities
in CAREC 2020, ECD deals with how physical infrastructure can be used to catalyze economic
activities to generate productivity and growth. It is a complex process but its success is associated
with greater payoffs in generating economic value, creating jobs, and promoting growth.3

1
Member countries comprise Afghanistan, Azerbaijan, the People’s Republic of China (PRC) through two provinces
(the Xinjiang Uygur Autonomous Region and the Inner Mongolia Autonomous Region), Kazakhstan, the Kyrgyz
Republic, Mongolia, Pakistan, Tajikistan, Turkmenistan, and Uzbekistan.
2
Asian Development Bank (ADB). 2012. CAREC 2020: A Strategic Framework for the Central Asia Regional Economic
Cooperation Program, 2011–2020. Manila.
3
To use an analogy, consider the construction of a high-rise building. The concrete and girders provide the essential
skeleton for the building, and the wiring and pipes address critical energy and sanitation aspects. However, the returns
from the investment in the building will depend on the economic activities established within the building and how
profitable they are over time. Unlike for the physical building, there are virtually no blueprints or engineering solutions
available for these activities, only best practices, experience, and learning-by-doing to customize solutions.

1
Operationalizing Economic Corridors in Central Asia

Figure 1: CAREC Strategic Agenda, 2011–2020

VISION
Good Neighbors, Good Partners, Good Prospects

GOAL
Development through cooperation, leading to
accelerated economic growth and shared prosperity

STRATEGIC OBJECTIVES

IMPROVED
TRADE EXPANSION
COMPETITIVENESS

OPERATIONAL PRIORITIES

Trade Trade Economic CAREC Second-

Transport Energy
Facilitation Policy Corridors Institute Tier Areas

CAREC = Central Asia Regional Economic Cooperation.

Source: ADB. 2012. CAREC 2020: A Strategic Framework for the Central Asia Regional Economic Cooperation Program,
2011–2020. Manila.

ECD is more difficult in Central Asia, which has unique challenges such as landlocked economies,
vast distances, difficult terrain, sparse and scattered populations, and resource endowments that
tend to raise the costs of nontradable goods. The historical absence of market-based economic
development is another impediment. However, although these factors have constrained the
development of diversified economic activities, Central Asia also has advantages, such as well-
educated populations that, in many cases, share languages, culture, and history; a solid middle-
income status; and experience with complex manufacturing and industries, all of which can help
the concept of ECD succeed.

This report follows on CAREC 2020 to move the agenda forward on operationalizing ECD. Its
two objectives are to (i) customize the ECD concept to the context of the CAREC region, and (ii)
identify areas in which application of the ECD concept may be piloted.

Since ECD is new for CAREC, and given the unique attributes of the region, it is possible that ECD
may be deemed ahead of its time in some parts of the region. Yet ECD is relevant over the long
term to member countries seeking to address economic diversification, job creation, and spatial
transformation. This report thus initiates the accumulation of relevant experience and lessons
that can be useful for ECD in member countries of the CAREC Program.

The report is divided into four chapters. Chapter 2 focuses on the concept of corridors,
distinguishing three tracks for the CAREC Program: transport corridors, transit corridors, and
economic corridors. The chapter also draws upon experience with ECD in other parts of Asia to

2
 Introduction

highlight lessons learned. Chapter 3 touches on transit issues when examining the unique role of
Bishkek in regional distribution, particularly through Dordoi Market, which is the center for the
importation of goods from the People’s Republic of China (PRC) for further distribution in the
region.4 An analysis is undertaken of how the transit of goods along CAREC Corridor 1 will be
affected by the announced intention of the Kyrgyz Republic to accede to the Eurasian Customs
Union, and comparison undertaken with similar transit of goods from the PRC to Almaty.

In chapter 4, a detailed, but preliminary exploration—considering the existing economic activities

in the region, trading barriers across different economic clusters, and city development plans—
focuses on a specific segment of CAREC Corridor 1, the Almaty–Bishkek Corridor (ABC), to
assess its potential as a pilot for CAREC ECD.5 Chapter 5 then outlines steps to be undertaken
over the next 12 months to move the ECD agenda forward under the CAREC Program.

4
Because transport and transit functions of CAREC corridors are covered comprehensively in the recently approved
CAREC Transport and Trade Facilitation Strategy 2020, this report focuses only on the third track—economic corridors.

5
A parallel initiative exploring the development of a domestic economic corridor in Tajikistan is also being undertaken.
It is not included here but will be merged into reports on ECD under the CAREC Program starting in 2015.

3
 II. CAREC Corridor Development:
Three Tracks

A. Combining Space and Function

A corridor is a spatial concept. A corridor defines a space that is dedicated to or has increased density
of activities toward particular function(s). This understanding is fundamental to appreciating the
diverse uses of the term “corridor.” Corridors are defined in various contexts, from urban planning,
environmental management, migration of animals, to the spread of communicable diseases. In
each case, a corridor can generally be viewed in function–space terms: a space dedicated to or
dominated by the flow of an indicated function.6

Even transport corridors (frequently equated with a single road) are defined as networks that yield
geographic areas where trips tend to cluster. The United States Department of Transportation
notes that a “transportation corridor is defined as ‘a combination of discrete, adjacent surface
transportation networks (e.g., freeway, arterial, rail networks) that link the same major origins and
destinations.’”7 Another definition of transport corridors states that these “generally [refer] to a
geographic area that accommodates travel or potential travel… a corridor is considered to be a
‘travel shed,’ an area where trips tend to cluster in a general linear pattern, with feeder routes
linking to trunk lines that carry longer-distance trips in a metropolitan area.”8

In certain circumstances, difficult geographic terrain or sparse distribution of population and

economic activities imply that transport networks may be limited to a single road connecting two
or more centers. Nonetheless, such corridors too are best viewed in function–space terms, and
should be perceived as potential networks. Once a road is built to high standards, there is not
much scope for further development except in associated software such as signage, maintenance,
governance, and interoperability with other transport systems.

Thus, an economic corridor should neither be conflated with a particular road nor should ECD
be viewed as building or promoting commercial establishments on a particular road. Instead,
an economic corridor represents a geographic area encompassing a higher density or flow of
economic activities. Functionally, more narrowly specific economic corridors may also exist such as

6
An air corridor, for instance, may be a designated air space within which aircrafts are confined during transit through
a particular area, while a tourist corridor may refer to an area dominated by flow of tourists between specific tourist
assets.
7
Government of the United States, Department of Transportation. 2006. Integrated Corridor Management Concept
Development and Foundational Research: Phase 1—Concept Development and Foundational Research. Technical
Memorandum. Washington, DC. http://ntl.bts.gov/lib/jpodocs/repts_te/14273.htm
8
California Department of Transportation. Corridor Description. http://www.dot.ca.gov/dist2/planning/pdf/descrip-
tion.pdf

4
 CAREC Corridor Development: Three Tracks

an information technology corridor, a biotechnology corridor, or a halal food corridor.9 ECD refers
to the spatial organization of economic activity by linking activities across space and increasing
their density within a given space. Indeed, when assessing the potential for new investments
toward enhancing economic activities, whether through public or private investment, existing
infrastructure (e.g., roads, rails, and electricity) is often better viewed as sunk costs—costs already
incurred that cannot be recovered—and thus irrelevant for forward-looking investment decisions.

B. Three Tracks of CAREC Corridors

In the context of the CAREC Program, three functions of corridors can be identified: transport,
transit, and economic activities.10 The study thus proposes that the CAREC corridors be
developed along three tracks corresponding to these functions: (i) transport corridors (T1)—
ensure connectivity (within the country, within the region, and with outside the region); (ii) transit
corridors (T2)—enable smooth transit through countries; and (iii) economic corridors (T3)—
promote organization of economic activities to create jobs, increase productivity, strengthen
economic clusters, and contribute to economic development of the country.

These tracks may not always be mutually consistent. In particular, transit corridors are focused on
point-to-point trips, with little role for anything in between. Economic corridors focus on increased
density and variety of economic activities in the corridor space, which tends to conflict with the
transit objectives of greater speed and reliability in point-to-point movements. It is also possible
that improved point-to-point connectivity may “hollow out” areas in between the two points due
to migration of people and economic activities toward the endpoints of a transit corridor. Given
that the CAREC corridors are covering long distances, and recognizing that not every kilometer
(km) of each corridor is suitable for all three types of development, the mutual inconsistency
noted here does not preclude simultaneously approaching each type of corridor development in
different parts of a particular corridor.

1. Transport Corridors
The development of domestic transport corridors and associated networks remains a high priority
for CAREC member countries. Central Asia represents a large land area with vast distances and
often has sparse populations spread across difficult terrain, including mountains and deserts.
Historically, road transport has been relatively underdeveloped, with a greater emphasis on rail
transport since distances were large and the movement of bulk commodities dominated domestic
trade. Railways carried 89% of freight volume prior to World War II, while road freight services
were used as feeders for railways and in short-haul distribution, accounting for only 3% of total
freight volume.11

CAREC member countries continue to mainly export bulk commodities but increasingly demand
the importation of manufactured goods from Western Europe and the PRC, underscoring
rapid growth in road transport. However, since the fall of the Soviet Union, there has been a

9
An economic corridor may, in fact, have nothing to do with roads, as exemplified by the Congo and Mekong rivers
that serve as economic corridors, supporting and sustaining a myriad of economic interchanges across communities
separated by large distances.
10
This draws upon the framework for regional corridor development introduced in Srivastava, P. 2013. Regional
Corridors Development: A Framework. Journal of International Commerce, Economics and Policy. 4 (2).
11
Coulibaly, S., Deichmann, U., Dillinger, W. R., Ionescu-Heroiu, M., Kessides, I. N., Kunaka, C., and Saslavsky, D. 2012.
Eurasian Cities: New Realities along the Silk Road. Washington, DC: World Bank.

5
Operationalizing Economic Corridors in Central Asia

rapid deterioration of roads in most countries where they were designed for axle loads below
international standards in Europe.12 Further, some countries have prioritized a strategic need to
ensure domestic connectivity without having to go through a neighboring country.

The CAREC Program has recognized the importance of developing transport corridors, with
the overwhelming majority of investment projects targeted toward strengthening these. As of
March 2014, nearly 80% of the $22 billion of CAREC investments was in the transport sector. The
originally identified six CAREC corridors comprised about 24,000 km of expressways or national
highways, but, in 2007, 36% of these were in bad condition, indicating that 8,640 km would be
targeted for improvement by 2017. By March 2014, projects targeting pure transport connectivity
(T1) had been implemented for 52% of the CAREC targets set in 2007.

In 2013, following a midterm review, CAREC member countries endorsed, at the 12th Ministerial
Conference, a refined version of the CAREC Transport and Trade Facilitation Strategy.13 Since the
strategy details the development of transport corridors in CAREC, this report does not pursue
these further.

2. Transit Corridors
The transit function of CAREC corridors is important because a majority of the member countries
are landlocked and dependent on smooth, efficient, and low-cost movement of goods through
neighboring countries, particularly in acquiring consumer goods and machinery for investment.
To the extent that transit corridors go through more than one country, they have aspects of public
good. Actions taken by one country can have positive (or negative) externalities for a neighboring
country or countries, implying substantial scope for coordination and regional cooperation in
developing transit corridors. At the simplest level, investment in good-quality services at border-
crossing points (BCPs) in one country may not provide any return if the border remains choked
or invokes high costs due to inefficiency. Similarly, maintenance of road segments within one
country, or road safety standards within one country, can have an impact on the attractiveness of
the corridor as a whole serving a transit role to other countries.

As with transport corridor development, the CAREC Program has recognized the need to promote
efficient transit in the CAREC region and is implementing several initiatives in coordination with
development partners to, for example, modernize customs procedures and improve sanitary and
phytosanitary regimes. The Corridor Performance Monitoring and Measurement System is also
being used to quantify parameters of the transit role of CAREC corridors. The refined CAREC
Transport and Trade Facilitation Strategy focuses on development of transit corridors also,
including a pipeline of projects in the medium term; thus, this report does not examine transit
corridor development further.

3. Economic Corridors
The third track for corridor development is concerned with the spatial organization of economic
activities. Specifically, it involves building on the connectivity being developed under transport and
transit corridors to promote spatial transformation, agglomeration, and economic diversification.
This requires examining connectivity to support the development of large urban centers that
are also well connected to smaller urban centers, as well as encompassing urban–rural links. The

12
Ibid.

13
ADB. 2014. CAREC Transport and Trade Facilitation Strategy 2020. Manila.

6
 CAREC Corridor Development: Three Tracks

spatial concept of corridors is thus more relevant to economic corridors than to both transit and
transport corridors.

The following must be emphasized:

(i) No economic corridor is defined by a single road; instead, they tend to be de-
fined by geographic space dominated by the flow of targeted economic activi-
ties. Economic corridors are “post-connectivity,” in that well-developed con-
nectivity is a prerequisite to successful ECD.
(ii) Economic corridors encompass a constellation of connected markets that may,
in turn, be linked to other markets outside of the region. To the extent that cit-
ies, and the regions around them, represent a hierarchy of markets, economic
corridors represent networks of connectivity between a variety of markets, that
is, larger markets connected to smaller markets, markets within a sector trading
inputs into final production, and markets for services.
(iii) It is difficult to conceive of successful ECD based exclusively on public invest-
ments, with no role for the private sector. Indeed, the role of the public sector
and public investments in ECD is preferably focused on maximizing the multi-
plier for private investment for every unit of public investment.

