About the project
Public Procurement and Logistics Observatory (PPLO) is a platform for monitoring procurement processes and promoting best practices, initiating a dialogue between relevant stakeholders. It will perform qualitative and quantitative analysis of procurement processes in the Kyrgyz Republic, and share them with government officials and citizens through this portal, and blogs, tweets, newsletters, seminars and training. PPLO will also monitor procurement processes, distribute innovative forms of the public procurement system, and defend the best procurement methods in the Kyrgyz Republic. All this promotes cost savings and improved procurement efficiency.
The vision for institutional strengthen public procurement
The Government of the Kyrgyz Republic ensured the establishment of a public procurement system, and further is making efforts to integrate into global supply chains. Mitigating or overcoming this challenge requires a significant enhance the capacity building of the public procurement system. Existing, various short-term workshops and training courses cannot solve this problem. Therefore, it is necessary to launch educational programs at universities for bachelor, master and doctorate in public procurement.
PPLO - development and establishment of criteria for improving the efficiency of public procurement

Together with students and professionals, we set the following tasks: improving public access to information and events in relation to current public procurement of their processes. Track changes in the procurement system and practices of the Kyrgyz Republic and analysis to improve interactions between all participants in the system government procurement.

Analytics
Publications
Bekk Viktoriya, Isaeva Ayana, Sultanova Leilya
46 | 0
Prospects for the development of trade and logistics centers in the Kyrgyz Republic
3-rd grade master – students,Kyrgyz State Technical University named after I.Razzakov,Department of Logistics,Scientific supervisor – Umetaliev Akylbek Saparbekovichdoctor of economics, professor Abstract: the article discusses the prospects for the development of trade and logistics centers in the Kyrgyz Republic. Keywords: TLC, agriculture, storage, logistics, warehousing. The infrastructure of the food market ensures the formation of material, financial and information links between market entities and is a set of objects and institutional structures. The market infrastructure unites the spheres of production, circulation and consumption into a single chain, accelerates the turnover of material, financial and information flows in the economy, contributing to an increase in the efficiency of social development.Market infrastructure includes such substructures as systems of trade and intermediary activities; warehouse facilities; information support; packaging industry; transport service; financial, credit and organizational support; economic and legal regulation of market participants, etc. In connection with the development of market relations, tangible changes are taking place in the trade and intermediary infrastructure. First of all, the nature and purpose of intermediary and sales structures is changing, network trade structures, wholesale and retail associations, trade and logistics centers (TLC) come to the fore. Currently, trade, purchasing, as well as sales of produced agricultural products in the Kyrgyz Republic are spontaneous, mainly grown agricultural products are sold in large, medium and small open-type markets. In these markets, sanitary, veterinary standards and requirements are not observed, there are no laboratories for express analyzes. In the meat and vegetable pavilions, where there is an intensive sale of food products, there is unsanitary conditions, especially in the summer season. One of the directions for solving the problem related to the sale of products and protecting the interests of manufacturers and buyers is the creation of a TLC network across the republic. In addition, the need for the development of a modern TLC network is associated with the provision of the country's population with high-quality food products and the further marketing of domestic agricultural products for export. The Trade and Logistics Center is a special center for the provision of transport, logistics and processing and transit services for local and international manufacturers, carried out on a commercial basis by various operators. The developed TLC system shortens the supply chain, optimizes the flow of goods, and increases the maneuverability of supplies. TLC allows to significantly reduce the time interval between the purchase of raw materials and semi-finished products and the delivery of the finished product to the consumer with the lowest financial costs, contributes to a sharp reduction in inventories, accelerates the process of obtaining information, increases the level of service. The maximum effect for the optimal organization of commodity flows can be achieved only with the correct integration of LCs into logistics networks. At the moment, there are 12 logistics centers on the territory of the regions, including in the Chui region - 6 of which 3 logistics centers are temporarily not working, Issyk-Kul region - 1, Batken region-1, Osh region - 2, Talas region -1 and Jalal-Abad region - 4. For the further development of the TLC on the territory of the Kyrgyz Republic, it is planned to build 23 more logistics centers.Speaking about the prospects for the development of these TLCs, it should be noted that agriculture in Kyrgyzstan is one of the leading sectors of the economy. Over 65% of the population of Kyrgyzstan lives in rural areas, respectively, engaged in agriculture. In the total