CHAPTER 7 INFRASTRUCTURE DEVELOPMENT PLAN

Transcription

1 CHAPTER 7 INFRASTRUCTURE DEVELOPMENT PLAN The realization of the economic development plan and the land use plan as presented in Chapter 6 is subject to the development of various infrastructure facilities to support them. This chapter presents the infrastructure development plan for the KMA by sector, covering transportation, water resources, water supply and sewerage, power and energy, solid waste management, and limited social infrastructure. Each sector plan has been prepared in accordance with the projected socio-economy specified by the socio-economic framework presented in Section 4.1. For the future population, the population distribution in the intermediate years of 2015 and 2020 is also specified to prepare phased development plan for infrastructure. In each sector, specific projects are formulated, implementation phasing determined, and project costs estimated, except for the social infrastructure. For the latter, only necessary facilities to serve the projected population in the existing Kabul city and the new city are shown in line with the Government policy and criteria. 7.1 Transportation Plan Strategy for KMA transport development (1) Existing transport administration, policies and strategy 1) Transport administration The Ministry of Public Works (MoPW) is responsible for planning, design, implementation and maintenance of transport infrastructure including roads, railways and airports. Most transport projects are funded by foreign aids. The Ministry of Transport is responsible for making transport policies and also administering public transport services for trucks, buses, aviation and others operated under the government management. In the Kabul area, Millie Bus Enterprises are operating fleet buses in the city and surrounding areas. The Kabul municipality is responsible for planning, design, implementation and maintenance of urban transport facilities including streets, bus terminals and others. 2) Transport policies and strategy The ANDS aims at sustainable development of the Afghan socio-economy through private sector-led market oriented economy. It recognizes that the poor state of roads and lack of reliable power are major bottlenecks preventing the growth of private industry and trade. Moreover, the improvement of transport infrastructure is expected to support the improvement of trade and commercial relationships with neighboring countries, taking advantage of Afghanistan s strategic location. Under these policies, the rehabilitation of regional and national highways connecting Kabul with provincial capitals has been mostly completed. The ANDS clarifies that high priority will be given to improving 5,334km of secondary (national and provincial) roads and improving or building 6,290km of rural access roads as a key to raising rural livelihoods and reducing poverty and vulnerability in rural areas. Also, municipal transportation management will be strengthened to improve urban road quality, road network maintenance, road network planning, and transport facilities and services, according to the ANDS. (2) Issues in transport development 1) Regional transport network development The national and regional highways constituting the main artery road network are radial roads extending from the Kabul city center, and no circular road exists at present. Due to the topographic 7-1

2 conditions as well as planned urbanization, the Kabul city consists of several segregated urban areas. This urbanization pattern is generally less efficient for the provision of various urban services than the corridor type urbanization or conurbation. These segregated urban centers should be effectively linked to enhance efficiency of urban spaces. The new city is expected to develop complementary to the existing Kabul city. The effective link with the existing Kabul city is not only an essential conditions for the success of the new city, it would help to realize improved urban spaces in the existing Kabul city through relieving the urbanization pressure. To realize these conditions, the regional transport network should be developed with a ring road and stronger east-west and north-south axes. The Kabul outer ring road has been proposed for some time, and a new alignment was proposed by the JICA project formulation study related to the new city in Most recently, a feasibility study was conducted, supported by the World Bank, for a different alignment not taking into account the planned new city. The new city is planned with three broad areas with different characteristics. The Kabul outer ring road should be planned to serve these areas, effectively linking them. The alignment proposed by the 2006 JICA study reflects topographic conditions and existing villages as well as needs of the conceived new city The existing Bagram road provides the main access to the new city. This should be utilized to strengthen the north-south axis for the regional transport network. For this purpose, the Bagram road should be extended to the south in the east of the city center. Four roads would connect to the extended north south axis. These are 1) artery road in the north side of the airport, 2) Jalalabad road, 3) Ahmad Sha Babaroad under construction, and 4) Karte new road. The north-south axis would extend beyond the future Karte new road to connect to the southern section of the Kabul outer ring road. The extension of the north-south axis should be carefully aligned to avoid the recharging area of the lower Logar aquifers. 2) Urban road system development Artery roads together with the main artery highways connect districts of the Kabul city, and district roads as secondary arteries connect communities to the artery roads. Many district roads are short and not well connected each other. Community roads to form blocks within each district are mostly unpaved and some are not connected to district roads. Consequently, daily traffic tends to concentrate on the main and other artery roads. It is necessary to establish a clear road hierarchy so that each class roads would serve expected functions respectively. In developing the urban road system for the Kabul city, it is important to improve links between the southwest and the northeast parts of the city, currently separated by hills and the Kabul river. There exist three routes connecting these areas, of which two are the main artery roads carrying the traffic volume of 56,000 PCU/day at present. This corresponds to 85% of the traffic capacity. As the traffic demand will further increase, the structure of the urban road system should be transformed by the following measures. Inner ring road To increase the traffic capacity of roads connecting the southeast and the northwest parts of the city, an inner ring road should be established by improving the connections between existing roads. In particular, two missing links need to be resolved: links between Kotesangi in the east of the Polytechnic University and the existing main artery road in the northwest, and links between the Jalalabad road and the Karte new road by extending the road in the south of the airport. East-west axes Two existing routes are functioning currently as the east-west axes: the Kandahar-Karte new road, and the Jalalabad-Mazar-e-Sharif road. Both of these roads pass through the city center, creating bottlenecks for traffic. Especially for the Kandahar-Karte new road route, there is no alternative diversion road connecting the southwest and the northeast parts. An elevated road from the 7-2

3 Darulaman circle crossing the Kabul river up to the intersection with the Karte new road would be necessary. City roads in the existing CBD It is planned to improve some roads in and around the city center as mentioned in Sub-section Many other roads need to be improved for pavement and other physical conditions. Some missing links should be resolved to improve the traffic circulation and to encourage diversion of daily traffic from the artery roads. Secondary roads Missing links in the secondary road network should also be resolved to improve the links between districts. Many secondary roads need improvement for pavement and other road conditions. Intersections Most intersections in the Kabul city are roundabouts, which are not most effective in dealing with increasing traffic. Traffic signals should be introduced based on priority to be assessed. 3) Improvement of traffic control in the Kabul city The traffic congestion in the Kabul city is caused mainly by the inadequate structure of urban road system, delayed rehabilitation of secondary and community roads, on-road parking and poor traffic control. The on-road parking undermines the safety of residents as it hampers the movement of emergency vehicles. Enforcement of ban on roadside parking needs to be strengthened. An area traffic control system may be introduced together with the rehabilitation of secondary road network. 4) Improvement of public transport capacity Public transport capacity should be much enhanced to reduce traffic congestion with increasing traffic. The following measures should be considered. Large-size vehicles Dominant means for public transport at present are shared taxis and mini buses, which combined have a 37% share of the total traffic in the city. Use of large size buses for selected routes would contribute to the significant reduction of traffic. City circular bus Once the inner ring road is established, bus priority lanes may be introduced to operate a circular bus services with large size buses. Regular and fast services following schedule would attract passengers like fixed track public transportation. City bus services The routes of city bus operation should be improved, and a transfer system established between different routes and also with the circular bus route. Bus exclusive lanes may be introduces on selected main artery roads. Bus terminals At present, both city terminals and inter-city bus terminals are located in the city center or congested areas. Their location should be optimized in relation to the circular bus services on the inner ring road. Parking facilities Parking capacity of the city needs to be much expanded. New parking facilities should be provided associated with greenery and urban parks to be also expanded, public bus terminals, and new residential complex development. Even for individual buildings to be newly constructed, provision should be made for parking spaces. 7-3