The clustering of economic activities allows benefits from scale economies. It requires increasing
the density of markets in economic clusters, and increasing the links between the markets both
within clusters and across clusters of economic activities. Typically, this also requires good
connectivity, through well-developed networks of major arteries and secondary roads, as well as
other infrastructure necessary to attract private investment.

C. Economic Corridor Development—Experiences Elsewhere

in Asia
CAREC member countries can learn from and refine initial applications of ECD in the region or in
other countries. Experience in Malaysia and India, for instance, can provide useful insights for ECD
in an Asian context (Box).

The need for sustained commitment is evident from Malaysia, where the first plans for ECD were
initiated more than 1 decade ago, and ECD remains a work in progress. Malaysia’s experience
also highlights the importance of high-level political commitment in pushing ECD over time. The
diversity of stakeholders in its ECD also implies interface between different government agencies
as well as different levels of government. There, specific bodies were set up for ECD through acts
of Parliament. However, in India, a more elaborate, four-tiered structure was adopted for the
Delhi–Mumbai Industrial Corridor, which cuts across several states.

Effective partnership with the private sector, key for ECD, requires extensive consultation between
the private and public sectors, both upstream and downstream, at planning and implementation. In
Malaysia, the government brought together the private sector, academics, and other stakeholders
in extensive “labs” at the planning stages. The emphasis on a private sector role is also manifest
in the fact that the corridor development authorities are staffed by people with private sector
backgrounds, whose dominant metric for assessing their performance are the extent of private
investments brought into the corridors and the number of jobs created. Typically, there is also a
need for a large, “anchor” investor for the economic corridor. In Malaysia, for example, the anchor
investor role was successfully played by Petronas in the East Coast Economic Region and by Sime
Darby in the Northern Corridor Economic Region.

7
Operationalizing Economic Corridors in Central Asia

Box: Economic Corridor Development in Practice

Malaysia’s corridor development is part of its overall regional development strategy for integrated
spatial development and includes five economic corridors implemented through its national plans,
of which three are in Peninsular Malaysia: the Northern Corridor Economic Region, East Coast
Economic Region, and Iskandar Malaysia. In addition to a central planning agency, each corridor has
its own implementing authority (e.g., the Northern Corridor Implementing Authority and the East
Coast Economic Region Development Council). Each of these was established through legislative
acts of Parliament to coordinate implementation of respective corridor development across different
government agencies at the central and provincial levels. The corridor development authorities are
organized in the form of an apex steering entity co-chaired by the Prime Minister and a chief minister,
the head of provincial government; the focus is on legislative and policy issues to support the corridor’s
development. These are supported by an entity focusing on approval processes and headed by the
chief minister with participation from the central government and provincial government that acts
as a “one-stop center” for private investors. The corridor development authority supervises project
implementation and day-to-day administration.

Customizing the corridors to local advantage, while retaining the overall framework of national
development priorities, is important. Corridors are designed to build on existing strengths and
resources as well as economic growth potential within the corridor region. Iskandar Malaysia focuses
on industries like electrical and electronics, petrochemicals, and health care, while the Northern
Corridor Economic Region focuses on agriculture, logistics, and tourism. Common to all the corridors,
however, is an emphasis on them being private sector-driven. The amount of private investment
mobilized along with the number of jobs created are two of the key performance indicators for these
corridors, which implicitly compete in obtaining public resources and attracting private investment,
although in different economic areas of emphasis. Aside from implementing projects, anchor investors
also participate in consultations with the government during corridor development planning.

In India, the Delhi–Mumbai Industrial Corridor grew out of an initial vision of the Government of
India to develop a 1,483-kilometer dedicated freight corridor between the two cities, offering high-
speed rail connectivity for heavy-axle load wagons. Corridor plans call for investments exceeding
$80 billion–$90 billion.

A four-tiered structure has been adopted for governance of the corridor, with a steering authority
headed by the minister of finance with concerned central ministers and chief ministers of respective
states as members. Below this is a corporate entity, referred to as the Delhi–Mumbai Industrial Corridor
Development Corporation, and state-level coordinating bodies. Finally, special purpose vehicles were set
up as corporate entities at the project level to implement individual project components of the corridor.

Comprehensive economic analysis is an important prerequisite to enhancing the success of corridor

development. Existing industries may need to be assessed for attractiveness (i.e., industry profitability,
industry growth, and industry size) and strategic fit (e.g., potential to create jobs, potential to leverage
existing resources, and potential for future growth and national priorities). For the Northern Corridor
Economic Region in Malaysia, for example, more than 30 industries were analyzed in detail before they
were prioritized into a smaller group for corridor focus.

Source: Based on presentations made at the CAREC Indonesia–Malaysia–Thailand Growth Triangle Workshop on
Economic Corridor Development. 2014. Kuala Lumpur. 8–9 April. http://www.carecprogram.org/
index.php?page=carec-imt-gt-workshop-on-economic-corridor-development

8
III. Transit Trade along CAREC Corridor 1

This chapter examines the transit flow of goods along CAREC Corridor 1, on which both Almaty and
Bishkek are located (Figure 2). In addition to their bilateral links, both are entry points for consumer
goods from the PRC, which are then further distributed within the region. The transit flow of goods
from the PRC has particularly influenced the structure of economic activities in Bishkek, including
the evolution of Dordoi Market as a regional distributor of goods and the dynamic growth of the
garments industry in the Kyrgyz Republic, both of which support the employment of thousands
of persons.14 The chapter considers the existing logistics costs of moving goods from the PRC to
Almaty and from the PRC to Bishkek, followed by an analysis of how the latter will be affected by
the accession of the Kyrgyz Republic to the Eurasian Customs Union.

A. CAREC Corridor 1
Corridor 1 is an important transit route in CAREC, as it passes through three countries: the PRC,
Kazakhstan, and the Kyrgyz Republic. It has three subcorridors: (i) Corridor 1a, which connects
Urumqi (PRC) to Astana (Kazakhstan) and moves onward to the Russian Federation, but is primarily
a rail corridor; (ii) Corridor 1b, which stretches 2,787 km within Kazakhstan, passes through Urumqi,
Khorgos (Kazakhstan), Almaty, and heads west until it crosses Zhaisan into the Russian Federation;
and (iii) Corridor 1c links the PRC and the Kyrgyz Republic through the Torugart BCP.

Subcorridors 1b and 1c play important transit roles, providing active and alternative routes for the
importation, transit, and distribution of goods from the PRC to the region. Despite its length and
location in mountainous terrain, Corridor 1c has benefited from easier and cheaper border crossing
into the Kyrgyz Republic when compared with Corridor 1b, which uses BCPs with Kazakhstan, a
member of the Eurasian Customs Union.

14
Dordoi Market, established 1992, has a strategic location at the northern border of Bishkek, just 10 km from
the Kazakhstan border. This location, together with the most liberal regime for trade and customs clearance in
Central Asia, has enabled it to achieve a dominant role in regional trade. Most traders in Dordoi are small wholesalers;
accordingly, Dordoi contributes about 50,000 jobs to the Kyrgyz Republic economy. It also had an essential role in
developing the Kyrgyz apparel production cluster, which now accounts for about 100,000 jobs in the Kyrgyz Republic.

9
10
Figure 2: CAREC Corridors
Operationalizing Economic Corridors in Central Asia

CAREC = Central Asia Regional Economic Cooperation.

Source: Asian Development Bank.
 Transit Trade along Carec Corridor 1

B. Movement of Goods to Almaty and Bishkek from the

People’s Republic of China
Table 1 shows the volume of goods moving from the PRC via Kazakhstan and the Kyrgyz Republic.
Note also that the ratio of exports from the PRC to imports into the PRC by road is severely
asymmetric, implying a considerable challenge from empty reverse hauls and one-way demand
for trucks.

Table 1: Movement of Goods from the People’s Republic of China through

Kazakhstan and the Kyrgyz Republic CAREC Corridor 1 Road Border-
Crossing Points, 2012
Exports from the PRC Imports into the PRC
Border-Crossing Point (ton) (ton)
Khorgos (PRC–Kazakhstan) 791,100 26,100
Torugart (PRC–Kyrgyz Republic) 405,500 29,400
CAREC = Central Asia Regional Economic Cooperation, PRC = People’s Republic of China.
Source: General Administration of Customs of the People’s Republic of China.

Generally, merchandise is delivered to Almaty via the Khorgos BCP, and to Bishkek via the
Torugart BCP. The trade logistics process begins with the purchase of goods from suppliers
in the PRC. Goods are purchased in Urumqi or in the major East Coast trade hubs such as
Shanghai and Guangzhou; larger-volume traders tend to purchase from major national trade
hubs. Internet searches and purchasing are also widely used when dealing with PRC suppliers.
Large-volume shipments (e.g., a multimodal container or more) are delivered by rail to Urumqi,
where they are loaded onto trucks for further delivery to Central Asia. Starting from here, the
process of delivery to Almaty and Bishkek splits.

1. Logistics Process from Khorgos to Almaty

Theoretically, trucks from Kazakhstan are legally allowed to collect cargo in Urumqi and transport
it to a final destination in Almaty or other locations. In practice, however, a majority of runs are
accomplished with transloading at Khorgos, that is, trucks from the PRC are used to deliver goods
to Khorgos, and then trucks from Kazakhstan are used for transport from Khorgos to Almaty.

Usually, goods are transported by authorized economic operators (AEOs), which are a tightly
guarded community of about 60 companies with about 400 trucks in operation between Urumqi
and Almaty. The AEOs

• Collect consolidated cargo in Urumqi. Clients can transport relatively small

shipments; thus, each truck can contain the cargo of several clients. Clients are
expected to pay $800–$1,000 per cubic meter for full delivery of customs-cleared
cargo in the AEO’s terminal in Almaty.

11
 Operationalizing Economic Corridors in Central Asia

• Are considered to be the holder of the title for the goods. All shipments within
a consolidated truck are under one invoice and are cleared with one customs
declaration.
• Invite the traders to collect the goods when they arrive in Almaty. As, according
to the documents, the goods belong to the AEO, fake sales transactions need to be
made—the traders can transfer money as if the goods were purchased, and the AEO
later returns the same amount in cash.

The AEOs existed before the Eurasian Customs Union, and, in 2010–2011, charged three times
less per cubic meter than in 2014. The increased customs duties and tightening of control at the
Eurasian Customs Union borders, particularly Khorgos, after Kazakhstan’s accession, resulted in
the increased costs.

Logistics costs paid by traders for the transport of one truckload of merchandise delivered through
this scheme are $80,000–$100,000 per truck. Contrasted with the estimated value of duties of
$60,000–$70,000, the cost of transport of $5,000, and the same value of official and unofficial
expenses, the AEOs enjoy a good profit margin for every transaction, explaining why the group is
well guarded. Although there was a crackdown in 2011 when several customs officials were jailed, it
appears that these profitable arrangements were not eliminated, only that this resulted in greater
complexity and costs for traders.

2. Logistics Process from Torugart to Bishkek

Operators in the Kyrgyz Republic do not have freedom of access to Urumqi and must follow a
different transport process. First, the PRC road carriers deliver goods to Topo Terminal, which is 110
km from the Torugart BCP, where goods are unloaded, thoroughly checked, repacked, and loaded
onto Kyrgyz Republic trucks. According to Kyrgyz Republic traders, the main purpose of these checks
is to ensure that bad-quality merchandise does not leave the territory of the PRC. No unofficial
fees are paid on the PRC side. Then, documents check and weight control are performed at the
Torugart BCP, where trucks are not normally opened for physical inspection. Comparatively small
“tea money” may be paid at the border, which normally does not exceed $200.

Upon arrival in Bishkek, goods are delivered to the customs terminal at Dordoi Market. After
document control and physical inspection, they are customs cleared and are ready to move through
the distribution chain, which begins in Dordoi, but can end up everywhere in Kazakhstan, the Kyrgyz
Republic, the Russian Federation, or other Central Asian countries.

The total logistics cost from Urumqi to Bishkek is estimated at $12,000 and includes the road
transport cost of $5,000; official and unofficial terminal costs in Bishkek, not exceeding $250; and a
customs tariff at the rate of $0.35 per kilogram (which for a 20-ton payload truck is equal to $7,000).
Value-added tax is not paid.

These calculations demonstrate that the Kyrgyz Republic corridor has a substantial logistics cost
advantage over the Kazakhstan corridor. This difference also helps explain the volume of shuttle traders
from the Kyrgyz Republic to Kazakhstan. Since 2011, when this flow of people with small shipments began,
border-control procedures were gradually tightened, increasing the costs of “leaking” merchandise
across the borders and impacting the cost advantage of the Kyrgyz Republic corridor.15

15
Goods that arrive in Bishkek via Torugart are then reexported via Dordoi Market, and are hand-carried by “tourists”
(i.e., shuttle traders) through the Korday BCP to Kazakhstan.

12
 Transit Trade along Carec Corridor 1

C. Trade, Transit, and the Eurasian Customs Union

The CAREC Corridor Performance Measurement and Monitoring System has collected detailed
information about the time and cost of transport along CAREC corridors since 2010. Table 2 shows
the existing time and cost of border crossings at BCPs for Kazakhstan–PRC, Kyrgyz Republic–PRC,
and Kazakhstan–Kyrgyz Republic on Corridor 1. The Torugart BCP (PRC–Kyrgyz Republic) shows
reasonable overall performance, comparable with the time–cost performance of Karasu–Ak-Tilek
BCPs (Kyrgyz Republic–Kazakhstan and Kazakhstan–Kyrgyz Republic), and much lower costs and
time than the Khorgos BCP (PRC–Kazakhstan).