volume of the country's gross domestic product, the share of agriculture is a significant part - about 24%. The creation and development of trade and logistics centers is one of the main and promising areas in agriculture, because this will help develop the country's export potential and cross-border trade. By using trade and logistics centers for storing vegetables and fruits, using environmentally friendly and modern agricultural technologies, Kyrgyz rural producers can make optimal use of agricultural resources and form highly productive and environmentally sustainable agricultural systems. The problem of the TLC's work is not in full force is not analyzing and forecasting the market and not taking into account priorities, i.e. farmers use the sown area inappropriately and suffer losses. Nobody develops recommendations for them on the cultivation of one or another of the types of crops. Also, due to the poor-quality operation of logistics centers, there is a problem with the sale of collected products. Most farmers sell their products to small wholesalers at low prices, who in turn sell themselves. Often, not every wholesale intermediary has the ability to export their goods. In this regard, he also bears losses. To solve these problems, more and more trade and logistics centers are being opened in Kyrgyzstan. However, opening a logistics center is half the battle; it is also necessary to use the available resources correctly and interact with wholesale suppliers and farmers for the centers to operate efficiently. According to the concept of development of the TLC in the Kyrgyz Republic, the centers are aimed at reducing the costs of agricultural producers associated with the storage, distribution and transportation of grown fruits and vegetables. With proper storage, optimal distribution and centralized procedures for customs clearance of exports, the price of products can actually decrease by an average of 30-50%. If we take into account that in the pricing chain from the producer to the final consumer, the losses of perishable fruits and vegetables and processed products reach 40%, then the construction and development of local or regional, as well as international TLCs will reduce these losses to 10-15% of all grown products. The development of a TLC and a trade and transport system for the distribution of raw materials, products and foodstuffs will make it possible to comprehensively solve the following main tasks: - an increase in the income of the rural population and an improvement in the quality of life of agricultural producers; - increasing the level of employment of the rural population, preserving and creating new high-tech jobs: - increasing the volume of supplies of agricultural products and meeting the population's demand for food in the winter and spring periods; - export growth and effective use of transit potential, favorable geopolitical location of the country and advantages in the form of highways, railways and air corridors; - providing the EAEU requirements for agricultural products of the Kyrgyz Republic and improving the veterinary, phytosanitary and sanitary situation. In conclusion, it can also be noted that the full implementation of the goals for the construction and development of the TLC in the Kyrgyz Republic and the optimal integration of the LC into a single logistics network will lead to the following: - The TLC will act as an information and service hub for the relevant participants; - consolidates small individual deliveries in large batches of standardized products with a single packaging for large-scale buyers; - supporting international trade and facilitating the movement of goods along international corridors through the modernization of logistics capabilities, interconnection of networks and multimodal (mixed) transport; - export growth, increasing the efficiency of the agro-industrial complex and ensuring food security of the state; - farmers will have the opportunity of guaranteed sales of their products in accordance with contractual obligations with the Center. Thus, the creation of a TLC system for agricultural products improves the market infrastructure, encourages the development of the agricultural sector and an increase in the export potential of Kyrgyzstan.
Azizbek Kydykov, Akylbek Umetaliyev
90 | 0
Prospects of public electric transport development in Bishkek
Kyrgyz State Technical University named after I. Razzakov Kyrgyz Republic, 720044, Bishkek, Aitmatova ave., 66 The proposed work analyzes the logistics system of passenger transport in Bishkek. On the basis of a review of the studies carried out and the proposed options for the development of the transport and logistics system, the conclusion about the need for priority development of the existing electric transport is substantiated. The analysis of modern world experience in the development of ground electric passenger transport is carried out. For the transport system of Bishkek, the choice of the development option with the use of a trolleybus with increased autonomous running has been substantiated. Key words: logistics system, transport infrastructure, air pollution, carbon dioxide emissions, autonomous running, costs. Many countries are adopting programs to reduce carbon dioxide emissions, including from road transport. Concrete plans are being adopted to reduce the number of vehicles with internal combustion engines on the road. Instead, it is planned to increase the number of electric vehicles. Bishkek with a population of about 1 million has significant air pollution problems from automobile emissions. Cars are the most intense source of air pollution in Bishkek. The annual total volume of emissions of pollutants