4 (3) Strategy for road network development Road network development to mitigate traffic congestion in the Kabul city The existing traffic congestion in the Kabul city should be mitigated by the following measures. 1) Increase the road capacity at physical and natural bottlenecks such as the Asmay mountains, the Kabul river, the Bibimaru hill and the Kabul airport. 2) Separate the through-traffic currently passing through the city center. 3) Resolve missing links between artery roads. 4) Establish a road hierarchy and improve road designs in accordance with the road classification. 5) Pave feeder roads serving communities. Road network development for the new city The road network should be developed to support the new city development as follows: 1) Establishment of access roads from the Kabul city to the new city; and 2) Development of trunk road system for the new city to establish efficient land use structure in the new city and effective links between sub-centers in the new city. Road development for urban expansion areas The road network should be expanded especially in the east and the west of the existing urbanized area of the Kabul city to serve new urban areas to be developed along the existing radial roads. Road infrastructure development for mass transit system The modal share of public transport by small sized buses, taxis and other means in Kabul is around 50% at present. Since the number of private vehicles is expected to increase as the economy grows, high quality public transport services should be established to suppress the increase in private traffic. Improvement in road infrastructure should make provision for the introduction of facilities related to the high quality public transport services such as bus exclusive lanes. (4) Strategy for public transport development Improvement of efficiency of public transport The share of public transport excluding taxis is about 40%, of which only 14% is shared by large-size buses. Use of large-size should be increased to reduce traffic congestion, roadside parking and other problems. Many of Millie and private bus services start and end in the city center, and there exist duplicated service route by the Millie and the private buses. Bus routes should be reorganized by establishing a hierarchy of service routes and zones. Upgrading of service levels by public transport To suppress the increase in private traffic, the public bus service should be improved by increasing speed and observing regular schedules. To facilitate these improvements, bus excusive or priority lanes should be introduced. As the demand for bus services increase on some bus exclusive or priority lanes, the introduction of bus rapid transit (BRT) should be considered such as light rail system (LRT). Relocation of bus terminals to suburbs Most terminal facilities should be relocated from the city center and its peripheries to suburbs, while only bus stops on routes serving the central areas will remain. (5) Strategy for improvement of road facilities and traffic management Removal of traffic bottlenecks A ban on roadside parking should be enforced in steps. In the areas of high parking demand, 7-4

5 roadside-parking facilities may be provided for temporary parking. Intersections between major roads with four or more lanes in the suburbs should adopt flyover or underpass. Roundabouts in the central part of the city should be improved with signalization. At intersections with heavy traffic, a lane for left turns should be provided, and central separation band should be provided on artery roads with four or more lanes. Improvement of road safety Non-motorized traffic (NMT) in the city uses vehicular road lanes in some sections of roads, causing not only traffic congestion but also threat to safety of the NMT. Locations and facilities for road crossing by the NMT are not adequately provided. These should be improved in steps Traffic demand forecast (1) Method and conditions of traffic demand forecasting 1) Method The traffic demand forecast is carried out by using the four-step model commonly used for the purpose (Figure 7.1). The following steps are taken. 1) Based on the present origin-destination (OD) table obtained from the PT survey and the present socioeconomic indices, a present generation and attraction model by each purpose is established. Afterwards, the future generation and attractions shall are estimated by applying the future socioeconomic indices to the model formula. 2) Using the present OD table and the shortest route distances on the trunk roads between the gravity centers of districts, a distribution volume model by each purpose is established. Afterwards, the future OD table is constructed by applying the future generation and attraction to the model formula. 3) The traffic of non-inhabitants (cordon OD, Kabul airport users OD and donors OD) is estimated separately in accordance with the growth of GDP and other indices. 4) From the present OD table by purpose and distances between zones, a mode-sharing model is established. Similarly, the public transport OD table and private transport OD are extracted from the future OD table by purpose. After converting the public transport OD table and private transport OD table from PT base data to vehicle trip (VT) base data, OD table based on number of vehicles is prepared and assigned on the road network. 2) Conditions The following conditions are applied to the traffic demand forecasting in the present Study. Increase in registered vehicles The population in the Kabul city is projected to increase by 1.4 times from 4.01 million in 2008 to 5.50 million in 2025, while the actual GRDP will increase by 4.7 times from US$1.13 billion to US$5.26 billion. When the GRDP per capita increases by 3.4 times from US$282 to US$957, the registered number of passenger cars will increase 3.3 times from 75,000 to 248,000, the registered number of motor bikes by 3.6 times from 21,000 to 89,000, and the registered number of trucks by 2.9 times from 26,000 to 77,000. The number of vehicles for private transport per 1,000 persons will increase to 75 vehicles that are 2.4 times of 31 vehicles in 2008 (Table 7.1). Expansion of zoning For the present OD table, 30 zones were defined. This is expanded to 34 zones by defining 4 zones in the new city for future OD analysis. The portions of District 18 and 19 overlapping the new city area are excluded from the new zones in the new city (Table 7.2 and Figure 7.2). 7-5

6 Future Socioeconomic Indices Present Socioeconomic Indices Present PT OD Tables by each Purpose Distance between Districts Generation and Attraction Models Intra Trip Models Trip Distribution Models Future Generation and Attraction Future IntraTrip Future OD Tables Modal Choice Rate Future OD Table by Walk Mode Future OD Table by Public Transport Future OD Table by Private Transport PT-VT Conversion Rate VD OD Table by Public Transport VT OD Table by Private Transport Road Network Data Vehicle Assignment Figure 7.1 Traffic Demand Forecast Process Table 7.1 Registered Vehicles in Kabul City /08 Population (1000) 3,179 3,789 3,861 3,933 4,007 4,751 5, GRDP (US$10 6 ) ,033 1,130 2,130 5, GRDP/capita (US$) Passenger cars 33,765 44,923 53,724 64,827 74, , , Motorcycles 11,189 11,084 18,517 21,272 24,942 49,291 89, Trucks 14,269 17,265 20,102 23,263 26,156 45,353 76, Total 59,223 73,272 92, , , , , Vehicles/10 3 inhabitants Note: The known figures are the population of 22,575,000 in 2006 and the registered numbers of each type of vehicles in The numbers of registered vehicles in Kabul City are estimated adopting the calculated GRDP per capita from 2004 to 2006 using the following formulas: Passenger cars = 141, LN (GRDP/capita) 725, Motorcycles = 52, LN (GRDP/capita) 271, Trucks = 41, LN (GRDP/capita) 207,

7 Table 7.2 Zoning System for Future OD Table Zone District/Name Note 1-22 D1-D22 Inside Kabul City 23 Outside North Baghlan, Mazar-e-Sharif, Kunduz, etc. 24 Outside East Jalalabad, etc. 25 Outside South Logar, Gardiz, Khost, etc. 26 Outside West Kandahar, Herat, Ghazni, etc. 27 India, Pakistan, China 28 Iran 29 Tajikistan, Uzbekistan, Turkmenistan 30 Kabul Airport 31 Dehsabz South (excluding areas in Districts 18 and 19) 32 Dehsabz North 33 Paymonar (excluding area in District 18) 34 Barikab Figure 7.2 KMA Zoning Map for Traffic Analysis (except Kabul Airport) (2) Trip generation and attraction in 2025 Total trips in the Kabul city Table 7.3 shows the total trips in Kabul City by purpose in 2008 and in A total of 3,129,000 trips/day in 2008 will increase to 6,261,000 trips/day or 2.0 times, which is larger than the population increase of 1.4 times. The work trips will increase by 2.2 times, school trips 1.4 times, business trips 2.3 times, and private trips 2.9 times. 7-7