The performance parameters above are expected to change with the Kyrgyz Republic’s accession
to the Eurasian Customs Union, expected in 2015. Accordingly, Table 3 shows changes on the
Kazakhstan–Russian Federation BCPs following the accession of Kazakhstan to the customs
union. The time spent at the BCPs dropped significantly after accession, while the time spent at
BCPs with nonmembers of the customs union increased.

Since most time-savings came from the elimination of customs control among members of the
Eurasian Customs Union, a similar effect will likely occur on the Kazakhstan–Kyrgyz Republic
BCPs. However, BCPs with nonmember countries will experience tighter and lengthier control
than before accession, such as at Torugart (with the PRC) where the current processes do not
comply with procedures of the customs union.

Table 2: Average Time and Cost of Freight Truck Border Clearance

at CAREC Corridor 1 Border-Crossing Points, 2013
Time to Total Cost to Total
Time to Clear Time to Cost to Clear Cost to
Clear Entry Clear Clear Entry Clear the
Border- Main Exit BCP BCP Border Exit BCP BCP Border
Crossing Point Traffic Flows (hours) (hours) (hours) ($) ($) ($)
Horgos Import of 28.2 11.2 39.4 447 336 783
(PRC)–Khorgos PRC goods
(Kazakhstan)
Torugart Import of 0.2 2.8 3.0 0 73 73
(PRC)–Torugart PRC goods
(Kyrgyz
Republic)
Ak-Tilek (Kyrgyz Export 0.8 1.6 2.4 27 77 104
Republic)– of Kyrgyz
Karasu Republic goods
(Kazakhstan) to Kazakhstan
and third
countries
Karasu Transit of 1.4 0.5 1.9 82 21 103
(Kazakhstan)– Russian
Ak-Tilek (Kyrgyz Federation
Republic) and EU goods
to the Kyrgyz
Republic
BCP = border-crossing point, CAREC = Central Asia Regional Economic Cooperation, EU = European Union,
PRC = People’s Republic of China.
Source: CAREC Trade Facilitation. 2013. CAREC CPPM Corridor Performance Measuring and Monitoring: Annual Report
2013. Manila: ADB.

13
 Operationalizing Economic Corridors in Central Asia

Table 3: Time to Clear Border-Crossing Points in Kazakhstan before

and after Accession to the Eurasian Customs Union
(hours)
Before 1 July 2011 After 1 July 2011
Exiting Kazakhstan
To Russian Federation Kazakhstan side 7.7 2.9
Russian Federation side 7.7 1.8
To Non-ECU countries Kazakhstan side 8.1 13.0
Non-ECU side 4.3 7.0
Entering Kazakhstan
From Russian Federation Kazakhstan side 5.8 2.1
Russian Federation side 7.8 1.5
From Non-ECU countries Kazakhstan side 10.4 10.6
Non-ECU side 8.6 21.5
ECU = Eurasian Customs Union.
Source: CAREC Trade Facilitation. 2012. CAREC CPPM Corridor Performance Measuring and Monitoring: Annual Report
2012. Manila: ADB.

Additionally, the impact of adopting customs union tariffs is potentially adverse for the transit of
goods through Torugart, and for the role of Bishkek and Dordoi Market in regional wholesale trade.
Several firms interviewed speculated that after accession, the Kyrgyz Republic will have to adopt
similar customs tariffs and procedures as in Kazakhstan, erasing the logistics cost differential.
Moreover, the road corridor from Urumqi to Bishkek via Kashgar and the Torugart Pass with an
altitude of 3,750 meters above sea level will result in higher transport costs than in the Urumqi–
Khorgos–Almaty route.

As shown in the previous section, logistics costs for a 20-ton payload truck are estimated at $80,000–
$100,000 in the Urumqi–Khorgos–Almaty corridor, and only $12,000 in the Urumqi–Torugart–
Bishkek corridor. Often, trucks have higher payload capacity, and trucks used on the Urumqi–
Torugart–Bishkek corridor normally carry heavier load than trucks on the Urumqi–Khorgos–Almaty
corridor. Using again a 20-ton payload as a basis for comparative cost analysis, and using the rates for
customs union tariffs, the logistics costs for the shipment of a cargo truck on the Urumqi–Torugart–
Bishkek corridor will increase after customs union accession as shown in Table 4.

These estimates show that the Kyrgyz Republic corridor (i.e., Urumqi–Torugart–Bishkek) will likely
lose the obvious cost advantage over the Kazakhstan route (i.e., Urumqi–Khorgos–Almaty) after
the Kyrgyz Republic’s accession to the Eurasian Customs Union.16 A possible scenario is that the
higher logistics cost in the Kyrgyz Republic corridor will result in further reduction of wholesale
trade at Dordoi Market and a significant reduction of transit volume via the Kashgar–Torugart–
Naryn–Bishkek corridor. Further, a high sales price and low sales volume in Dordoi Market may
divert international traders from the Kyrgyz Republic, reducing sales exposure of the country’s
garments industry, which developed largely with help from Dordoi Market. Accordingly, jobs in
garments production, wholesale trade, and road transport sector may fall.

16
This is reinforced by the possibility that the estimate of $6,000 for value-added tax in the table may be an underes-
timate, although it is based on inputs from customs brokers in Kazakhstan. This figure implies a total cargo value of a
20-ton truck of $50,000 or about $2.50 per kilogram, which may be low. A higher value would imply correspondingly
higher value-added tax charges unless the trade declares less than the full value.

14
 Transit Trade along Carec Corridor 1

Table 4: Total Logistics Cost for Importation of Goods from the People’s
Republic of China to the Kyrgyz Republic, under Existing Tariffs Versus
Customs Union Tariffs
Logistics Cost Component Existing Tariffs Under Customs Union Tariff
Transport costs, Urumqi–Bishkek $5,000 $5,000
Customs tariff $7,000 $54,000–$81,000
Value-added tax (12%) Included in tariff $6,000
Total $12,000 $65,000–$92,000
Source: ADB.

There are, however, other factors that may mitigate this adverse scenario and provide grounds for
guarded optimism about the Kyrgyz Republic corridor and wholesale trade based on reexports
from Dordoi Market. Transport and logistics costs are still much lower in the Kyrgyz Republic
than in Kazakhstan. Transport operators have become used to smaller margins, as $500 per
trip is considered reasonable, while companies in Almaty may not accept a job unless it brings
$3,000–$5,000 per trip. Similar comments about profit margins were received from producers in
the Kyrgyz Republic: while profit margins of 15% are acceptable in the Kyrgyz Republic, traders in
Kazakhstan are reluctant to accept anything below 50%.

Further, irrespective of logistics costs, Dordoi Market represents substantive human and
institutional knowledge capital from its history as the major trading hub of Central Asia, with
strong connections to its supplier base in the PRC, Turkey, and the Republic of Korea, as well as
a strategic location in the middle of the most economically active part of the CAREC Corridor
1. Assuaging the border with Kazakhstan, after the Kyrgyz Republic’s accession to the Eurasian
Customs Union, this knowledge capital may help Dordoi Market further increase its role in the
regional trade, since the competitiveness of PRC exports into the region will continue. Also, in
2013–2014, Almaty started phasing out Barakholka Market, which was the major competitor of
Dordoi Market for 2 decades.

A collapse of Dordoi Market can adversely affect economic links between Almaty and Bishkek.
It is thus recommended that options be explored to facilitate the transition of Dordoi Market to
a productive role in this new environment. In addition, a more detailed analysis of the potential
impact of accession to the customs union on relative logistics costs of trade with the PRC should
be undertaken. A key challenge for such an analysis, however, is the low transparency of the
logistics processes between the PRC and Central Asian countries.

15
 IV. The Almaty–Bishkek Corridor:
An Exploration

In the context of Central Asia’s vast distances, the cities of Almaty and Bishkek are virtually twin
cities, separated by a distance of less than 250 kilometers (km). They are physically connected by
a portion of CAREC Corridor 1b, and joined by strong commercial, cultural, and historical links.
Both cities are also among the largest in their respective countries: Almaty, with a population of
more than 1.5 million, is the commercial capital of Kazakhstan, while Bishkek, with a population
rapidly approaching 1.0 million, is the political capital of the Kyrgyz Republic. Each city is also
characterized by the highest per capita income within its respective country. It is difficult to
identify a comparable cross-border pair of cities in the region with such proximity and potential for
growth through regional cooperation. This chapter provides an assessment of the extent to which
these similarities can be utilized to develop an economic corridor—the ABC—between them.

An overview of the economic profile of the corridor is a first step in assessing the economic
relevance and potential of the ABC. It shows, not surprisingly, that the economic anchor for the
ABC is centered on the endpoints, Almaty and Bishkek. Economic links between these two are
then analyzed. The extent to which the cities are already well integrated helps determine the
potential of the ABC as an economic corridor. It will also affect, for example, whether the Kyrgyz
Republic’s accession to the Eurasian Customs Union will have any impact on how the two cities
are linked. If the barriers or costs to trade between them are already low, then the customs union
will not have much effect in lowering them further. The analysis then considers the development
plans of Almaty and Bishkek and their implications for the ABC.

Barriers to trade may arise from several types of costs such as tariff and nontariff barriers,
transport costs, administrative hurdles, contractual frictions leading to transaction costs, costs of
finance (e.g., trade finance), corruption, wholesale or retail distribution costs, or even the market
structure of the trading sector (e.g., monopolies or collusion in transport of goods). Generally,
three approaches are used to analyze barriers to trade between two entities:

(i) direct measurement of barriers such as corridor performance monitoring and

measurement data on time and costs at BCPs;17
(ii) use of trade flows to infer trade costs by estimating a gravity model on observed
trade flows and determining if the trade flows between the two entities are com-
parable with a benchmark based on an estimated equation; and

17
For other examples of direct measurement of trade costs, see Hummels, D. 2007. Transportation Costs and Interna-
tional Trade in the Second Era of Globalization. Journal of Economic Perspectives. 21 (3); and Olken, B. A. and Barron, P.
2009. The Simple Economics of Extortion: Evidence from Trucking in Aceh. Journal of Political Economy. 117 (3).

16
 The Almaty–Bishkek Corridor: An Exploration

(iii) use of price dispersion and price gaps to infer trade costs, with the idea that
prices should be linked closely if trade costs are negligible.

This report utilizes the third approach, examining comparative price behavior to assess economic
links between Almaty and Bishkek.

Although not estimated, the well-known gravity model for trade is a useful context to frame the
analysis of the ABC. Gravity models specify trade between two economies as directly related to
the size of each economy (i.e., gross domestic product [GDP]) and inversely affected by trade
costs, typically measured by the distance between the two. In simplified terms, the gravity model
for trade between two economic regions i and j with incomes Ei and Ej and separated by distance
dij can be written in stochastic form as below:

lnXij = a0 + a1Ei + a2Ej + a3dij + b Vij + µij

where a represents parameters, as does b (which may be vector depending upon V), while µij
denotes the error term. Since the distance is a proxy for trading costs, different studies have used a
variety of variables in vector V to augment the basic gravity model to better capture other elements
of trading costs.18 These have included variables such as common language, shared borders, per
capita GDP, shared colonial history, common membership in regional trading arrangements,
common currency, quality of the connecting infrastructure, and even a measure of generalized
remoteness from all other potential trading partners.

Based on the equation above, this report looks at the ABC and the economic links between
Almaty and Bishkek by focusing on three sets of issues: (i) factors and initiatives that may
increase Ei, (ii) factors and initiatives that may increase Ej, or (iii) factors and initiatives that may
decrease the effective economic distance between the two cities through augmenting variable V.
Several variables noted above are already given in the case of Almaty and Bishkek, suggesting the
likelihood of greater trade between the two than would be predicted by a basic gravity model.
However, other possible augmenting variables may lead to friction or greater trading costs, and
some of these are explored using the primary survey data such as barriers arising from information
costs, inadequate access to mutually acceptable standards and certifications, and concerns about
contract enforcement. Policies and initiatives that mitigate these trade costs between the two
cities will promote greater links and facilitate ECD along the ABC.

A. Profile of the Almaty–Bishkek Corridor

The ABC comprises Bishkek City and Chui Oblast (Province) in the Kyrgyz Republic, as well as
Almaty and Zhambyl oblasts and Almaty City in Kazakhstan.19 In all of these oblasts, low levels of
economic activity coexist with low population densities. For instance, the population density in
Chui Oblast is 40 people per square kilometer (km2), while Zhambyl Oblast has 7 persons per km2.
By comparison, the population densities in Almaty and Bishkek, the ABC’s endpoints, are close to
5,000 per km2.

18
For a detailed treatment of gravity models, see Anderson, J. E. and van Wincoop, E. 2004. Trade Costs. Journal of
Economic Literature. 42 (3).
19
The corridor also serves flows of people (i.e., tourism) and goods (i.e., apples and other fruits) between Kazakhstan
and Issyk-Kul Oblast, which is located east of Chui Oblast.

17
 Operationalizing Economic Corridors in Central Asia

Almaty and Zhambyl oblasts are relatively rural, with urban populations representing about 23%
of the total population in Almaty and 39% in Zhambyl. Agriculture accounts for about 14% of the
gross regional product (GRP) of Almaty, and 10% of that of Zhambyl. Services account for 66%
of the GRP in Almaty, and 70% in Zhambyl. The per capita GRP was about $5,150 in purchasing
power parity terms in Almaty Oblast and $2,600 in Zhambyl Oblast.