into the atmosphere of Bishkek is 240 thousand tons, of which 180 thousand tons of pollutants are from cars. The number of cars registered in the city exceeds 500 thousand, of which less than 100 are electric vehicles. The system of passenger transport in the city has its own characteristics [1]. Minibuses are the dominant transport in Bishkek. The minibus network consists of 120 route lines, including about 3000 units. minibuses and is serviced by 40 private operators. The route network covers 70% of the city's territory. According to the Department of Urban Transport under the Mayor's Office of Bishkek (hereinafter UGT), 30% -40% of the total number of route lines leave the route outside the city. The quantitative indicators of the work of the bus and trolleybus carrier are inferior to minibuses in all key parameters. According to the UGT of the Mayor's Office of Bishkek, in 2018 the number of route lines of municipal enterprises was: 10 by the bus and 10 by the trolleybus, about 110 trolleybuses out of the existing 156 and 110-120 buses go on the line every day. As a solution, UGT sees an increase in the park of public municipal transport up to 60% -70%, this is an additional 400-600 units. large class buses (100 passenger seats), which will optimize the quality and streamline traffic flows in the capital's streets. The city administration is taking measures to improve the environment - buses with gas engines have been purchased, which reduces harmful emissions. Efforts are also being made to expand the trolleybus fleet. However, for the correct organization of the logistics system of passenger transport, the structure of the rolling stock must correspond to the size of the urban population [2]. Bishkek belongs to the 2nd group of cities (table 1) and therefore, with the recommended average capacity (90-100 passengers - seats), it should have a rational structure of the passenger fleet. It is recommended that in the cities of the 1st-4th population groups, the bulk of traffic is carried out by rolling stock with an average capacity of 65-90 passengers. places. At the same time, the proportion of low-capacity rolling stock should not exceed 20% and decrease with the growth of the city's population. At the same time, it is necessary to increase the share of large-capacity rolling stock. Table 1 Recommended average passenger transport capacity depending on the population of cities City group Population, thousand people Average capacity of a unit of rolling stock, pas. - places 1 Over 1000 120—130 2 from 500 to 1000 90—100 3 from 250 to 500 75—80 4 from 100 to 250 65—70 5 from 50 to 100 45—50 The developed concept for the development of public transport [3] also recommends the need to achieve the desired ratios of transport shares: 70% of passenger traffic should be served by large-capacity rolling stock. While now - 70% of all public transport is carried out by private carriers in minibuses. All this is aimed at ensuring the convenience and comfort of the public transport system and reducing traffic. In addition, the introduction of low-emission transport is recommended. The Government of the Kyrgyz Republic is also taking measures to improve the situation in the field of passenger transport in Bishkek, including reducing harmful emissions. In August 2020, a Memorandum of Understanding was signed between the Asian Development Bank (ADB) and the Ministry of Finance of the Kyrgyz Republic on the project for the electrification of urban transport [4]. This project provides for the purchase of modern energy efficient battery electric buses, charging infrastructure (substations, electrical installation and construction works), equipment for bus service. In addition, it is planned to modernize the infrastructure of bus depots, build all-weather parking spaces for new electronic buses. The project also includes the creation of a pilot "green" traffic corridor for electric buses. However, the use of electric buses in Kyrgyzstan is new and unfamiliar. Therefore, the result of the analysis of the efficiency and applicability of various options for electric transport in Bishkek is proposed. The classification of modern electric transport options is shown in Table 2 [5]. The disadvantages of the trolleybus are the connection to the overhead network and the cost of the network itself. The overhead network, together with cable lines and traction substations, is an expensive infrastructure facility that requires significant investments in construction and maintenance. There is also an intermediate solution. In countries where the lines of the classic trolleybus have been preserved, the option of a "partial" trolleybus is being considered, i.e. trolleybuses with autonomous running from accumulators. Table 2 Classification of types of electric transport # Trolleybus (with minimum autonomous running) \ Electric bus with power in motion Electric bus with recharging in motion (trolleybus with increased autonomous running) Electric bus with charging at stops Electric bus with charging at the depot Technology name IMF (In-Motion-Feeding) IMC (In-Motion charging) OC (Opportunity charging) ONC (Overnight charging) Energy storage method No Charging when driving on an area equipped with a contact network Ultra-fast charging on the route during some of the stops Nightly slow charging Autonomous power reserve to 2 km 5 — 70 km 20 — 70 km to 150 km Easy to charge Absent Absent 5 — 25 minutes (on the bus stop) 4 — 10 часов (on the parking) The most interesting of them: 1. Classic electric bus - ONC. With static charging at night in the depot, it combines all the advantages of a bus and a trolleybus. In addition, electricity is generally cheaper at night than during the day, which is also an advantage. However, its big drawback is the weight and price of the batteries. Therefore, the mileage of classic electric buses is limited - for most modern models it does not exceed 200 kilometers, which is not enough to work on routes throughout the day. This problem can be solved by electric buses with ultra-fast charging on the route during part of stops (OC), or with dynamic charging of batteries in motion. Dynamic charging takes significantly less time, although it requires a dedicated charging infrastructure. IN The existing contact network of a classic trolleybus or even a tram can serve as such an infrastructure in cities. 