8 Table 7.3 Total Trips in Kabul City by Purpose (Unit: trips/day) Year Work School Business Private Home Total Population , , , ,172 1,497,678 3,128,715 4,007, ,468, , , ,520 2,977,213 6,261,460 5,602, / Note: # of trips = Generation + Attraction Trip generation and attraction by zone In the central districts of the Kabul city (Districts 1, 2, 3, 4, 5, 11 and15), the trip generation and attraction increases by less than 1.5 times from 2008 to 025. In other districts surrounding the central districts (Districts 6 through 17), they increase by up to 5 times. In District 18 overlapping with Paymonar of the new city and District 19 overlapping with Dehsabz south, the increase rates are about 40 and 30 times, respectively. The largest increase is observed in District 21 at about 90 times (Figure7.3 and Table 7.4) / Figure 7.3 Classification of Kabul City Districts by Rate of Increase in Trip Generation and Attraction between 2008 and 2025 Table 7.4 Trip Generation and Attraction by Zone in KMA (Unit: trips/day) Zone Generation Attraction / / , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

9 Zone Generation Attraction / / , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , Subtotal 3,128,715 6,256, ,128,715 6,266, , , , , , , , ,812 - Total - 7,624, ,624,062 - (3) Trip distribution in 2025 The desired lines of traffic for all-purpose trips over 10,000 are shown in Figure 7.4. As expected, many trips will start and/or end at nodes in the new city. The desired lines of traffic by purpose are shown in Figure 7.5 for commuting and Figure 7.6 for school going. It is shown that many trips will be generated between Dehsabz north (D32) and the city center and District 19 (D19) as well as between districts (D5, D7, D8 and D9) within the existing Kabul city. The trips for business will concentrate in D5, D8, D10, D19 and D32 as shown in Figure 7.7, and the trips for private purposes will concentrate in the city center and in D5 in the southwest as shown in Figure 7.8. (4) Trip distribution by mode in ) Modal choice model In order to separate the future OD table by purpose obtained as described above, the sharing by transport mode has to be made. A binary model shall be established by first separating the whole trips into trips on foot and trips with vehicles and second separating the trips with vehicles into those by public and private transports (Figure 7.9). Modal share of trips on foot According to the PT survey, the trips on foot have the largest share among the trips within district covering 61% of the total. The size of district is large and the trip distances between districts tend to be calculated much longer than the actual ones so that no clear relation between the trip distances and the share of trips of foot was observed. Therefore, a model formula for the modal share of trips on foot within district by purpose is prepared assuming the maximum as well as the sharing rate for distance not less than 10km will become almost 0%. Public transport/private transport modal sharing According to the PT survey results, it was observed that the modal share of trips by public transport tends to be constant regardless of the distance traveled. Therefore, the present shares are determined separately for the trips within district and the trips between districts. Furthermore, the future shares are determined considering the increase in the number of registered vehicles. The number of registered vehicles for private transport (passenger cars + motor bikes + trucks) per population of 1,000 will increase by 44 vehicles from 31 in 2008 to 75 in 2025 (44/31 = 1.42 times). Thus, the modal share of public transport will decrease. 7-9

10 All purpose 70,000 to 90,000 50,000 to 70,000 30,000 to 50,000 10,000 to 30,000 Figure 7.4 Desired Lines for All Purposes, Work 20,000 to 22,000 15,000 to 20,000 10,000 to 15,000 5,000 to 10, School 5,000 to 10,000 4,000 to 5,000 3,000 to 4,000 2,000 to 3,000 (Unit: trips/day) Note: 5,000 or more trips displayed Note: 2,000 or more trips displayed (Unit: trips/day) Figure 7.5 Desired Lines for Work, 2025 Figure 7.6 Desired Lines for School,

11 Note: 2,000 or more trips displayed Business 3,000 to 4,000 2,000 to 3,000 (Unit: trips/day) Note: 2,000 or more trips displayed Figure 7.7 Desired Lines for Business, 2025 Figure 7.8 Desired Lines for Private, Private 6,000 to 8,000 4,000 to 6,000 2,000 to 4,000 (Unit: trips/day) Total Person Trips Person Trips by Walk Person Trips using Vehicles Person Trips by Public Transport Figure 7.9 Binary Type Modal Choice Structure Person Trips by Private Transprot Viewing the trips by commuting purpose, for instance, 75% are using public transport while 25% are using private transport at present. In the future, the share of private transport will increase by 1.42 times from 25% to 35.5% and public transport will decrease instead to 64.5% (Table 7.5). Table 7.5 Modal Shares of Public and Private Transport by Purpose between 2008 and 2025 Modal share in 2008 (%) Modal share in 2025 (%) Purpose Public transport Private transport Public transport Private transport Intra trip Inter trip Intra trip Inter trip Intra trip Inter trip Intra trip Inter trip Work School Business Private

12 2) Trip distribution by mode in 2025 The modal share of transport in 2025 will be 52% for public transport and 24% for private vehicles as shown in Table 7.6. Compared with the present modal split, the shares of public and private transport will increase by 2 points and 6 points, respectively, while that of walking will decrease by 8 points. Table 7.6 Modal Choice of Transportation between 2008 and 2025 (Unit: trips/day) Year Walk Public Private Total Object area 1,024,016 1,552, ,386 3,128, % 49.6% 17.7% 100.0% D1-D22 (Kabul City) (Except walk) % 26.2% 100.0% 1,882,574 3,930,414 1,811,068 7,624, D1-D22 (Kabul City) 24.7% 51.6% 23.8% 100.0% +D31-D34 (New City) (Except walk) % 31.5% 100.0% (Point) Note: Cordon OD, OD for Kabul Airport users and OD of Donors not included Excluding the trips on foot, the desired lines of public and private transport will be as shown in Figures 7.10 and 7.11, respectively. For public transport, the trips connecting suburban zones within the Kabul city and the city center are remarkable. It is predicted that there will also be many trips from Dehsabz north to the city center and periphery areas of the Kabul city and the new city Public Transport 50,000 to 65,000 40,000 to 50,000 30,000 to 40,000 20,000 to 30,000 10,000 to 20,000 (Unit: trips/day) Private Transport 15,000 to 17,500 12,500 to 15,000 10,000 to 12,500 (Unit: trips/day) Note: 10,000 or more trips displayed Figure 7.10 Desired Lines for Public Transport Note: 10,000 or more trips displayed Figure 7.11 Desired Lines for Private Transport (5) Traffic assignment Traffic assignment model The traffic assignment will be carried out by the following procedure. 1) A future OD table is constructed by adding, on the PTOD table for public and private transport, other OD tables for future cordon, the Kabul airport and donors related trips. 7-12

13 2) The PTOD table is converted to a vehicle trip based OD (VTOD) table and PCU is calculated. 3) A traffic assignment network will be prepared, and the relationship between the road capacity and traveling velocity (QV formula) is established for each link. 4) The traffic of the VTOD table is assigned to each link by using an incremental assignment model. Road traffic capacity The road traffic capacity is estimated in accordance with the geometric design elements such as design velocity and road width, and roadside conditions such as land use and number of intersections. Future traffic assignment The traffic assignment in 2025 without any development in the present road network (Do-Nothing Case) is shown in Figure Traffic congestion will apparently occur on most links. Especially on the Bagram road linking the existing Kabul city and the new city, the traffic volume will increase to 252,000PCU/day, which in fact will not be passable with the present road capacity Road network development plan The existing artery roads in the Kabul city radiate from the city center to all the directions. There exists no ring road in the artery network for Kabul. With this structure, the traffic on major radial arteries is projected to increase well beyond their respective capacity as shown in Figure To relieve the traffic on major radial arteries, the Kabul city outer ring road (KCORR) would be effective. The alignment of the KCORR should be selected in such a way for it to serve as an artery road for the new city as well. The development of the new city with proper artery road system is another way to reduce the traffic between the new city and the Kabul city center. The master plan proposes to preserve and enhance the existing villages and farmland as a matter of principle. Artery roads in the new city are aligned to avoid the existing farmland and yet to serve the existing villages well by providing easy access to urban markets and facilities. In planning for the road network for the new city, first modified road classification is proposed and design criteria are clarified with respect to right-of-way, carriageway and provision for non-motorized traffic. Then, specific road projects are proposed in line with the spatial framework described in Section 4.2 and with the specifications following the road classification and the road design criteria. (1) Road classification The relationship between the functional classification such as artery roads and others and design classes such as expressways is not clear in the present road classification in Afghanistan. Consequently, a road at higher functional category serving for inter-provincial traffic tends to be treated in a low design class if the present traffic is small. Many city roads may be categorized as expressways based only on large traffic (Table 7.7). Table 7.7 Road Design Standard of Afghanistan Afghan standard ROW ADT Design speed* Lanes (m) (PCU/day) (km/h) (n) Expressway Type Over 30, /100/80 More than 4 Expressway Type ,000-13, /100/80 4 Major road 30 (Rural) 19 (Urban) 13,000-5, / 80/ 50 2 Minor road 30 (Rural) 18 (Urban) 5,000-60/ 50/ 40 2 Non-standard *Design speed: Flat/Rolling/Mountainous terrain Source: Interim Road and Highway Standard, 2005, MoPW 7-13