Agriculture, including crop production and meat and milk production, is the largest sector in Chui
Oblast, but its share in GRP has fallen over 2003–2012 due to an absence of growth. There, however,
manufacturing, construction, and transport and communications have grown strongly during the
past decade, with industry and services now accounting for 25% and 37% of the GRP, respectively.
Key sectors of manufacturing include food production, construction, and metallurgy.20 There is a
free economic zone, which has three locations in Chui Oblast near Bishkek. Operating since 1995,
it has 80–100 enterprises with investments from more than 20 countries, and provides jobs for
2,500–3,000 persons. In 2012, the free economic zone net exports were negative.21 Further, the
urban population share in Chui Oblast was 17.8%, per capita income in purchasing power parity
terms was $2,400, and it had a significant poverty rate of 28.6%.

Direct bilateral trade between Almaty and Bishkek, utilizing the ABC, is dominated by primary
products and services, including intrasector trade. Aside from fruits and vegetables, anecdotal
evidence suggests considerable informal exports of meat and live animals (e.g., cattle, horses,
and sheep) from the Kyrgyz Republic to Kazakhstan, despite a ban on exports of products of
animal origin from the Kyrgyz Republic to the Eurasian Customs Union countries like Kazakhstan.
Tourism, finance, health, and education are also important sectors for trade in services between
the two cities. There are considerable tourist flows such as Kazakhstan tourists to Issyk-Kul in the
Kyrgyz Republic, and Kyrgyz Republic travelers catching flights from Almaty International Airport
or trains from Shu Railway Station in Kazakhstan. Generally, Almaty specializes in sophisticated
capital-intensive and expensive services (e.g., high-technology medical services), while Bishkek
offers more affordable alternatives for services, which do not require expensive personnel and
equipment (e.g., dental care and some types of tertiary education). Tertiary education is another
example of intrasector trade between Almaty (expensive, recognized brands) and Bishkek
(affordable quality). Repair of cars is also a noticeable service exported from Bishkek to Almaty.

1. Almaty
Distinguishing between three types of cities—global hubs, megacities, and gateway cities—Almaty
can be classified as a gateway city, a regional economic cluster that facilitates access to frontier
markets.22 The regional dimension of Almaty is evident in Figure 3, which shows major cities in
Central Asia in three concentric circles with Almaty at the center, at distances of 300, 600, and
900 km. For each city, the height of the associated bar shows the economic density in economic
activity measured by GRP per km2 of the city area. At almost $63 million per km2, the economic
density of Almaty is more than twice as high as the two closest cities, Astana and Tashkent.
Given ECD needs underlying economic potential that can be channelized and magnified, Almaty
provides a natural fulcrum for ECD in the region.

20
Kara-Balta in Jaiyl Rayon (District) hosts a gold refinery, which processes concentrate produced at the Kumtor Gold
Mine and explains large shares of metallurgy in industrial output and of manufacturing in the GRP. This is also partially
responsible for hikes and drops in the GRP, replicating gold production patterns.

21
This is accounted for, in part, by the large share of production for the domestic market and by the fact that substantial
exports are accounted for by reexports of cars that are not manufactured or assembled locally. See Free Economic
Zone Bishkek. http://www.fez.kg
22
Global hubs are defined as global capitals such as Hong Kong, China; London; New York; and Tokyo. Megacities are
hugely populous urban centers such as Jakarta, Lagos, and São Paulo. Gateway cities open access to frontier markets
such as Almaty, Cape Town, and Dubai. See Khanna, P. 2011. When Cities Rule the World. http://www.mckinsey.com/
insights/urbanization/when_cities_rule_the_world

18
 Figure 3: Economic Density in Select Cities in Central Asia
(gross regional product of city per square kilometer of city area)
Petropavlovsk USD Millions
70
Kostanai 60 Bars proportional in size
50 to city’s regional product
Kokshetau 40 per square kilometer of area
Siletiteniz Lake 30
Aktobe 20 Urumqi
10 (different calculation)
0
ASTANA Pavlodar
RUSSIAN FEDERATION

Tengiz Lake

Karaghandy Semey

Oskemen

Ulgii
Aral Sea KAZAKHSTAN

Khovd Uliastai

Lake Balkhash
Kyzyl Orda MONGOLIA
Nukus
Taldykorgan
Altai

Urgench
UZBEKISTAN
Shymkent Taraz
Almaty Urumqi
BISHKEK Tokmok
Navoi TASHKENT
Bukhara
TURKMENISTAN Djizzak KYRGYZ REPUBLIC
Andijan
Namangan
Jalal-Abad Naryn
Mary Samarkand Fergana Osh
300 km
XINJIANG UYGUR
DUSHANBE PEOPLE'S REPUBLIC OF CHINA
AUTONOMOUS REGION, PRC
TAJIKISTAN (PRC)

Mazar-e-Sharif 600 km
Kunduz
National Capital
Herat
Provincial Capital
City
AFGHANISTAN Jalalabad Road
KABUL
900 km N
This map was produced by the cartography unit of the Asian Development Bank.
The boundaries, colors, denominations, and any other information shown on this
0 100 200 300 map do not imply, on the part of the Asian Development Bank, any judgment on the
legal status of any territory, or any endorsement or acceptance of such boundaries,
colors, denominations, or information.
Kilometers

cars 14-2180a AV
Notes:
1. Calculations based on gross regional product (latest available data) at market exchange rates.
2. Comparable data were unavailable for Samarkand in Uzbekistan.
3. Data for Urumqi were calculated using only some of the districts and are not comparable with the others in the map.
4. For Kazakhstan, the gross regional product for the city is calculated as the share of city population of the administrative region, except for
Almaty and Astana, which are treated as separate regions in the statistics.
Sources: Data are from the statistical agencies of Kazakhstan, the Kyrgyz Republic, Tajikistan, and Uzbekistan; cities’ official websites; and
ADB staff calculations.
The Almaty–Bishkek Corridor: An Exploration

19
 Operationalizing Economic Corridors in Central Asia

In absolute size too, Almaty represents one of the largest economies in the region. Its GRP is twice
as big as the next city, Astana, and greater by almost a factor of more than 15 relative to Bishkek.
The city is the largest economy in the region. Almaty accounted for 19% of Kazakhstan’s GDP, with
a GRP of about $42.6 billion in 2013. The city’s GRP is composed overwhelmingly of services, with
the most significant being wholesale and retail trade, information and communication, transport
and warehousing, and real estate. Agriculture has no weight in the city’s GRP, while industry
and processing industry accounted for only 9.6% of the GRP. The city’s external trade turnover
was almost $26 billion in 2013, of which nearly $20 billion was imports. Measured by population,
Almaty is the largest in the region after Tashkent (Table 5).

Table 5: Population and Gross Regional Product in Select Cities in Central Asia
Population Gross Regional Product
Country City ('000) ($ million)
Kazakhstan Almaty 1,508 42,550
Kazakhstan Astana 814 21,337
Uzbekistan Tashkent 2,353 7,958
Kazakhstan Karagandy 485 6,254
Kazakhstan Shymkent 683 3,370
Kazakhstan Semey 338 3,265
Kazakhstan Oskemen 326 3,151
Kyrgyz Republic Bishkek 891 2,562
Kazakhstan Taraz/Shambyl 351 1,834
Tajikistan Dushanbe 776 1,817
Source: Statistical agencies of Kazakhstan, the Kyrgyz Republic, Tajikistan, and Uzbekistan.

Tourism and finance services are important parts of Almaty’s economy. Nearly one-third of all
workers in the finance sector in Kazakhstan are employed in the city, which accounted for 44.1%
of total deposits and 39% of loans in the country in 2013. The National Bank of Kazakhstan,
regulators of finance activities, the stock exchange, 33 secondary banks out of 39 active banks,
and 31 insurance companies operate in the city.

Almaty’s profile as a regional gateway is also evident from its role as a distribution center for goods,
and as a regional hub for international organizations and companies. It is also a destination for
migrant labor from neighboring countries, both for seasonal and longer-term work, as well as an
initial destination before departing to other destinations.

2. Bishkek
Spread over 170 km2, Bishkek had a population of 895,000 in 2012, growing at 1.5% per year since
2005. Although much lower than Almaty, the per capita income in Bishkek is 2.5 times the national
average, a gap that has been widening over time. Through much of 2006–2012, Bishkek has
accounted for more than one-third of GDP, reaching 38.8% of GDP in 2012. The city’s GRP was
about $2.6 billion in 2012, and has grown at 7.5% per year since 2006.

20
 The Almaty–Bishkek Corridor: An Exploration

Figure 4: Bishkek’s Gross Regional Product Structure by Sector

100%
9%
90% 19% 9%
80% 9% 9%
70% 5% 8%
6%
60%
50% 18% 25%
40%
30% 27% 25%
20%
10% 7% 6%
0% 8% 9%

2003 2012

Other Government services Consumer services, real estate operations

Finance Transport and communications Trade Construction Manufacturing

Source: National Statistical Committee of the Kyrgyz Republic. www.stat.kg

Bishkek is primarily a services economy with manufacturing accounting for less than 10% of the
GRP, despite having grown its share marginally due to the rise of the garment industry during the
past decade. Aside from the garment industry, the main industrial sectors of Bishkek are food
production, which is partially export-oriented; and production and distribution of electricity,
gas, and water, catering entirely to the domestic market. The share of manufacturing in total
employment is higher than its share in the GRP, implying lower labor productivity than in the
services sector. Within the dominant services sector, trade and transport and communications
are important, followed by consumer services and finance services (Figure 4).

Bishkek serves as the consolidation and distribution center for the Kyrgyz Republic as well. Its
total imports in 2012 were $3.2 billion, and total exports were $1.2 billion. Imports into Bishkek
are consumed not only in the city but also in other parts of the country. This is also true for some
exports, which are sold from Bishkek, but produced in other parts of the Kyrgyz Republic such as
gold and electricity.

In summary, the ABC is characterized by low levels of economic activity, primarily services and
some agriculture, between the two endpoints of Almaty and Bishkek. Both cities are structurally
similar: there are low shares for manufacturing, and are primarily driven by the services sector.
Within this sector, several areas overlap such as wholesale and retail trading, transport and
communication, finance services, and tourism. Given the cities’ size, physical proximity, and
differences in endowments, there are potential gains from increased trade and integration between
the two economies. At the same time, the cities also need to compete with one another in their
common areas of focus. The extent to which strategic cooperation and competition can benefit
both economies is an important determinant of the success of the ABC as an economic corridor.

21
 Operationalizing Economic Corridors in Central Asia

B. Trade between Almaty and Bishkek: Costs and Barriers

An assessment of costs or barriers to trade between Almaty and Bishkek provides indirect evidence on
the extent to which the cities are integrated. Barriers to trade are analyzed here using an approach that
examines not trade flows (e.g., gravity models) but price dispersion and price gaps to infer trade costs.
This may be particularly relevant to the present context given the presence of large informal flows of
goods in the region through shuttle traders. A large part of trade flows in the region is not captured in
official statistics due to its informal nature, being undertaken through regional bazaars.23

If there is free arbitrage, which is assumed in most trade models, then the price for any identical
good k at any two points i and j in space must reflect a no-arbitrage condition such as:

|pik – pjk| <πijk

where p denotes prices and π is some parameter. Yet while the intuition is simple, implementing
it empirically is subject to some caveats. For example, it is important to ensure that the good k
being sold at place i is identical to the good being sold in j. This may be violated if the good comes
bundled with services (e.g., an air-conditioned supermarket or friendly customer service) in one
place and not in the other. Relatedly, there is the possibility that the price of the good in both
places may incorporate nontradable elements such as services. If there is imperfect competition
and producers are pricing to the market, the same good produced by a single producer may be sold
at different prices.

The behavior of prices can convey substantial information about trade costs and integration of
markets while keeping in mind the caveats mentioned above. Grafe et al. used this approach to
look at the nature of integration within Kazakhstan, the Kyrgyz Republic, and Uzbekistan during
1999–2003, and found that dispersion of relative prices of consumer goods showed that the
markets were integrated.24 They also found that national borders did not add much to variation
in relative prices across different regions in Central Asia, particularly compared with intracountry
barriers. The intracountry trade costs were significant in their analysis and went beyond transport
costs. They concluded that the shuttle trade was leading to equalization of prices, but internal
barriers to trade, such as numerous road blocks and attempts by local governments to restrict
access to local markets and bazaars, were leading to price differences across regions that appeared
as high differences across countries.

In this report, the behavior of prices in Almaty and Bishkek is examined, and this analysis is
complemented with a comparison of the behavior of prices in two other cities, Taraz and
Shymkent.25 Since both of these cities are located within Kazakhstan, a comparison of their price
links with prices in Almaty provides a benchmark that excludes exchange rate and border effects.
To the extent that there is a possibility of internal barriers to trade, as noted by Grafe et al., the
difference in distance between Almaty and Taraz versus Shymkent provides an indication of
trade costs due to internal factors. Bishkek is located between Almaty and Taraz and, based on
anecdotal evidence, has strong links with both cities in Kazakhstan.

23
Kaminsky, B. and Mitra, S. 2012. Borderless Bazaars and Regional Integration in Central Asia: Emerging Patterns of Trade
and Cross-Border Cooperation. Washington, DC: World Bank.
24
Grafe, C., Raiser, M., and Sakatsume, T. 2005. Beyond Borders: Reconsidering Regional Trade in Central Asia. EBRD-
Working Paper Series. No. 95. London: European Bank for Reconstruction and Development.
25
Data for these two cities are available only at the oblast level: Jambyl and Southern Kazakhstan respectively.