2. A trolleybus with significant autonomous running - IMC. It is an economically and environmentally viable option for cities with existing trolleybus infrastructure. For electric buses, IMC is considered the most economical technology for high-capacity lines (frequent maintenance, high-capacity vehicles) or lines with high energy demand. An analysis of passenger capacity and energy efficiency of transportation by various modes of transport is shown in Table 3. Table 3 Passenger capacity / energy efficiency of transportation Passenger capacity, people Energy per passenger W * h / (pass * km) Drive weight, kg IMF 100 25 - IMC 95 26 312,5 OC 81 30 1250 ONC to pull 26 96 5000 56 45 3000 The cost structure of individual electric bus systems is shown on picture 1. Pic. 1. Rolling stock cost structure From a technical point of view, all these options are very similar - the body and chassis of the bus type, the traction motor, the control devices and the supply of electrical energy. Differences in the cost of various designs of electric buses are determined mainly by the capacity, size and weight of batteries. On average, a lithium-ion battery with a mass of about 1000 kg provides an autonomous mileage of up to 25 km. This represents about 5% of the total mass of the IMC electric bus. Measures for the development of electric transport in Bishkek. The construction of contact networks is quite high (the cost of 1 km of the line is more than 400 thousand dollars), and the purchase of autonomous trolleybuses is a very profitable solution. For the city of Bishkek, a project is proposed (Table 4) for lengthening trolleybus routes from the terminal stops to the veins of the massifs using the IMC. Table 4 Extension of existing routes # Destination name Route numbers Residential areas falling into the additional coverage area Length of route, km 1 "Djal" district 5,14,1 Archa-Beshik, Chon-Aryk 5-6 2 "Ak-Keme" residensy 7,8,9,16 Selection, Ak-Ordo 6-7 3 "Asanbay" district 10,11,17,13,15 Kok-Jar, Beshkungei 5-6 4 "Alamedin-1" district 9,15,2 Nonopokrovka, 8 5 "Dordoi" market (Leather factory) 4,17 Kelechek, Dordoi 5 The lengthening of routes is insignificant and is easily overcome by autonomous trolleybuses, which pull part of the passenger traffic in the residential areas onto themselves. This improves the quality of passenger service and the role of public electric passenger transport. Bibliographic references 1. https://soros.kg/srs/wp-content/uploads/2020/01/A4.pdf 2. Passenger road transport Textbook for universities. Ed. V.A. Gudkova \ Gudkov V.A., Mirotin L.B., Velmozhin A.V., Shiryaev S.A., 2006 448 pp. 3. http://meria.kg/index.php?lang=kg 4. https://kaktus.media/doc/418681_v_bishkeke_poiaviatsia_elektrobysy_podpisan_pervichnyy_dogovor_s_abr.html 5. S. Korolkov, "Electric bus - technical features of design options." UITP trolleybus committee. MOSGORTRANS (September 8, 2017). © A.A. Kydykov, A.S. Umetaliyev, 2021
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Презентация открытия «Исследовательский центр логистики и государственных закупок»
Events
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02-06-2021
Over the past five years, the share of mutual trade with the member states of the Eurasian Economic Union in the republic's foreign trade turnover has grown from 37 percent in 2016 to 43 percent in 2020 At the same time, if in 2017 and 2018 foreign trade turnover increased by more than 16 percent ...
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25-05-2021
In the rating of readiness for online shopping, the Kyrgyz Republic took 97th place Kyrgyzstan in 2020 ranked 97th out of 152 countries in the UNCTAD B2C E-Commerce Index. This is stated in the study. The e-commerce index assesses readiness for online shopping based on four indicators: Internet ...
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25-05-2021
The State Agency for Antimonopoly Regulation has set maximum retail markups to the wholesale selling price for sunflower oil and granulated sugar. This was reported in the press service of the department. The state agency recalled that on May 4, 2021, a government decree was issued on the ...
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24-05-2021
The Kyrgyz Republic, represented by the State Tax Service under the Ministry of Economy and Finance of the Kyrgyz Republic and the operator of the national system for labeling goods in the Kyrgyz Republic, CJSC Alfa Telecom, has started issuing labeling codes for manufacturers and exporters of ...
What are we going to do?
Improve
improve public access to information and events related to current public procurement and its processes
Evaluate
facilitate the flow of information between various stakeholders in public procurement
Supervise
monitor and analyze changes in the procurement system and practice in the Kyrgyz Republic
Develop
seize the opportunity to learn lessons from experience and best practices and develop recommendations for future reforms and innovations
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