14 The Study for the Development of the Master Plan for the Kabul Metropolitan Area Figure 7.12 Traffic Flow in 2025 Do-Nothing Case Moreover, the category labels for design classes such as expressway, major road and minor road are misleading as they may be confused with the functional classification. The road design classes need to be renamed so that they become clear, and the classes can be identified by factors of classification and passing area to introduce the area specification factor. The relationships between road classification and passing area are given in Table 7.8.and modified road design standards (renamed) are proposed in Table 7.9. Table 7.8 Relationships between Functional Classification and Design Classes Functional classification Area specification Rural Urban Expressway S S Major arterial I or II I or II Arterial II or III III or IV Secondary III or IV III or IV Community IV IV 7-14

15 Design class S I II III IV The Study for the Development of the Master Plan for the Kabul Metropolitan Area Table 7.9 Modification of Road Design Standard Area Design speed ROW Default (km/h) (m) (signals/km) Rural Urban Rural Urban Rural Urban Rural Urban Rural Urban (2) Design criteria Right-of-way Standards for the road right-of way (ROW) may be determined according to the functional classification of roads as shown in Table Provision is made for spaces for utilities, reserve for extra lanes corresponding to future traffic demand or public transport corridor. Table 7.10 Road Functional Classification and Right of Way (ROW) Classification Area specification Lanes (n) ROW (m) Expressway Rural Urban Major Arterial Rural Urban Arterial Rural Urban Secondary Rural Urban Community Rural Urban Carriageway The width of road in each class and road shoulders are determined following the Afghan standards (Table 7.11). For city roads with four lanes newly specified, the width of inner shoulders is determined to be 0.5m. Road class S I II III IV Table 7.11 Width of Median, Lane and Shoulder Area Median (min) Lane width Shoulder (min) (m) (m/lane) (m) Rural (outside)/2.0 (inside) Urban (outside)/2.0 (inside) Rural (outside)/2.0 (inside) Urban (outside)/0.5 (inside) Rural (outside)/0.5 (inside) Urban (outside)/0.5 (inside) Rural (outside)/0.5 (inside) Urban (outside)/0.5 (inside) Rural Urban

16 Provision for NMT The Study for the Development of the Master Plan for the Kabul Metropolitan Area The NMT facilities such as sidewalk for pedestrian and bicycle should be established in all of urban roads except expressway in principle (Table 7.12). The one in rural roads should be judged form existing situation of roadside. Table 7.12 Policy of Walkway Development Road classification Rural Urban Expressway None None Others Maybe (as necessary) Yes (in principle) Considering the use and registration of bicycles in Kabul, bicycle excusive lanes will not be provided. Bicycles will share the same lanes with either vehicles or pedestrians, depending on the car traffic. The minimum width and standards for walkways and bicycle ways are determined based on the Afghan and Japanese standards (Table 7.13). Table 7.13 Standards of Walkway Development Road class Car traffic Ped. traffic Walkway Min. width Note Major arterial Heavy Heavy 4.0m Separate pedestrians from Bicycle and Arterial Heavy Heavy ( ) cars and bicycles pedestrian Secondary Little Heavy 3.0m Separate pedestrians from Community Few Heavy Pedestrian 3.0m* cars Other Few Little - - Not separate pedestrians from cars Notes: NMT facilities constructed in urban area but not in Expressway; Road with 4 or more lanes: mount-up style, 2-lane road: flat style; Walkway basically for both sides; Minimum 0.5m-wide utilities space to be reserved on each roadside * Minimum 2.0 required for width but Afghan minimum standard adopted Typical cross section The typical cross sections of the design classes based on the aforementioned design criteria are shown in Figure (3) Proposed road projects Proposed road projects are shown in Figure The outline of each project follows. 1) North-south and east-west axes Justification The north-south axis is established by the existing Bagram road and its southern extension up to the Kabul city outer ring road. The extension section functions also as the eastern portion of the Kabul city inner ring road. The new east-west axis is established as an alternative to the existing corridors from RH01 to RH05 and from RH01 to the Bagrami road. These axes form main north-south and east-west axes that do not pass through the Kabul city center. Development plan These axes are designed as Class I in consideration of the provision of bus exclusive ways and rail transport in the future (Tables 7.14 and 7.15). The Bagram road is being expanded into four lanes, and additional two lanes will be provided in the future as well as bus exclusive lanes. 7-16

17 Figure 7.13 (1/2) Typical Cross Sections of Proposed Design Class Roads 7-17

18 Figure 7.13 (2/2) Typical Cross Sections of Proposed Design Class Roads 7-18

19 To Mazar-e Sharif Legend North-South/West-East Axis Ring Road/Peripheral Road New City Access Road Widening Radial Arterial Roads Arterial Roads in New City Missing Roads in Existing Area Boundary Roads Secondary Roads To Jalalabad To Kandahar To Logar Figure 7.14 Location Map of Proposed Road Development Projects Road Design class Table 7.14 Outline of North-South Axis Design speed (km/h) Length (km) ROW (m) Bagram Road Class-I (upgrading section) (Rural) Bagram Road Class-I (extension section)* 2 (Rural) * 1 In case of introduction of service road outside through traffic lane * 2 Bagram Road (extension section) corresponds with east section of KCIRR Road width (m) Lanes (n) * bus * bus Road Qala-i-Jabbar Section Asmay Tunnel Section (KCIRR section) Bagrami Road Section Design class Class-I (Rural) Class-I (Rural) Class-I (Rural) Table 7.15 Outline of West-East Axis Design speed (km/h) Length (km) ROW (m) ( ) in case of opening temporary section without bus exclusive lane Asmay Tunnel Section correspond with south section of KCIRR Road width (m) 37.0 (37.0) 37.0 (37.0) 37.0 (37.0) Lanes (n) (4) + 2 bus (4) + 2 bus (4) + 2 bus 7-19

20 Typical cross-sections The Study for the Development of the Master Plan for the Kabul Metropolitan Area The typical cross-sections of the roads constituting the north-south and the east-west axes are provided in Figures 7.15 and 7.16 with their stage-wise expansion. R IGHT OF WAY = ROAD WIDT H = x = x = ME DIAN TYPICAL CROSS SECTION OF BAGR AM ROAD (UNDER CONSTRU CTION 4 LAN ES) R IGHT OF WAY = R OAD WIDT H = x = x = BUS LANE BUS LANE ME DIAN TYPICAL CROSS SECTION OF BAGR AM ROAD (FU TURE WID ENING 8 LANES) R IGHT OF WAY = R OAD WIDT H = R OAD WIDT H = ROAD WIDT H = x = x = x = * = S HOU LD ER C AR R IAG E WAY BUS LANE BUS LANE ARTERIAL ROAD ARTERIAL ROAD ME DIAN ME DIAN TYPICAL CROSS SECTION OF BAGR AM ROAD (FU TURE WID ENING 8 LANES + 4 LAN ES) Figure 7.15 Stage-wise Typical Cross Section of Bagram Road 6500 RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN SHO ULDER TEMPORARY 4-LANE ROAD (CLASS-I) RIGHT OF WAY = ROADWAY WIDTH = x = x = BUS LANE ME DIAN BUS LANE SHO ULDER WIDENED 6-LANE ROAD (CLASS=I) Figure 7.16 Stage-wise Typical Cross Section of West-East Axis 2) Ring roads and peripheral road Justification The Kabul city outer ring road (KCORR) is planned at 15-20km from the city center to serve as a main artery of the new city. The Dehsabz peripheral artery road is planned to serve the traffic between the east to Jalalabad and beyond and the north to Parwan and beyond (Figure 7.17). This artery will prevent the through traffic to use the city roads of the new city. At the same time, this periphery artery road is aligned to serve the existing villages at the fool of the eastern mountains, avoiding the existing farmland. 7-20