22
 The Almaty–Bishkek Corridor: An Exploration

Due to the shared history of both countries, the basket of goods in the Consumer Price Index
is comparable for Kazakhstan and the Kyrgyz Republic, but in view of limited time, 41 specific
commodities were considered for which data could be found. The data are disaggregated,
commodity-specific prices on a monthly basis at the oblast level.26 Some commodities were
excluded that were deemed nontradable. A few others that were excisable and subject to
government regulations were also excluded, leaving a total of 21 goods, of which 8 are consumer
durables. Appendix 1 shows the full list of commodities and their classification: tradable,
nontradable, and subject to government regulation. The time period selected for the analysis was
January 2010 to January 2014, which starts subsequent to the banking crisis in Kazakhstan in 2008
and ends before the large devaluation of the tenge in February 2014.

Since price data are in indexes, while exchange rates used are in levels, the methodology took the
first difference of the exchange rate-adjusted equality of prices:

pitk = etpjtk

where p represents prices as before and e the nominal exchange rate, all measured at time t.27 Log
differentiation of this gives the form used in the analysis:

dln(pitk)= dlnet + dln(pjtk) (1)

The correlation between the two sides of equation (1) was thus examined, that is, the correlation
between the percentage change in the monthly prices in Bishkek relative to the percentage
change in prices in Almaty and percentage change in the exchange rate of the som to the tenge.
For comparisons across cities within Kazakhstan, the change in exchange rate was set equal
to zero.

Table 6 shows the variation in the prices of the selected commodities in Bishkek and in Almaty.
Two points are worth noting here. First, price volatility is much larger in Bishkek than in Almaty, with
the ratio of variability ranging from a factor of 2 to almost 12 times for most of the commodities.
The substantially higher price volatility in Bishkek can be due to several factors. At the aggregate
level, the som has been much more volatile than the tenge, at least before the devaluation in
2014.28 Being a regional distribution center linked to other markets in the region may also lead to
a lower variability of prices in Almaty relative to those in Bishkek. Finally, the Almaty market is
more formal, so “menu costs” of changing prices may be higher than in Bishkek, where more retail
transactions occur in bazaars and changing prices is easier.

Second, there is considerable diversity in the patterns across goods of price volatility. Generally,
food-related items tend to be more volatile than other goods in Almaty, while this is true to a
much weaker extent in Bishkek. The correlation of the relative ranking of commodities in their
price volatility is statistically insignificant across all four cities at up to a 5% level of significance.
The absence of consistent patterns in price volatility across goods suggests that links in price
movements may not be strong across the cities, reflecting costs or barriers to trade both internally
and across borders.

26
Both Almaty and Bishkek are classified as oblasts for the price data.

27
This is the standard law of one price. In the equation used above, the parameter πijk is arbitrarily set to zero. The
correlations of the first differences will not be affected by the fixed value of π.
28
During the period under consideration, the tenge was fixed at about T150 to $1. The som is implicitly tied to the Rus-
sian Federation ruble, and in 2010–2014, it floated to the United States (US) dollar in a broad range together with
the ruble. This may affect consumer prices, as a large part of consumer goods are imported from the PRC and other
countries, whose own exchange rates with the US dollar have been relatively stable.

23
 Operationalizing Economic Corridors in Central Asia

Table 6: Price Variability in Bishkek and Almaty, January 2010–January 2014

(coefficient of variation, monthly prices)
Commodity Description Bishkek Commodity Description Almaty
Fruits and vegetables 7.5 Fruits and vegetables 3.5

Materials for repair and housing 4.1 Consumables 1.9

Audiovisual equipment and cameras 3.5 Oils and fats 1.9

Dairy products, cheese, and eggs 3.4 Sugar and sweets 1.5

Small tools 3.4 Medicines and medical devices 1.4

Tablewear 3.0 Footwear. Including repair 1.3

Other goods and equipment 3.0 Dairy products, cheese, and eggs 1.1

Bread and cereals 2.9 Meat 1.0

Sugar and sweets 2.9 Fish 1.0

Footwear. Including repair 2.6 Bread and cereals 0.9

Other foods 2.1 Alcohol-free beverages 0.8

Oils and fats 2.1 Consumer devices 0.8

Medicines and medical devices 2.0 Materials for repair and housing 0.7

Meat 1.7 Audiovisual equipment and cameras 0.7

Fish 1.7 Other foods 0.7

Alcohol-free beverages 1.6 Apparel 0.4

Consumables 1.6 Curtains and other home textiles 0.4

Curtains and other home textiles 1.5 Tablewear 0.4

Consumer devices 1.4 Furniture and carpeting 0.3

Apparel 1.3 Small tools 0.3

Furniture and carpeting 1.1 Other goods and equipment 0.2

Source: Asian Development Bank.

The results of correlation in changes in prices based on equation (1) are shown in Table 7.
Columns 2–4 provide correlations between change in prices between Almaty and, respectively,
Bishkek, Taraz, and Shymkent for the commodity listed in column 1. Similarly, columns 5 and
6 provide the same correlation between Bishkek and, respectively, Taraz and Shymkent. The
strongest links are evident between Almaty and Taraz (column 3) with statistically significant
correlations for 12 of the 19 commodities; only 6 commodities show significant correlation
between Almaty and Shymkent, implying weaker links than with Taraz. Between Almaty and
Bishkek, statistically significant correlation is found for only 2 of the 19 commodities. Columns
5 and 6 also indicate that there is little evidence of correlations between prices for Bishkek with
respect to either Taraz or Shymkent.

24
 The Almaty–Bishkek Corridor: An Exploration

Table 7: Correlation in Prices across Almaty, Bishkek, Taraz, and Shymkent

(percentage change in monthly prices adjusted for exchange rate)
Almaty Bishkek
South South
Jambyl Kazakhstan Jambyl Kazakhstan
Commodity Bishkek (Taraz) (Shymkent) (Taraz) (Shymkent)
1 2 3 4 5 6
Bread and cereals (0.060) 0.464 a
0.402 a
(0.213) 0.192
Meat 0.041 0.495 a
0.169 0.079 0.223
Fish 0.062 0.487a (0.035) (0.053) (0.140)
Dairy products, cheese, and eggs 0.122 0.522a 0.598a 0.042 0.084
Oils and fats 0.363 b
(0.139) (0.101) (0.117) (0.100)
Fruits and vegetables 0.349 a
0.359 b
0.556 a
0.115 0.440a
Sugar and sweets 0.149 (0.028) 0.036 0.283 0.315b
Other foods 0.114 0.184 0.188 0.401a 0.057
Alcohol-free beverages 0.042 (0.064) (0.167) 0.189 0.023
Apparel (0.202) 0.202 (0.021) (0.243) 0.128
Footwear, including repair (0.109) 0.863 a
0.872 a
(0.076) (0.041)
Materials for repair and housing (0.034) 0.000 (0.004) 0.212 (0.595)a
Furniture and carpeting (0.117) 0.393a 0.380a (0.093) (0.016)
Curtains and other home textiles 0.025 0.564a 0.307b (0.300)b 0.015
Consumer devices (0.103) 0.394 a
0.252 (0.031) (0.020)
Tablewear (0.188) 0.432 a
0.422 a
(0.052) (0.188)
Consumables (0.234) 0.894 a
0.900 a
(0.009) (0.086)
Medicines and medical devices 0.154 0.888a 0.907a 0.094 0.200
Audiovisual equipment
 and cameras 0.198 0.072 (0.006) 0.262 0.160
( ) = negative.
a
Correlation significant at the 0.01 level (1-tailed).
b
Correlation significant at the 0.05 level (1-tailed).
Source: ADB.

Anecdotal evidence of movements of meat and livestock and of fruits and vegetables between the
Kyrgyz Republic and Kazakhstan as well as the shuttle trade between Almaty and Bishkek would
suggest stronger price correlation between the two cities. While correlation is significant for fruits
and vegetables, the other commodities do not show correlation. The results in Table 7 may be
affected by the higher barriers and stronger enforcement at Kazakhstan’s borders since 2011, after
the country’s accession to the Eurasian Customs Union.

These results are consistent with both border effects and distance effects contributing to barriers
to trade. The stronger link between Almaty and Taraz, relative to Almaty and Bishkek, shows border
matters in creating trading costs that lower the integration between the markets in Almaty and
Bishkek. While the link between Almaty and Shymkent prices is evident, this is relatively weaker
compared to that between Almaty and Taraz, suggesting that distance and associated internal

25
 Operationalizing Economic Corridors in Central Asia

barriers may be lowering integration between markets in Almaty and Shymkent, consistent with
the findings of Grafe et al.

It should be noted that the correlations above are for contemporaneous prices and do not take into
account lags in movement of prices. If prices are at all “sticky” for any reason, it is possible that the
markets may still be linked though with the effects manifesting with some lag. To incorporate lags
in the impact of change in prices in one location on the same in another location, Granger causality
specifications were estimated, using up to three lags of prices of the commodity in both locations. 29
Finding Granger causality, either one-way or two-way, may be interpreted not as causing the other
variable but as providing incremental predictive content. For example, if the change in prices for a
commodity in Bishkek Granger causes the price change in Almaty, it would indicate the prices in
Bishkek provide predictive content for those in Almaty and in that sense the markets in the two
cities are linked to one another. Table 8 provides summary tabulations for the tests of Granger
causality for change in prices across the four cities. Since the link between Almaty and Bishkek in
contemporaneous correlations is strongest for food products, and since the interest here is primarily
on these two cities, Granger causality tests were confined to food products only.

Table 8: Tests of Granger Causality between Percentage Change in Prices

across Almaty, Bishkek, Taraz, and Shymkent
Almaty Bishkek
South South
Jambyl Kazakhstan Jambyl Kazakhstan
Commodity Bishkek (Taraz) (Shymkent) (Taraz) (Shymkent)
1 2 3 4 5 6
Bread and cereals Y
Meat Y
Fish Y Y
Dairy products, cheese, Y Y Y Y Y
and eggs
Oils and fats Y Y Y
Fruits and vegetables Y Y Y
Sugar and sweets Y Y
Other foods
Alcohol-free beverages
Note: Y indicates the presence of one-way or two-way Granger causality at a 5% significance level.
Source: ADB.

The Granger causality results do not significantly modify the picture emerging from analyzing
contemporaneous price movements, though lagged prices show more links across cities than
contemporaneous. GC links between Almaty and Bishkek prices are now comparable to those
between Almaty and Bishkek, and more commodities show GC links between Almaty and
Shymkent. However, GC links between prices in Bishkek and those in both Taraz and in Shymkent
are relatively weaker.

29
Specifically, the change in price (e.g., in Almaty) is regressed at the same time on three lags of its own value and on
three lags of exchange rate-adjusted price changes in Bishkek. Similar specifications are done for all the other pairs.

26
 The Almaty–Bishkek Corridor: An Exploration

To summarize, Bishkek shows much higher price volatility than the three cities in Kazakhstan, and
there is no consistent pattern in the relative volatility of prices across commodities. There is some
evidence of correlation in price changes between Almaty and Bishkek, but less so than between
Almaty and Taraz, suggesting border effects are still important between the two countries. This
implies that elimination of the border effects following the accession of the Kyrgyz Republic to the
Eurasian Customs Union will have a significant impact in further integrating Almaty and Bishkek,
which would, in turn, boost the potential for developing the ABC. Using Granger causality estimates
to incorporate lagged links in price co-movements across these markets provides results that are
also consistent with the existence of relatively weak links between Almaty and Bishkek, suggesting
that the links may be attenuated by border effects and possibly other factors that increase barriers
to trade between the cities.

C. Qualitative Aspects of Trading between Almaty and Bishkek

A small survey, conducted in July and August 2014, focused on 80 firms in Bishkek that were
involved in transactions with businesses in Almaty, Taraz, and Shymkent. It aimed to understand
other types of costs that may characterize trade between the two cities such as contractual costs
arising from issues related to information, risk sharing, and enforcement.

In the Kyrgyz Republic, only 1 out of 10 firms is engaged in direct exports.30 Although the Russian
Federation and Kazakhstan are major trading partners, the proportion of firms dealing with
businesses in Kazakhstan is probably even lower than 10%. Thus, for the survey, firms were selected
in consultation with business associations to identify those with greater likelihood of interacting
with firms in Kazakhstan. Due to its small size and sampling methodology, the sample is therefore
indicative and not representative of all firms in Bishkek.

The survey was conducted using interviews with firms based on a questionnaire that included
sections on general firm characteristics, owner and/or manager attributes, perceptions toward
competition and the customs union, and views on transacting with firms in Kazakhstan
(Appendix  2). Selected survey results are summarized here, while more detailed tables will be
made available later on the CAREC website.31

The sample included 7 firms in the primary sector (i.e., dairy and meats, livestock, and crop
production including fruits and vegetables); 60 in manufacturing (i.e., other food processing, light
industry, wood and/or furniture, metal working and machinery, and other manufacturing); and 13
in services, including trading. Twelve of the firms are relatively new, less than 5 years old; 20 are
5–10 years old; and 48 firms are older than 10 years.

Tables 9 and 10 show the mean sales by the firms, by type of customer and geographic destination.
Nearly 50% of the sales are to retail or wholesale traders, while direct sales to consumers account
for about 30% of the sales. The mean sales to domestic consumers are 54% of the total (more for
services firms), with the rest accounted for mainly by Kazakhstan and the Russian Federation. The
larger share of sales to Kazakhstan by these firms reflects the sample selection and possibly the
role of transit sales meant for the Russian Federation.

30
The 2013 Business Environment and Enterprise Performance Survey found the share of sales from ex-
ports for those who are engaged in direct export declined to 51% from 63% in 2008, and that the percent-
age of direct export sales in total sales also declined, from 6.4% in 2008 to 5.6% in 2013. World Bank Group.
2013. BEEPS At-A-Glance 2013: Kyrgyz Republic. Washington, DC. http://www.worldbank.org/content/
dam/Worldbank/document/eca/central-asia/BEEPS-At-A-Glance-2013-Kyrgyz-Republic-en.pdf

31
http://www.carecprogram.org/

27
 Operationalizing Economic Corridors in Central Asia

In contrast to sales, the inputs purchased by the firms show the small role of Kazakhstan (Table 11).
The share of inputs originating from outside is led by the PRC, followed by the Russian Federation,
while other countries collectively also account for nearly one-fifth of the purchases. While the
questionnaire sought responses about the source of production of inputs, the high share of
domestic inputs indicates that many firms may not have known the source and only specified
their immediate point of purchase of the inputs.

Table 9: Sales by Type of Customer and Sector

(proportion of total sales)
Direct Consumers Industrial Buyers Retailers Wholesalers
Firm Category Mean Mean Mean Mean
Primary 0.23 0.28 0.09 0.41
Manufacturing 0.29 0.19 0.11 0.40
Services 0.29 0.16 0.25 0.29
Total 0.29 0.20 0.13 0.38
Source: Almaty–Bishkek Corridor Survey (2014).

Table 10: Sales by Destination and Sector

(proportion of total sales)
  Domestic Russian Kazakhstan Rest of World
Sector Mean Federation Mean Mean Mean
Primary 0.47 0.16 0.28 0.09
Manufacturing 0.53 0.14 0.27 0.06
Services 0.64 0.02 0.27 0.08
Total 0.54 0.12 0.27 0.06
Source: Almaty–Bishkek Corridor Survey (2014).

Table 11: Inputs Used by Source of Production and Sector

(proportion of total purchases)
People’s
  Domestic Republic of China Russian Federation Rest of World
Sector Mean Mean Mean Mean
Primary 0.99 0.00 0.01 0.00
Manufacturing 0.51 0.17 0.09 0.22
Services 0.59 0.17 0.03 0.21
Total 0.57 0.16 0.07 0.20
Source: Almaty–Bishkek Corridor Survey (2014).

The survey elicited responses from these firms on the extent of competition that they faced and, in
view of the Kyrgyz Republic’s impending accession to the Eurasian Customs Union, the geographic
source of their perceived competition looking ahead (Tables 12 and 13). One-third of the firms
indicated that competition from imports or firms outside of the country was not a problem in
their perception, while almost two-thirds believed competition from outside was important to
their operations. Table 13 shows that the major sources of perceived competition from outside are
Kazakhstan, the Russia Federation, the PRC, and, to some extent, Moldova.

28
 The Almaty–Bishkek Corridor: An Exploration

Table 12: Competition from Outside of the Kyrgyz Republic

(number of firms)
Nature of Business Very Important Important Not Important No Impact Total
Primary 1 6 0 0 7
Manufacturing 15 23 19 3 60
Services 2 2 8 1 13
Total 18 31 27 4 80
Source: Almaty–Bishkek Corridor Survey (2014).

Table 13: Geographic Source of Perceived External Competition

(number of firms)
Nature of Russian
Business Kazakhstan PRC Federation Uzbekistan Turkmenistan Moldova Belarus Germany Total
Primary 2 0 1 1 2 3 0 0 9
Manufacturing 18 18 17 1 2 5 2 1 64
Services 2 1 1 0 0 2 0 0 6
Total 22 19 19 2 4 10 2 1 79
PRC = People’s Republic of China.
Source: Almaty–Bishkek Corridor Survey (2014).

More than two-thirds of the firms (55) in the sample had transactions with businesses in
Kazakhstan. Among firms that were not transacting with firms in Kazakhstan, the major reasons
indicated for not doing so were “bureaucratic barriers” and “not enough trust.” Bureaucratic
barriers can be addressed through appropriate policy measures in future to simplify procedures,
thus contributing to strengthening economic links between the two cities. Lack of trust reflects
not just insufficient information about the other party of the transaction but also concerns on the
part of respondents on whether they could deliver larger orders from Almaty with adequate quality
and on time. As shown in Table 14, lack of information may not be a major problem, with more than
three-quarters of the sample indicating that they regularly interacted with businesspersons from
Kazakhstan. The strong links between Almaty and Bishkek are again underlined by the fact that
these interactions are mostly with businesses in Almaty, with only a few indicating the same for
the other major Kazakhstan cities in the vicinity, Taraz and Shymkent.

Table 15 shows that regular interactions with businesses in Kazakhstan (Almaty) are not replicated
with other countries. About one-fourth of the firms indicated regular interactions with businesses
in the Russian Federation, with the incidence even less for businesses in the PRC and in other
countries.

The special relationship between Almaty and Bishkek is further evidenced in the frequency of
travel by interviewed businesspersons to Almaty in the previous 6 months (Table 16). Almost half
of the respondents had traveled to Almaty at least once in that period. As before, travel to the
other two cities, Taraz and Shymkent, are much less.

The survey data thus reaffirm the close links between firms in Bishkek and in Kazakhstan,
specifically Almaty. These reflect several factors, including relative physical proximity, language
and cultural ties, and the regional profile of Almaty as a gateway city. At the same time, the survey
covers only a small selection of firms that were chosen for the likelihood of having ties with firms
outside of the Kyrgyz Republic. The vast majority of firms in Bishkek do not yet have transactions
with businesses in Almaty.

29
 Operationalizing Economic Corridors in Central Asia

Table 14: Interactions with Businesses in Kazakhstan

(number of firms answering “yes”)
Nature of Business Almaty Taraz Shymkent
Primary 6 0 0
Manufacturing 42 3 5
Services 7 0 0
Total (out of 80) 55 3 5
Source: Almaty–Bishkek Corridor Survey (2014).

Table 15: Interactions with Businesses in Other Countries

(number of firms answering “yes”)
People’s
Nature of Business Republic of China Russian Federation Others
Primary 0 1 1
Manufacturing 6 16 10
Services 0 1 0
Total (out of 80) 6 18 11
Source: Almaty–Bishkek Corridor Survey (2014).

Table 16: Travel to Cities in Kazakhstan

(number of firms)
Number of Trips in Last 6 Months Almaty Taraz Shymkent
0 40 78 75
1–5 33 1 4
6–10 2 0 1
More than 10 5 1 0
Total 80 80 80
Source: Almaty–Bishkek Corridor Survey (2014).

Several firms interviewed for the survey indicated that they were uninterested in foreign markets
due to local operations being sufficient for their objectives. Others felt unprepared for catering
to larger orders with regard to their ability to deliver on time and with quality. Identifying policy
interventions that can help improve their capacities would further strengthen their ability to benefit
from exploiting opportunities outside of Bishkek such as the large market of Almaty. Regulatory
barriers, also cited by some firms as a concern for trading with outside markets, are another
potential intervention area for strengthening economic links between Bishkek and Almaty.32

32
According to the Business Environment and Enterprise Performance Survey, the business climate in the Kyrgyz Re-
public has improved across broad indicators since 2008. Although firms did not rank trade regulations as a serious
problem, the least improved areas (since 2008) in absolute terms included “customs and trade regulations.”

30
 The Almaty–Bishkek Corridor: An Exploration

D. Development Plans of Almaty and Bishkek

The economic development of Almaty and Bishkek, the two endpoints of the ABC, is an obvious
determination of the potential for the ABC as an economic corridor. This section reviews available
information on the existing development plans of the two cities.33

1. Almaty
Under its Kazakhstan 2050 strategy, Kazakhstan is targeting increasing nonoil exports from 32% to
70%, increasing per capita income and labor productivity each by a factor of five, and increasing
the share of small and medium-sized enterprises in its GDP from 20% to 50%. These targets will
be driven by a policy of spatial agglomeration of people, knowledge, and capital around “long-term
growth poles.” In the process, the share of the urban population will increase from 55% to 70% by
2050, with 35% of the population concentrated in cities. Through such urban agglomeration, three
megacities (with populations exceeding 1 million) are initially proposed to be developed: Almaty,
with a target population of 3.5 million people, and Astana and Shymkent, each with a target
population of 2.0 million. The strategy relies on higher urban growth through increased density of
population and economic activities and a focus on developing the services sectors.

Interregional development plans until 2020 have been approved for each agglomeration, including
Almaty. Additionally, a memorandum of understanding has been signed between Almaty City and
Almaty Oblast on development of the agglomeration and guidelines formulated for determining
agglomeration boundaries. The year 2015 will mark implementation of a new Almaty development
program with its master plan, drawing on the Interregional Development Plan of Almaty
Agglomeration until 2020, approved by the government in June 2014. The new master plan was
unavailable at the time of this study but will incorporate developments along three radial axes:
toward the district center Uzunagash (in the direction of Bishkek), Kapchagay town, and district
center Shelek (in the direction of Khorgos).

It is envisaged that the areas of influence of Almaty agglomeration will include Almaty City and
settlements in suburban areas covering additional administrative districts of Almaty Oblast: Ili,
Jambyl, Kapchagay, Karasay, Talgar, and Yenbekshikazakh. Coordinated infrastructure development
of Almaty and its agglomeration are planned to ensure implementation of unified urban planning
for developing infrastructure and coordinating interregional interests. This includes a key focus of
agglomeration strategy, that is, forming high-quality and integrated transport, and an information
and communication system of the city agglomeration; and modernizing and constructing new
communal infrastructure.

The development plans for Almaty underline the role of the city as a logistics hub with high-
speed transport infrastructure. One of the major infrastructure facilities deemed strategic for
development is construction of the Almaty Ring Road on a concession basis, scheduled for 2014.
The road will be a 65.5 km toll road, 19.0 km from the center of Almaty City. Its “zero picket” will be
located west of Almaty City on km 23 of the Almaty–Uzynagash highway near Kyrgauldy Village,
and it will end on the eastern side of Almaty on km 22 of the Almaty–Talgar–Evgenevka highway.

33
The material on development plans for Almaty and Bishkek relies on information provided by respective city ad-
ministrations. For Almaty, see also information presented by the Ministry of Regional Development, Government
of Kazakhstan. 2014. Kazakhstan Regional Policy: Establishing Economic Growth Centers. Presentation to CAREC
Senior Officials. Astana. Available at http://www.carecprogram.org/uploads/events/2014/SOM-June/Presentation-
Materials/002_101_209_Session-2.pdf

31
 Operationalizing Economic Corridors in Central Asia

The road is proposed as the external boundary of the suburbanized belt of Almaty City, and will
accommodate existing and new industrial and transport logistics centers. It will increase the transit
capacity and competitiveness of the trans-Kazakhstan transit routes by creating a bypass around
Almaty City, connecting to both the Khorgos–Almaty–Bishkek–Taraz–Shymkent route and the
Almaty–Karaganda–Astana–Petropavlask route. Additional transport initiatives include railway
construction to bypass the city center, creation of a cargo airport northwest of Kapchagay, and
development of a regional network of light aviation.

Four satellite towns are also planned as part of the development of the Almaty agglomeration.
These mini-cities will be located along the national highway, Almaty–Kapchagay, with each
having a specialized function so that they could complement each other and lead to evolving the
expanded Almaty agglomeration into a polycentric city. A special economic zone is also planned
to complement the satellite towns.

2. Bishkek
In 2014, city authorities adopted two documents, which set the development agenda for Bishkek.
First, the City Council of Bishkek approved Strategic Priorities of the Social and Economic
Development of Bishkek City: Town and Townspeople, 2014–2018. Then, based on these priorities,
the Mayor’s Office of Bishkek adopted Bishkek City Social and Economic Development Program,
2014–2018: City of Open Potential.34

The program has three key pillars: safe city, comfortable city, and successful city. The
safe city pillar provides a few concrete measures, which are under direct control of the city
authorities, including citizen participation (e.g., through volunteer auxiliary police), better street
lighting, and video surveillance systems in public areas. The comfortable city pillar covers issues
in municipal infrastructure, services, and social development. Key activities include infrastructure
maintenance and development, improvements in user fee collection, responsibility of providers
for quality of services, regulation of service tariffs, training of personnel, and creating order
in the general city planning scheme. The successful city pillar provides more principles of
economic development of the city rather than activity details. These principles include economic
diversification; partnership of local governments, businesses, and citizens; and transparency of all
activities.

The program also suggests city governance reforms such as increasing control of city authorities
over city services funded and managed by the national government (e.g., police); increased
efficiency in public spending; internal reform of city administration; and strengthening of policy
planning. Further, the program refers to a new budget policy, which establishes delimitation of
expenditure responsibilities between central and city authorities, higher budget independence of
the city, independent tax administration for local taxes, expenditure optimization and elimination
of redundant functions funded from the city budget, improved management of municipal property,
and transparency of the budget.

Total costs of the program are estimated at about $0.4 billion, of which the city budget would
provide 23%; the national budget, 27%; and the rest from other sources, with a funding gap of about
25%. An investor’s handbook, published by the City Development Agency of Bishkek, contains a

34
These documents are based on national strategies and previous city development documents, including the Na-
tional Sustainable Development Strategy of the Kyrgyz Republic, 2013–2017, and the accompanying government pro-
gram; the Local Self-Government Development Programme of the Kyrgyz Republic, 2013–2017; and the Bishkek City
Development Concept until 2025.

32
 The Almaty–Bishkek Corridor: An Exploration

description of 13 projects. The level of details available for these projects varies, although most
projects are just ideas.