21 Parwan Peripheral Road Dehsabz Kandahar Kabul Jalalabad KCORR Logar Figure 7.17 Function of Peripheral Road The Kabul city inner ring road (KCIRR) is planned to circle the city center at 5-7km distance, and to function to disperse traffic coming into the center. The KCIRR functions to link the northeastern and the southwestern parts of the city, and two additional lanes to the existing road facing excess traffic demand of 28,000PCU/day at present. The traffic demand at the Asmay section is assessed in Table Road Kandahar Road (RH01) Police Academy Road Table 7.16 Traffic Demand Assessment at Asmay Section Capacity 68,800 (68,800) 18,400 (61,900) Capacity (PCU/day) 87,200 (-27,800) Current (2008) Future (2025) Demand Capacity (PCU/day) (PCU/day) 310,800 (Enough) Demand (PCU/day) 115, ,000 TV Hill Road (40,600) KCIRR west section (61,900) KCIRR south section (77,600) No. of trips at section: 689,000 at present and 1,629,000 in the future; traffic demand calculated by modal share, PCU and PCE; future demand calculated the same based on future demand analysis; ( ): capacity in the future Development plan The KCORR is designed as Expressway Type-2 as planned by the MoPI. The Dehsabz periphery artery road adopts the same standard. The design standards for the KCIRR vary depending on the sections. The sections expanding the existing roads are designed as Major roads as the wider right-of way cannot be secured. Design standards for these roads are summarized in Table Road KCORR (rural area) KCORR (New City area) Dehsabz Periphery Road Table 7.17 Outline of Ring Roads and Periphery Road Design class Class-S (Rural) Class-S (Urban) Class-S (Rural) Design speed (km/h) Length (km) ROW (m) Road width (m) 33.0 (33.0)(12.0) 70.0 (70.0)(30.5) 33.0 (33.0)(12.0) Lanes (n) 6 (4)(2) 6 (4)(2) 6 (4)(2) 7-21

22 Road Design Design speed Length ROW Road width Lanes class (km/h) (km) (m) (m) (n) KCIRR Class-I (Bagram section) (Rural) 83.0* 8 KCIRR Class-I (west-east axis) (Rural) (37.0) (4) + 2 bus KCIRR Class-II (east section) (Urban) (37.0) (4) + 2 bus KCIRR Class-II (north section) (Urban) ( ): in case of opening temporary section * In case of introduction of service road outside of through traffic lane Note: Part of KCIRR, Bagram section and West-East Axis section, overlap the extension of Bagram road and West-East axis. Typical cross-sections Typical cross-sections of these roads are shown in Figures 7.18 through 7.21 with stage-wise expansion. RIGHT OF WAY = ROADWAY WIDTH = TYPICAL CROSS SECTION OF KABUL OUTER RING ROAD (KORR) (PARTIAL OPENING 2 LANES) 3 RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN TYPICAL CROSS SECTION OF KABUL OUTER RING ROAD (KORR) (FUTURE WIDENING 4 LANES) RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN TYPICAL CROSS SECTION OF KABUL OUTER RING ROAD (KORR) (FUTURE WIDENING 6 LANES) Figure 7.18 Typical Cross Section of KCORR (Rural Area) and Periphery Road 7-22

23 Figure 7.19 Stage-wise Typical Cross Section of KCORR in New City Area RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN OPENING 4-LANE ROAD RIGHT OF WAY = ROADWAY WIDTH = x = x = BUS LANE ME DIAN BUS LANE SHO ULDER WIDENED 6-LANE ROAD (WITH BUS EXCLUSIVE LANE) Figure 7.20 Stage-wise Typical Cross Section of East Section of KCIRR RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN SHO ULDER 3) Access roads to the new city Justification Figure 7.21 Typical Cross Section of North Section of KCIRR The traffic entering to the Kabul city from the north is some 18,000PCU/day at present, which is transported by the existing Bagram road and RH04. The traffic is projected to increase by 10 times once the new city is developed with the population of 1.5 million by In addition to the expansion of these existing roads and the establishment of the KCORR, other roads need to be provided as summarized in Table

24 Road The Study for the Development of the Master Plan for the Kabul Metropolitan Area Table 7.18 Traffic Demand Assessment at Kabul-Dehsabz Section Capacity Capacity (PCU/day) Current (2008) Future (2025) Demand Capacity (PCU/day) (PCU/day) Demand (PCU/day) Mazar-e Sharif Road 41,200 (RH04) (62,000) Bagram Road 18,400 59, ,000 (upgrading section) (86,200) 18, ,000 (Enough) (Enough) Dehsabz Tunnel Road (61,900) KCORR west section (62,000) KCORR east section (62,000) No. of trips at section: 106,000 at present and 1,741,000 in the future; traffic demand calculated by modal share, PCU and PCE; ( ): capacity in the future Development plan The design standards for the proposed roads are summarized in Table Table 7.19 Outline of Access Road to New City Area Road Design Design speed Length ROW Road width Lanes class (km/h) (km) (m) (m) (n) Bagram Road Class-I (Upgrading section) (Rural) 83.0* bus Barikab Road Class-II (Rural) Mazar-e Sharif Road Class-S (Outside of KCORR) (Rural) Mazar-e Sharif Road Class-I (Inside of KCORR) (Urban) Dehsabz Tunnel Road Class-II (Urban) (37.0) (4) + 2 bus ( ): in case of opening temporary section * In case of introducing service road outside of through traffic lane Service road along through traffic lane is established in Mazar-e Sharif Road (out of KCORR) section Typical cross-sections Typical cross-sections of these roads are shown in Figures 7.22 through and Stage-wise expansion is indicated for the Mazar-e Sharif road (RH04). RIGHT OF WAY = ROADWAY WIDTH = x = x = SHO ULDER ME DIAN CLASS II (Rural 4-Lane) Figure 7.22 Typical Cross Section of Barikab Road RIGHT OF WAY = ROAD WIDT H = ROAD WIDT H = ROAD WIDTH = x = x = x = x = C AR R IAG E WAY ME DIAN C AR R IAG E WAY ARTERIAL ROAD ARTERIAL ROAD Figure 7.23 Typical Cross Section of Mazar-e Sharif Road (Outside of KCORR) 7-24

25 RIGHT OF WAY = 37000(Minimun) ROADWAY WIDTH = x = x = ME DIAN SHOUL DER SHOUL DER SHOUL DER SHOUL DER Figure 7.24 Typical Cross Section of Mazar-e Sharif Road (Inside of KCORR) RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN OPENING 4-LANE ROAD AT-GRADE SECTION RIGHT OF WAY = ROADWAY WIDTH = x = x = BUS LANE ME DIAN BUS LANE WIDENED 6-LANE ROAD AT-GRADE SECTION (WITH BUS EXCLUSIVE LANE) At-grade Section x = x = SHO ULDER Tunnel Section Figure 7.25 Typical Cross Section of Dehsabz Tunnel Road 4) Radial roads widening Justification The proposed KCIRR and KCORR will form the structure of the KMA urban development, and new urban development will accelerate naturally in areas between these ring roads. This will increase the traffic between these areas and the city center (Table 7.20). To cope with the increased traffic, the existing radial roads should be expanded. 7-25