In summary, the case for further exploring the development of the ABC as an economic corridor
can be stated in terms of existing factors on the one hand, and expected developments over
medium-term on the other. Almaty and Bishkek are already large and important cities. Almaty
is the largest city in the region in total economic product and the density of economic activities.
Both cities enjoy a physical and cultural proximity that is remarkable by standards of the region,
and together bring into relevance a population of almost 2.5 million people, which is a valuable
resource. Some expected developments are also favorable to prospects for developing the ABC as
an economic corridor. The accession of the Kyrgyz Republic into the Eurasian Customs Union of
which Kazakhstan is already a member, with prospects of deeper integration through the Common
Economic Space of the Eurasian Union, is likely to reduce several costs and barriers to trade
between the two cities. The Government of Kazakhstan is already committed to a policy of spatial
transformation and economic diversification through agglomeration of large cities like Almaty.
The focus on urban development to drive spatial transformation and economic diversification
may deepen across the region. This is also an opportune time for exploring economic corridor
development of the ABC in view of both cities being in the process of initiating longer-term
development planning. This constellation of factors suggests that the ABC may be a good case to
pilot operationalization of economic corridors development in the CAREC Program.

Coordinating growth and development strategies between the two cities is of particular
importance in the context of the ABC. The development plans of both Almaty and Bishkek are
at one level primarily inward-looking, as would be expected of any major city. Yet both have an
implicit vision that is outward-looking, evident in the case of Almaty, for example, by the emphasis
on investments that enhance its regional connectivity, and focus on logistics services to support
industrial parks and other economic zones envisaged around the increased connectivity. In
the case of Bishkek, where the plans are less concrete with regard to investment projects, the
intention is clearly on improving the business environment through better governance and more
transparency to attract foreign investments to raise Bishkek’s regional profile. However, there is
virtually no explicit recognition in either case of the spill overs, both positive and negative, that
could be exploited (or avoided) from the other city’s growth trajectory and strategy. Given the
economic proximity of the two cities and their large albeit unequal size, filling this gap can be of
benefit to both. This is a role that is well suited to the CAREC Program and can be pursued with
the ABC as an important instrument.

Since both Almaty and Bishkek are initiating the formulation of long-term development plans,
exploring how strategic complementarities of their respective growth efforts can be built upon
is important. This will require close collaboration at working levels as well as at leadership levels
(city and national) to exchange information, discuss strategies, and look for synergy in respective
priorities. Bringing in the private sector from both sides is also important in increasing the
effectiveness of this collaboration.

The CAREC Program and its ABC initiative provide a potential umbrella for such a program. Based
on experience and suitability, the initiative could be extended over time to other nearby cities
such as Taraz and Shymkent. This can also provide a pilot template for similar initiatives in other
parts of CAREC where relevant member countries see potential for ECD, either domestically or
crossborder.

33
 V. Conclusions

As a follow up to the long-term strategic framework of the CAREC Program, CAREC 2020, which
introduced the development of economic corridors as a key operational priority for the program,
this report has developed an approach for operationalizing ECD in the CAREC region. It has
clarified and elaborated a conceptual framework relevant to the context of the Central Asian
economies, and identified a suitable pilot to initiate implementation of ECD in the region.

To rationalize the CAREC 2020’s emphasis on economic corridors, the study proposes
differentiating three tracks for corridor development in CAREC: transport corridors (T1), transit
corridors (T2), and economic corridors (T3). Each of these is important in the context of Central
Asia.

The report has focused on ECD, which is new to the CAREC Program. ECD is a more complex
agenda but important over the longer term in ensuring a useful role for the CAREC Program in
contributing to key challenges facing member countries such as economic diversification, job
creation, and growth. ECD focuses on using connectivity and other infrastructure to channel
and organize economic activity toward desired objectives, and this inevitably entails a strong
role for private sector investment. In the CAREC context, this is also linked to issues of spatial
transformation, urban development, agglomeration, and diversification of economic activities.

There are critical prerequisites for successful ECD: (i) the need to identify economic potential,
without which private investment would not be forthcoming, implying a need for geographic
selectivity and prioritization both across CAREC corridors and within a given corridor; (ii) political
commitment and coordination across multiple stakeholders at various levels of government,
across diverse government agencies, and among countries; (iii) detailed economic and technical
analyses to identify business opportunities, infrastructure needs, and policy and regulatory
prerequisites; and (iv) sustained commitment over 1 decade or more.

This report has addressed the first step—prioritizing the ABC and undertaking an assessment of
its potential as a pilot for initiating ECD operationalization in CAREC. It is an initial due diligence
to assess whether institutional initiatives should be considered and whether substantive resources
should be committed as part of the next phase of exploring the ABC as an economic corridor.

The analysis of economic links between Almaty and Bishkek demonstrates that markets in the
two clusters have some links, but less than what would be expected from anecdotal evidence,
and that there is room for far more integration. In part, this may reflect transition dynamics,
since the accession of Kazakhstan into the Eurasian Customs Union in 2011 led to higher
barriers and stronger enforcement at borders with non-customs union countries, including the
Kyrgyz Republic. However, the accession of the Kyrgyz Republic into the customs union is likely to

34
 Conclusions

substantially reduce the trading costs between Almaty and Bishkek. The findings from the primary
survey in Bishkek reiterate the close cultural and economic links between firms in Bishkek and
Almaty. Issues such as information barriers, contract enforcement, or standards do not appear
to pose significant hurdles to firms that are trading between the two cities. However, policies to
improve information flows among firms will strengthen business environment in both cities, build
capacity, and provide business support services in Bishkek, and can further strengthen economic
links between the cities.

Cities are increasingly being recognized as the engines of growth in the 21st century. Just 40 city-
regions are responsible for over two-thirds of the total world economy and most of its innovation,
and an estimated $53 trillion will be invested in urban infrastructure in the coming 2 decades.35
Recognizing this, the Government of Kazakhstan is planning substantial urbanization of its
economy through agglomeration, spatial transformation, and urban development. With major
infrastructure investments planned, including urban infrastructure and transport, and plans to
diversify into high-value services and manufacturing, it is possible to envisage Almaty doubling in
the next 7–10 years into an $80 billion–$90 billion regional economic cluster. Almaty can further
benefit in its growth by tapping into the Bishkek economy, which has lower costs for labor, an
educated workforce, and an active entrepreneurial class.

Proximity to a large and growing market will also benefit Bishkek. Almaty and Bishkek are seeking
to position themselves as regional centers, but through different emphases. While Almaty offers
higher-quality infrastructure and greater connectivity within the region, Bishkek’s strength may
lie in providing a business environment that is more geared to attract foreign direct investment
through a different political system linked to consensus and transparency.

The economic rationale for the ABC is thus strong: it is defined by two endpoints that are both
large economic clusters and have had a strong regional profile that each wants to develop further.
Almaty is the largest economy within a radius of almost 1,000 km, and also has a relatively high
density of economic activities. Together, Almaty and Bishkek have an official population of almost
2.5 million inhabitants, which is fairly large by the region’s standards, and a valuable resource.
The potential for the ABC as an economic corridor is reinforced by close historical, cultural, and
economic links between the two cities. Expected medium-term developments also augur well for
developing the ABC as an economic corridor—such as the accession of the Kyrgyz Republic into
the customs union in 2015; a drive toward agglomeration of Almaty into a megacity under plans of
the Government of Kazakhstan; Bishkek’s ambition to be a regional center; and the initiation by
both cities of long-term planning for urban development.

Nonetheless, an aspect central to development of the ABC as an economic corridor is that Almaty
and Bishkek are structurally twin cities. Manufacturing plays a minor role in both, which rules out in
the short term certain types of economic links found elsewhere in Asia, arising from participation in
value chains. Trade in primary products has been active between the two, and provides a promising
area that can be expanded further while also enhancing the impact of the economic corridor on
the regions between the two cities. Both economies are predominantly service economies. In
some cases, they even overlap in focus areas such as finance services, tourism, and wholesale
and retail trade. Even with such overlap, differentiation between the two economies at subsector
levels may be possible. Modern economies increasingly have a vast spectrum of differentiated
products and services, densely packed so that a single product or service may have many varieties.

Khanna, P. 2011. When

35
Cities Rule the World. http://www.mckinsey.com/insights/urbanization/
when_cities_rule_the_world

35
 Operationalizing Economic Corridors in Central Asia

It is possible for both Almaty and Bishkek to benefit from specializing in similar but different parts
of their focus areas, even in the services sector.

The study recommends therefore that the CAREC Program undertake a more substantive
analysis to develop the ABC into the first CAREC economic corridor. The analysis will need
to cover specific sectors relevant to the ABC as well as a macro perspective on development
strategies of each city. Areas of sector focus include those related to trade in primary products, in
light manufacturing and in services: for example, agro processing, agro trade (including logistics,
cold storage, warehousing, certifications, sanitary and phytosanitary standards requirements),
tourism, garments and other light industries, finance services, medical services, and education.
Focusing on services sectors will also entail undertaking a review of policies toward the delivery
of services through all four modes of supply in both countries and discussions with the private
sector and the government on possible measures to address movements of skilled workers and
manage migrant labor.

Other areas of sector focus may be included following comprehensive discussions with
stakeholders, including different levels of the government. To coordinate the public sector, it is
suggested that a working group be initially established to direct, monitor, and assess the detailed
sector-level analyses. The effectiveness of coordination will be enhanced if the working group were
to be joint, comprising representatives from both Almaty and Bishkek administrations and other
national ministries from both countries. Consultations with the private sector would also need to
be initiated early in the analytical process. Resources for financing the analytical work could be
provided by development partners under the CAREC Program as well as member countries as
appropriate. This stage is expected to be completed within 2015, with outcomes that include (i) a
preliminary list of requirements for developing the ABC, including infrastructure projects within
each cluster and between them; (ii) policy and regulatory recommendations; and (iii) suggestions
for mobilizing resources, including through investments by the private sector.

36
References

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Anderson, J.E. and van Wincoop, E. 2004. Trade Costs. Journal of Economic Literature. 42 (3).

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ning/pdf/description.pdf

CAREC Trade Facilitation. 2013. CAREC CPPM Corridor Performance Measuring and Monitoring:
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Eurasian Development Bank. 2013. Assessment of the Economic Effect of Kyrgyz Republic’s Accession
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GIZ. 2013. Study on Procedures/Requirements in the Customs Union, Its Member Countries and
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Gill, I. S., Izvorski, I., van Eeghen, W., and De Rosa, D. 2014. Diversified Development: Making the
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Government of the United States, Department of Transportation. 2006. Integrated Corridor

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jpodocs/repts_te/14273.htm

Grafe, C., Raiser, M. and Sakatsume, T. 2005. Beyond Borders: Reconsidering Regional Trade
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Hummels, D. 2007. Transportation Costs and International Trade in the Second Era of
Globalization. Journal of Economic Perspectives. 21 (3).

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Institute of Management Consultants. 2013. Assessment of Medium- and Long-Term Consequences

of Kyrgyzstan’s Accession to the Customs Union and Single Economic Space. Unpublished.

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Jenish, N. 2014. Export-Driven SME Development in Kyrgyzstan: The Garment Manufacturing

Sector. University of Central Asia, Institute of Public Policy and Administration Working Paper Series.
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Kaminsky, B. and Mitra, S. 2012. Borderless Bazaars and Regional Integration in Central Asia: Emerging
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Khanna, P. 2011. When Cities Rule the World. http://www.mckinsey.com/insights/

urbanization/when_cities_rule_the_world

Mogilevskii, R. 2013. Customs Union of Belarus, Kazakhstan, and Russia: Trade Creation and Trade
Diversion in Central Asia in 2010–2011. University of Central Asia, Institute of Public Policy and
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38
Appendix 1

Table A1: List of Commodities Considered for Analysis of Price Behavior

No. Commodity Description Tradable Nontradable Regulated or Excisable
  Food and alcohol-free beverages      
1 Bread and cereals X X X
2 Meat X    
3 Fish X    
4 Dairy products, cheese, and eggs X    
5 Oils and fats X    
6 Fruits and vegetables X    
7 Sugar and sweets X    
8 Other foods X    
9 Alcohol-free beverages X    
  Alcohol and tobacco      
10 Alcohol X   X
11 Tobacco X   X
  Apparel and footwear      
12 Apparel X    
13 Footwear, including repair X    
Housing services, water, electricity, gas,
  and other fuels      
14 Housing rent   X  
15 Materials for repair of housing X    
16 Services for housing maintenance and repair   X  
17 Water supply   X X
18 Electricity, gas, and other fuels X X X
  Durable consumer goods      
19 Furniture and carpeting X    
20 Curtains and other home textiles X    
21 Consumer devices X    
continued on next page

39
 Operationalizing Economic Corridors in Central Asia

Table A1: continued

No. Commodity Description Tradable Nontradable Regulated or Excisable

22 Tableware X    
23 Small tools X    
24 Consumables X    
  Health care      
25 Medicines and medical devices X    
26 Outpatient treatment X X X
  Transport      
27 Purchase of vehicles X   X
28 Use and maintenance of personal vehicles X X  
29 Transport services   X X
  Communications      
30 Mail   X X
31 Telephone and fax   X  
  Rest and culture      
32 Audiovisual equipment and cameras X    
33 Other goods and equipment for rest X    
34 Cultural services X X  
35 Newspapers, books, and stationery X X  
36 Education X X X
  Restaurants and hotels      
37 Public catering   X  
38 Hotels   X  
  Assorted goods and services      
39 Personal services X X  
40 Other personal goods X    
41 Other services   X  
Note: Highlighted items selected for analysis.
Source: ADB.