26 Table 7.20 Growth Rates of Traffic Generation/Attraction Classification Present (2008) Future (2025) Growing 1,000Trips 1,000Trips (%) Inside KCIRR* 1 3,550 4, Between KCIRR and KCORR* 2 2,440 6, * 1 District 1,2,3,4,10,11,15 and 16; * 2 District 5,6,7,8,9,12,13,17,18,19 and part of New Area Development plan The Jalalabad, Logar and Kandahar roads are major artery roads, which have been expanded to four lane roads near the existing urban areas. They should be further expanded up to the KCORR as Expressway Type-1, respectively. The Doghabad and the Darulaman roads should be upgraded to Major road, respectively. The design standards for these roads are summarized in Table Road Jalalabad Road (RH06) Jalalabad Road (RH06) Paghman Road Kandhar Road (RH01) Logar Road (RH08) Darulaman Road Doghabad Road Typical cross-sections Table 7.21 Outline of Widening of Radial Artery Roads Design class Class-II (Urban) Class-II (Rural) Class-II (Rural/Urban) Class-II (Rural/Urban) Class-II (Rural/Urban) Class-III (Rural/Urban) Class-III (Rural) Design speed (km/h) Length (km) ROW (m) Road width (m) Lanes (n) Typical cross-sections of these roads are shown in Figures 7.26, 7.27 and RIGHT OF WAY = ROADWAY WIDTH = x = x = SHO ULDER ME DIAN WIDENED 4-LANE ROAD (RURAL) RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN SHO ULDER WIDENED 6-LANE ROAD (URBAN) Figure 7.26 Typical Cross Section of Jalalabad Road 7-26

27 RIGHT OF WAY = ROADWAY WIDTH = x = x = SHO ULDER ME DIAN CLASS II (RURAL, 4 Lane) RIGHT OF WAY = ROADWAY WIDTH = x = x = SHO ULDER MEDIAN CLASS II (URBAN, 4 Lane) Figure 7.27 Typical Cross Section of Class-II Road (Excluding Jalalabad Road) RIGHT OF WAY = ROADWAY WIDTH = x = x = MEDIAN CLASS III (RURAL 4-Lane) x = RIGHT OF WAY = ROADWAY WIDTH = x = MEDIAN CLASS III (URBAN 4-Lane) Figure 7.28 Typical Cross Section of Class-III Road 5) New city roads development Justification Roads in the new city should be developed ahead of the urban land development, starting from the artery roads. Development plan In the planned urban areas in the new city, main roads should be installed at the intervals of 1.0km on average. This will make the average road density 3.0km/km 2 more or less. Artery and secondary roads are distinguished, and the former are planned as Major road and the latter as Minor road. The design standards of the roads are summarized in Tables 7.22 and

28 Table 7.22 Density of Arterial Roads in New City Area District Urban Area Surface Total Pavement Core road density (km 2 ) Paved Unpaved (km) (%) (km/km 2 ) Barikab Dehsabz North Dehsabz South Paymonar Total Road classification Major Arterial* Arterial Secondary Table 7.23 Outline of Core Roads in New City Area Design class Express Class-I, II (Rural/Urban) Class-II, III (Urban) Class-III, IV Design speed (km/h) Length (km) ROW (m) Road width (m) Lanes (n) (Urban) Total Major Arterial Roads shown in other functional positions (KCORR, Peripheral Road, and Access Road to New City Area); BRT/LRT exclusive lanes to be included in several Major Arterial and Arterial roads ( 6 lanes) Typical cross-sections Typical cross-sections of these roads are shown in Figures 7.29 and RIGHT OF WAY = ROADWAY WIDTH = x = x = SHO ULDER MEDIAN CLASS II (Urban 4-Lane) Figure 7.29 Typical Cross Section of Arterial Road in New City Area RIGHT OF WAY = ROADWAY WIDTH = x = x = SHO ULDER MEDIAN CLASS III (URBAN 4-Lane) 7-28

29 RIGHT OF WAY = ROAD WIDTH = x = CLASS-IV (URBAN 2 Lane) Figure 7.30 Typical Cross Section of Secondary Road in New City Area 6) Provision for missing links Justification The road network in the Kabul city is disrupted at present by the Asmay mountains, the Bibmaru hill and the Kabul river. The missing links in the city road network should be resolved to alleviate the traffic congestion and to realize more efficient city road network. Development plan The Bibimaru road is planned to strengthen the east-west links in District 10 by detouring the hill. The West Airport road is extended to the east beyond the Jalalabad road, crossing the Kabul river, and form a circular connection linked with the Qara-i-Zaman road up to NH08. This circular road is planned with the ROW of 37m to allow future introduction of the LRT. In this connection, the Qara-i-Zaman road is also be improved. The North road of the industrial area starts from the KCIRR and strengthen the access to the newly developing urban area in the east. The design standards of these roads are summarized in Table Road Bibimaru Road Macrorayon Circular Road Airport Circular Road Extension of Qara-i- Zaman Road North of Industrial Area Road Urban Renewal of Chamar Qalaywazir Abad Table 7.24 Outline of Missing Link in Existing Urban Area Design class Class-III (Urban) Class-III (Urban) Class-II (Urban) Class-II (Urban) Class-III (Urban) Class-III (Urban) Design speed (km/h) Length (km) ROW (m) Road width (m) Lanes (n) Class-III NewKabul River Bridge (Urban) ( ): in case of temporary section without bus exclusive lane Note: New Kabul River Bridge is an elevated road for vehicles only. Typical cross-sections 37.0 (37.0) 37.0 (37.0) (4) +2 bus (4) +2 bus Typical cross-sections of these roads are shown in Figures 7.31, 7.32 and

30 RIGHT OF WAY = ROADWAY WIDTH = x = x = ME DIAN OPENING 4-LANE ROAD AT-GRADE SECTION RIGHT OF WAY = ROADWAY WIDTH = x = x = BUS LANE ME DIAN BUS LANE WIDENED 6-LANE ROAD AT-GRADE SECTION (WITH BUS EXCLUSIVE LANE) Figure 7.31 Typical Cross Section of Airport Circular and Extension of Qara-i-Zaman Road (4-lane + Bus Exclusive Lane) RIGHT OF WAY = ROADWAY WIDTH = x = x = MEDIAN CLASS III (URBAN 4-Lane) Figure 7.32 Typical Cross Section of Missing Link (Class-III, 4-lane Road) Figure 7.33 Typical Cross Section of New Kabul Bridge Road 7) Secondary roads development in existing urban areas Justification It is planned to develop roads along the boundaries between formal and informal housing areas to 7-30

31 facilitate the formalization of the latter, and also between planned urbanization areas and greenery. In the expansion areas in the east and the west, secondary roads should be developed to serve new residential areas. Development plan Other than KCIRR and KCORR, the following alignments are proposed as supplemental artery roads: - Eastern part of District 7 along the Asmay mountains - Northern part of District 3 along the Asmay mountains - Northern part of District 5 along the Hwaja hills - Northern parts of Districts 11 and 15 along the Hwaja hills - Districts 6, 7 and 13 along the greenbelt - Districts 12 and22 along the greenbelt In addition, secondary roads should be developed in the southwestern parts of Districts 5, 6, 7 and 13, and the eastern parts of Districts 8, 12, 16 and 22. These roads are planned mostly as Minor road with the ROW of 18m. The design standards of these roads are summarized in Table Table 7.25 Outline of Boundary Roads and Secondary Roads in Existing Urban Area Road classification Design class Boundary Roads (Arterial class) Class-III (Urban) Boundary Roads Class-IV (Secondary class) (Urban) Secondary Roads Class-IV (Urban) Source: JICA Study Team Typical cross-sections Design speed (km/h) Length (km) Typical cross-sections of these roads are shown in Figure ROW (m) Road width (m) Lanes (n) RIGHT OF WAY = ROAD WIDTH = x = Boundary Roads (Class-III) 7-31 Boundary/Secondary Roads (Class-IV) Figure 7.34 Typical Cross Section of Boundary and Secondary Roads 8) Community roads improvement Justification The pavement ratio of all the roads in the Kabul city is 8.7%, ranging from 5 to 30% between districts. To reduce the concentration of traffic on artery roads, conditions of community roads should be improved. Also, the roadside drains should be improved along with pavement to reduce the flooding, which reduces the traffic capacity on these roads. Development plan The total length of unpaved community roads is about 1,065km. The density of artery roads, presently at 1.7km/km 2, should be increased to km/km 2, focusing particularly on the periphery areas in Districts 5, 7, 8, 9, 11, 12, 13, 15 and 17 (Table 7.26). Assuming the road density of 3.5km/km 2, the length of roads to be paved will be 1,036km. Since it is planned to pave 795km of major artery and secondary roads by 2025, additional 240km of community roads should be paved

32 together with roadside drains. The Study for the Development of the Master Plan for the Kabul Metropolitan Area This corresponds to one quarter of the community road length. Table 7.26 Service Level for Core Roads in Kabul District Core Road Urban Area Populaton Surface Total Pavement Density (km 2 (km) ) Pavede Unpaved (%) (km/km 2 ) , , , , , , , , , , , , , , , , , , , , , , Total ,007, , , Typical cross-sections No significant upgrading can be undertaken for existing community roads. Given the present conditions, typical cross-sections of these roads are shown in Figure RIGHT OF WAY = ROAD WIDTH = x 3000 = Figure 7.35 Typical Cross Section of Community Roads (4) KMA road network development The road length and density in 2008 and 2025 are compared in Table The road network development in the KMA between 2008 and 2025 is shown in Figure 7.36 Table 7.27 Summary of Road Length and Density by Classification Present (2008) Future (2025) Road classification Urban area (km 2 ) Road length (km) Road density (km/km 2 ) Urban area (km 2 ) Road length (km) Road density (km/km 2 ) Major Arterial Arterial Secondary Community (paved) - - (240.0) (0.52) Core Road Total , (1,561.9) (3.40) ( ): Paved Community Roads included as Core Roads 7-32

33 Figure 7.36 Comparison of Current and Future Road Network Public transport development plan (1) Proposed public transport system The public transport for the Kabul city will continue to depend on bus transport. The following improvements should be realized for the bus transport system: 1) Expansion of bus services to newly urbanizing areas including the new city 2) Improvement of bus services in service network, speed, more accurate operating schedule, more comfort in the bus and the waiting areas, increased frequency, and reasonable fares 3) Improvement of operating efficiency to reduce costs without sacrificing services level 4) Reduction of adverse impact on road traffic conditions (2) Proposed bus transport development projects 1) Use of large size vehicles Justification As part of efforts to improve efficiency of bus transport operation, larger size buses should be introduced in areas of large demand. The use of large size vehicles would contribute also to reducing traffic. Development plan At present, bus trips are 18% by microbus, 6% by minibus and 14% by large bus. This distribution should be improved to reduce the traffic by 20%. This requires the increase in the traffic by large bus by 72% as calculated in Table

34 Table 7.28 Comparison for PCU of Each Bus Vehicle Microbus Minibus Large bus Total Vehicle capacity PCE Present Trips 546, , ,292 1,189,904 Vehicles 68,357 8,070 7,355 83,782 PCU 68,357 16,141 22, ,562 Target Trips 281, , ,346 1,189,904 Vehicles 35,155 6,053 12,622 53,830 PCU 35,155 12,106 37,867 85,128 Change (%) ) Hierarchical reorganization of bus routes Justification At present, multiple bus services are provided from the city center to the suburbs, each having long service distance. A regional artery network of bus services should be established, linking sub-centers, from which feeder services should be extended. This hierarchy structure of bus services would reduce the traffic congestion in the central areas and improve the operating efficiency of bus transport services. Within the Kabul city, BRT should be introduced on the regional bus network, which should be effectively linked with the feeder bus services. Development plan The BRT should be established linking the existing Kabul city with Dehsabz and Barikab. The BRT network should cover some part of the existing urban area as well. Feeder services from the BRT stations should cover the entire city area effectively. Terminals for inter-city bus services should be located in the suburbs, and linked to the city center by the BRT or feeder services. The city bus services consist of 54 routes based on 10 terminals throughout the city. The total length of the bus services is 473km, making the average route length 8.8km. The density of bus route length is 1.6km/km 2, close to the average density of artery roads in the city. To cover the KMA with the new city, a feeder bus service network should be developed with 735km. Proposed bus route network for the KMA and the Kabul city is illustrated in Figure ) Bus exclusive or priority lanes Justification To establish the BRT and feeder services network, bus exclusive or priority lanes should be provided on the BRT routes. Development plan Bus exclusive or priority lanes should be provided on the main roads as shown in Figure The road improvements necessary for this are summarized in Table ) Bus Fleet for BRT and Feeder Bus Shortages of bus vehicles in future are foreseen as the urban area expands and population increases. Moreover, introduction of large size bus vehicles for the BRT is expected to increase passenger capacity together with feeder bus services. 7-34

35 Inter city bus Barikab BRT routes Dehsabz North Feeder Service Area Paymanor Dehsabz South Paymanor 18 Dehsabz South Figure 7.37 Proposed Future Bus Routes Network Table 7.29 Proposed Projects for Exclusive/Priority Lanes Road Total length (km) Development status Exclusive lane consideration Bagram Road 51.7 Widening West-East Axis 34.4 New Reserve bus lane at construction KCIRR west 8.5 Widening, New Airport Circular 15.6 Existing, New Establish within exiting ROW Dehsabz Tunnel Road 7.1 New Reserve bus lane at construction Total ) Public transport demand for BRT and feeder bus services The demand for inter district public transportation is expected to be met by the BRT system (Figure 7.39). This would cover the traffic between the central part of Kabul city and other districts and the new city. The demand is projected as shown in Table The peak demand between the existing Kabul city and the new city is estimated to be 13,700 trips/hour/2 roads and 6,900 trips/hour/road for each of the two access routes by the Bagram road and the Dehsabz tunnel. The peak demand 7-35

36 between the Kabul city suburbs and the city center is projected to be in the range of 3,500-6,900 trips/hour/road. Assuming the maximum capacity of BRT cars at the peak-hour as 200 passengers, about 200 BRT cars would be required to meet the public transport demand in 2025 as shown in the table, of which 70 cars would be for the operation to serve the new city area and the rest for the existing city area. Table 7.30 Public Transport Demand for BRT Direction District Access road PTD* Required cars (trips/hour/road) (n) New City area 10, 15, Dehsabz and Bagram road 6, Barikab Dehsabz Tunnel Road 6, North-West 11, 17 RH04 (Mazar-e Sharif Road) 3, West 5 and 14 Police Academy Road 4, South-West 6, 7 and 13 RH01 (Kandahar Road) 5, South 8 and 20 NH08 (Logar Road) 4, East 9, 12, 16, 21 and 22 RH05 (Jalalabad Road) 4, Bagrami Road 4, Total , *Public transport demand: Volume toward city center (D1, 2, 3 and 4) Volume from East area includes demand of new city area Source: Summary of traffic demand analysis, JICA study team Existing Bagram Road Section Widening New Existing New Widening Dehsabz Tunnel Section Airport Circular Section New KCIRR West Section Widening New West-East Axis Section Figure 7.38 Road Sections with Exclusive or Priority Bus Lanes 7-36