40
Appendix 2

Survey Questionnaire

Almaty–Bishkek Corridor Development Survey

Supported by the Asian Development Bank (ADB), the Central Asia Regional Economic Cooperation
(CAREC) Program has been promoting regional cooperation among its member countries in Central
Asia since 2002. Cumulatively, the CAREC Program has mobilized more than $24 billion in investments
in regional infrastructure, particularly transport through regional corridors.

This study is being undertaken by ADB as part of its analytical work in supporting the development
of regional economic corridors. It is focusing on the links between Bishkek and Almaty as well as other
cities in proximity to Bishkek. Findings of the study will be presented at the 13th CAREC Ministerial
Conference to be held in Bishkek in November 2014.

Your participation and cooperation in the information collected through this questionnaire will help
ADB improve the quality of its findings and of recommendations to promote private sector development
in Bishkek through enhanced links with regional cities.

All information provided by firms in this survey will be treated as confidential by ADB. Thank you for
your cooperation.

Name of firm: _______________________________________________

Sample ID number:

Address:

Phone number

Name of Interviewer:

41
 Operationalizing Economic Corridors in Central Asia

Date of interview:

Time of interview:

Total attempts for interview:

Verified by:

42
 Appendix 2

Questionnaire

Section A: General Firm Characteristics

1. When was the firm started?

2. Do you have more than one business?

(Yes = 1, No = 2). If yes, discuss with the respondent the most
appropriate one for the questionnaire.

3. Ownership status of the firm:

a) Individual owner

b) Limited liability company

c) Joint stock company

d) Others

4. Areas of activity:
a) Dairy/meats

b) Livestock

c) Crop production (including fruits and vegetables)

d) Other food processing

e) Light industry

f) Wood/furniture

g) Metal working and machinery

h) Other manufacturing

i) Trading

j) Trading and production

k) Other services (Specify:__________________)

5. How many employees do you have?

a) Full time:

b) Part time and contract:

6. Compared with 2011, how many net additional employees have you hired?
(negative answers allowed)
a) Full time

b) Part time and contract

7. Compared with 2011, on average, how much has your turnover changed every year?
(Negative values for decline, answer in percentage per year)

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 Operationalizing Economic Corridors in Central Asia

8. Over the past 3 years, have you made any major investments in your business?
(Yes = 1, No = 2)

9. Have you borrowed from a bank since 2010 for investing?

(Yes = 1, No = 2)

10. What percent of your sales is to:

a) Domestic

b) Russian Federation

c) Kazakhstan

d) Rest of the world

11. What percent of your sales is to:

a) Direct consumers/end-users

b) Direct industrial buyers

c) Retailers

d) Wholesalers

12. What percent of your inputs is produced:

a) Domestically

b) In the People’s Republic of China

c) In the Russian Federation

d) Rest of the world

13. What percent of your input purchases is from:

a) Producers directly

b) Retailers

c) Wholesalers in the Kyrgyz Republic

d) Wholesalers in the People’s Republic of China

e) Other wholesalers

Section B: Owner/CEO/GM Attributes

14. Gender:

15. Highest educational attainment:

a) Basic secondary

b) General or professional secondary

c) University

44
 Appendix 2

16. Is this the first business started/managed by the owner/manager?

(Yes=1, No=2)

17. Years of employment/business experience prior to initiating/managing this business:

18. Geographic origin:

a) Bishkek

b) Kyrgyz Republic, outside of Bishkek

c) Non-Kyrgyz Republic (Specify:_________________________)

19. How many times have you traveled to Kazakhstan in the past 6 months?
(If none, go to 21)

a) Almaty:

b) Taraz:

c) Shymkent:

d) Korday:

e) Others (Specify______________________):

20. For the most recent trip, please specify:

Location (Almaty=1, Taraz=2, Shymkent=3, Korday=4, Others=5)

Primary purpose (Look for buyers/sell=1, Look for suppliers/buy=2, Dealing with government
authorities=3, Health= 4, Education=5, General shopping=6, Leisure travel=7, Others=8)
Mode of travel (Air =1, Own car=2, Taxi =3, Other=4)
a) Location:

b) Primary purpose:

c) Mode of travel:

d) Duration of stay (days):

e) Total expenditure during the trip (excluding transport):

Section C: Competition, Customs Union

21. For your business as it operates today, how many direct competitors do you face?
a) Less than 5

b) 5–10

c) More than 10

22. How important to your own business is competition from imports/outside firms?
(Very important = 1, Important = 2, Not important = 3, No impact = 4)
(If Answer is 3 or 4, go to 24.)

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 Operationalizing Economic Corridors in Central Asia

23. Please identify the major source of competition in terms of country. Up to 2 most important
(Kazakhstan =1, People’s Republic of China =2, Russian Federation =3, Uzbekistan =4, Turkey =5,
Others=6 [Specify: __________________________])
Country 1:
Country 2:

24. When do you expect the accession of the Kyrgyz Republic into the Customs Union to
be finalized?

a) 2014

b) 2015

c) 2016 or later

d) Will not happen

25. How will the Customs Union affect your business?

(Choose up to 2 most important effects.)

a) I will have a bigger market and will be able to expand.

b) I will be able to get inputs more cheaply.

c) I will be able to get new technology and become more competitive.

d) I will have to pay more for inputs.

e) I will face more competition and may lose business.

f) It will be more difficult to get workers and raise my costs.

g) I will have to pay higher wages due to higher costs of living.

h) I will need to shut down my business.

i) I will need to relocate my business to another Customs Union country.

j) Others (Specify:_________________________________)

26. What actions are you taking at the moment in preparation of the accession of the Kyrgyz
Republic to the Customs Union?
(Multiple answers allowed, up to 3.)

a) Identifying potential business partners in Kazakhstan.

b) Identifying potential business partners in the Russian Federation, Belorussia.

c) Reviewing business practices with People’s Republic of China business associates.

d) Looking at new business opportunities.

e) Carrying out certification of my products in line with Customs Union technical

regulations.

f) Preparing to increase the size of my business.

46
 Appendix 2

g) Looking at downsizing this business.

h) Looking for alternative countries for inputs.

i) None.

j) Others (Specify:_______________________________)

Section D: Links to Kazakhstan (for each: Almaty, Korday, Taraz, Shymkent)

27. Does your firm either sell or buy goods or services directly from firms in Kazakhstan?
(Yes = 1, No = 2) (If answer is 2, go to 47.)

28. How many times in a month do you transact (sell/buy) with firms in Kazakhstan?

29. For how many years have you been selling to/buying from firms in Kazakhstan?

30. What percent of your total sales is to buyers from:

a) Almaty

b) Taraz

c) Shymkent

d) Korday

e) Others (Specify:_________________________)

31. What percent of your total purchases is from firms in:

a) Almaty

b) Taraz

c) Shymkent

d) Korday

e) Others (Specify:_________________________)

32. How many regular buyers do you deal with in:

a) Almaty

b) Taraz

c) Shymkent

d) Korday

e) Others (Specify_____________________)

47
 Operationalizing Economic Corridors in Central Asia

33. How many regular sellers do you deal with in:

a) Almaty

b) Taraz

c) Shymkent

d) Korday

e) Others (Specify_____________________)

34. How is the price decided with your major business transactors?

a) Price given by me

b) Price specified by other party

c) Price is known to all in the market

d) Price negotiated

e) Others (Specify:________________________)

35. If selling to firms in Kazakhstan, do you produce to order?

(Yes = 1, No = 2)

36. On what basis do you purchase from your main sellers in Kazakhstan (percent)?

a) Cash basis/advance payment

b) Credit

c) Consignment

37. On what basis do you sell to your main buyers in Kazakhstan (percent)?

a) Cash basis/advance payment

b) Credit

c) Consignment

38. Have you had any serious disputes with business parties in Kazakhstan relating to quality,
timeliness, or damage?
(Yes = 1, No = 2) If no, skip to 40.

39. If yes, how did you resolve it?

a) Bilateral negotiation

b) Legal proceedings

c) Accept losses

d) Others (Specify:____________________)

48
 Appendix 2

40. How do you look for new buyers/sellers?

(Up to 2 choices, ranked in importance)

a) Internet search

b) Word-of-mouth

c) Sales force

d) Advertising

e) Business fairs

f) Visual display

g) Others (Specify_______________________)

41. From where are the products that you purchase physically obtained?

a) From producer’s warehouse at border in Kazakhstan

b) From producer’s warehouse at border in the Kyrgyz Republic

c) From producer’s warehouse in Kazakhstan

d) From producer’s warehouse in the Kyrgyz Republic

e) From wholesaler’s warehouse

f) From trucks sent by supplier

g) Others (Specify:___________________________)

42. What is typically the cost of transport as a percentage of the value of consignment, including
everything?

43. What is typically the total cost of unofficial payments as percentage of total consignment
value?

44. What percentage of unofficial payments is paid at the border?

45. What is the main source of barriers/hurdles on trade of goods?

a) Unofficial payments at border crossings

b) Unofficial payments at customs clearance

c) Controlled access to markets

d) Availability of accredited laboratories

e) Recognition of certificates of conformity

46. How often do employees of the firm travel for business reasons to Kazakhstan (i.e., Almaty,
Korday, Taraz, or Shymkent) during a month?
(Skip to Section E after this question)

49
 Operationalizing Economic Corridors in Central Asia

a) Almaty

b) Taraz

c) Shymkent

d) Korday

e) Others

47. If no transactions with Kazakhstan, do you buy/sell directly with firms in any other country?
(Yes = 1, No = 2)

48. Have you tried in the past to transact with firms in Kazakhstan?
(Yes = 1, No = 2; if no go to 50.)

49. Why did the deal not happen?

(Up to 2 answers)

a) The price was not acceptable.

b) The quality was not possible for me.

c) The quantity was too large/too small.

d) There was not enough trust between us (timely delivery, quality, payment, etc.).

e) I did not have enough funds to arrange the transaction.

f) There were too many bureaucratic barriers in doing the deal.

g) Others (Specify_________________________________________)

50. Why have you not attempted to buy/sell directly from firms in Kazakhstan?
(Up to 2 answers)

a) It is not profitable for me to sell there because the price is not good enough.

b) It is not profitable for me to buy/sell there because the cost of transport is too high.

c) There are too many bureaucratic procedures to buy/sell outside.

d) I do not know anyone there with whom I can do business.

e) I am fully busy catering to the market in Bishkek and cannot expand more.

f) I can buy all of my inputs at a good price in Bishkek.

g) I have a good relationship with suppliers in Bishkek, and I can follow up with them if
there is any problem.

h) Others (Specify _________________________________________)

50
 Appendix 2

Section E: Others

51. Do you interact regularly with businesspeople from:

(Yes = 1, No = 2)

a) Almaty

b) Taraz

c) Shymkent

d) People’s Republic of China

e) Russian Federation

f) Other countries

52. What do you identify as the 2 biggest obstacles to being able to sell to or to buy from firms in
Almaty/Taraz/Shymkent?

53. What actions should the government take to help you become more competitive in trading
with other countries?

54. Looking ahead over the next 3 years, how optimistic are you about your business’ profitabil-
ity and growth?
(Very optimistic = 1, Optimistic = 2, Neutral = 3, Pessimistic = 4,
Very pessimistic = 5)

51
Operationalizing Economic Corridors in Central Asia
A Case Study of the Almaty-Bishkek Corridor

This report builds on the long-term strategic framework of the Central Asia Regional Economic Cooperation
(CAREC) Program to operationalize economic corridor development (ECD) in the Central Asia region.
Its two objectives are to (i) customize the ECD concept to the unique context of the region, and (ii) identify
specific areas where ECD may be piloted. The study provides a detailed but preliminary exploration of a
specific segment of CAREC Corridor 1—the Almaty–Bishkek Corridor—to assess its potential as a pilot for
ECD, and outlines steps to be taken over the next 12 months to develop this corridor.

About the Asian Development Bank

ADB’s vision is an Asia and Pacific region free of poverty. Its mission is to help its developing member
countries reduce poverty and improve the quality of life of their people. Despite the region’s many successes,
it remains home to approximately two-thirds of the world’s poor: 1.6 billion people who live on less than $2
a day, with 733 million struggling on less than $1.25 a day. ADB is committed to reducing poverty through
inclusive economic growth, environmentally sustainable growth, and regional integration.

Based in Manila, ADB is owned by 67 members, including 48 from the region. Its main instruments for
helping its developing member countries are policy dialogue, loans, equity investments, guarantees, grants,
and technical assistance.

About the Central Asia Regional Economic Cooperation Program

The Central Asia Regional Economic Cooperation (CAREC) Program is a practical, project-based, and
results-oriented partnership that promotes and facilitates regional cooperation in transport, trade, and energy.
CAREC comprises 10 countries: Afghanistan, Azerbaijan, the People’s Republic of China, Kazakhstan,
the Kyrgyz Republic, Mongolia, Pakistan, Tajikistan, Turkmenistan, and Uzbekistan. Six multilateral institution
partners support the work of the CAREC member countries: the Asian Development Bank (ADB), European
Bank for Reconstruction and Development, International Monetary Fund, Islamic Development Bank,
United Nations Development Programme, and World Bank. ADB serves as the CAREC Secretariat.

CAREC Secretariat
www.carecprogram.org

ASIAN DEVELOPMENT BANK

6 ADB Avenue, Mandaluyong City
1550 Metro Manila, Philippines
www.adb.org