37 Figure 7.39 Foreign Cases of BRT System The public transportation demand for the entire KMA, to be covered by the feeder bus services, is estimated from the total amount of generation/attraction of each area as follows. The required number of bus vehicles for public feeder bus services by 2025 is estimated to 1,000 vehicles. About 380 additional bus vehicles are needed by 2025 for sustainable bus service operation as shown in Table Table 7.31 Public Transport Demand for Feeder Service Year Public transport demand Share of gov. Trips by mode (n) Required feeder (trips/day) (trips/peak-hr) (trips/peak-h) BRT Feeder buses (n) ,552, ,662 43,120 (40%) - 43, ,930, , ,052 (40%) 40,300 69, Public transport demand was estimated in a previous chapter. Peak hour ratio is 7% based of traffic survey results. Capacity of a feeder bus is 70 passengers. Required number of feeder buses in 2008 is from a report of Ministry of Transport. Share of government bus in the future is assumed to be the same as the present. 6) Transfer bus terminals for suburban areas Justification The starting points of bus routes are mostly in the city center and concentrated in the adjacent areas. The most of the terminals are located on the roadside occupying the areas illegally and obstructing the traffic flows. The city center is the first ranked area concentrated with business and commercial activities, which are expected to be developed under efficient land use. To provide spaces to allow parking of many large size vehicles such as buses in the area is unproductive use of land from economical point of view. From the traffic point of view, it will be better to provide terminals in the suburban areas in the vicinity of radial roads and ring roads. They would function as important points for transportation. Such locations will also ensure smoother services and are easier for expansion. The relocation of terminals from the central areas will induce more productive uses of precious land resources in the city center. Development plan Three types of bus terminals or bus stops should be established: 1) inter-city bus terminals which would serve as the linking nodes between the BRT and feeder services, 2) city bus terminals used mainly by feeder services, and 3) interchange bus stops. At major bus stops for the BRT, inter-change bus stops should be provided to facilitate the transfer between the BRT and feeder services. The inter-city bus terminals should be located along the KCORR, the north-south axis, and the east-west axis for services to the east, west, north and south. The city bus terminals should be located along the KCIRR, inside the city center, and at each of the four sub-centers of the new city for a total of 16 terminals in the KMA. 7-37

38 The existing terminals occupying the road area due to the lack of parking space would be abolished. The five existing terminals, including those at Macrorayon, Khushal Khan Mena and Kowaja Bughara, having some depot functions should be upgraded to function fully as respective bus terminals. All the proposed bus terminals are shown in Figure Integrated bus terminal (4) City bus terminal (8) City bus center Improvement of existing terminal (4) Figure 7.40 Proposed Locations of Bus Terminals 3) Required functions and scale Functions and scale required at each bus terminal are summarized in Table Images of integrated bus terminal in the suburbs and inter-change bus stop for the BRT and feeder services are illustrated in Figures 7.41 and 7.42, respectively. Function Facilities Table 7.32 Required Functions of Bus Terminal Integrated bus terminal City bus terminal Interchange bus stop - Inter city bus station - Station and transfer of BRT, - Transfer between BRT and - Transfer between BRT and and feeder bus feeder bus feeder bus - Parking space for BRT and - Parking space for inter city feeder bus facilities bus, BRT, and feeder bus - Bus stop (departure) - Bus stop (arrival) - Parking (bus) - Parking (passenger cars) - Operation building - Guard room - Passenger terminal - Maintenance depot - Office - Bus stop (departure) - Bus stop (arrival) - Parking (bus) - Operation building - Guard room - Passenger terminal - Office -Bus stop (departure and arrival) -Waiting building Area 10ha/location 3 ha/location

39 Figure 7.41 Image of Integrated Bus Terminals in Suburban Area Figure 7.42 Image of Interchange Bus Stop for BRT and Feeder Bus Services (3) Railways introduction Characteristics of public transportation Characteristics of public transportation are analyzed by the number of passengers and the average transit distance as schematically shown in Figure As seen from the table, railway mass transit such as trains and subways fit to transport of a large number of passengers over long distances, and the LRT such as trams fits to medium transport over medium distance. The BRT proposed above intends to have functions similar to the LRT with exclusive bus lanes for medium transport needs. Considering the relatively long distance between the Kabul city and the new city, particularly Barikab and Dehsabz north, introduction of rail-based transport may become necessary. Demand for public transportation The maximum capacity for the BRT is generally considered to be 7,000trips/hour. Therefore, the introduction of the rail-based transport may become necessary between the new city and the existing Kabul city, and also between the eastern and the western areas of the city to the city center by

40 (Figure 7.44). The proposed exclusive bus lanes may be converted to the tracks of the LRT relatively easily. As the proposed BRT serves mainly peripheries of the existing urbanized areas, however, access to the central area should be strengthened to facilitate the use of the LRT by passengers. Therefore, additional exclusive tracks are proposed. The strengthened access should be combined with the control of private vehicles entering the city center. This would require the provision of parking facilities in the peripheries to encourage the use of the mass transit. Number of Passenger Number of Passenger Railway Walk LRT Bus Railway Bus BRT LRT Bike Passenger Car Taxi Distance Distance Figure 7.43 Service Scope of Various Public Transport Means North West New City 1 6,900 6,900 New City 2 West 4,800 3,500 5,800 10,600 10,400 CBD 11,100 8,200 4,200 4,200 East 1 East 2 South West BRT Route 4,000 South Unit: passengers/peak-h Development plan Figure 7.44 Public Transport Demand into City Center from Outskirt It is planned to convert the BRT to the LRT by section towards 2025 and beyond. The LRT may be introduced first to the BRT sections linking the peripheries to the city center, and the feeder services in these sections would be converted to the LRT. The access between the new city and the existing urbanized areas of the Kabul city would be strengthened by the LRT by Subsequently, the sub-centers in the new city would be linked by the LRT so that the entire Dehsabz area is integrated within itself and with the Kabul city. The LRT may cover 76.3km initially. The peak demand of 11,100 passengers/hour in 2025 may be met by round trip services of two routes, each by a train of four cars, and a total of 60 units or 240 cars may be required. Moreover, a total of 20 units (80 cars) with circular trip services in two directions may be required for the new city circle line. The LRT s proposed routes are shown in Figure

41 Typical cross-sections of the LRT tracks to be installed on major roads are shown in Figure LRT car stations would be provided in the boundary area between the existing and the new city along the LRT road. LRT Until 2025 After 2025 Figure 7.45 Proposed Routes of LRT RIGHT OF WAY = ROADWAY WIDTH = x = x = BUS LANE ME DIAN BUS LANE SHO ULDER 6-LANE ROAD WITH BUS EXCLUSIVE LANE (CLASS-II) RIGHT OF WAY = ROADWAY WIDTH = x = x = LRT ME DIAN LRT INTRODUCTION OF LRT FOR BUS EXCLUSIVE LANE (CLASS-II) Figure 7.46 Typical Cross Section with LRT Lane (BRT to LRT) 7-41

42 (4) Truck terminals Justification Most cargo volumes related to the KMA are transported by land transportation based on trucks at present. This will continue for a foreseeable future as the rail transportation through the Kabul city is still at a preliminary planning stage. Under this cargo transportation system, each owner of goods transports them by truck to destination individually. The total volume of such cargoes would not justify the introduction of rail transport, while it causes heavy traffic burden for road capacity. To improve the transport efficiency of cargo transport by trucks, public truck terminals should be constructed. The purposes of developing truck terminals are to 1) improve the transportation efficiency, 2) control the heavy traffic flow into the Kabul city area, and 3) bring up and support the transportation industry. Overall cargo transportation system Two types of cargo transportation are observed in Afghanistan. One is simple transportation by individual owners by using their own or hired trucks of transportation companies, which is the dominant way at present. The other is mixed transportation style by a group of owners who contract with transportation companies. In case of simple transportation, direct door-to-door services from owners to respective destinations are common style of cargo transportation. In case of mixed transportation, round transportation via several relay points such as loading facilities is undertaken linking owners to destinations (Figure 7.47). Direct Cargo Owner Destination Relay Point Relay Point Figure 7.47 Cargo Transportation Patterns In general, the simple transportation results in low efficiency due to inefficient use of loading spaces, and increase in the number of trucks to be used. This also cause heavier load on road traffic and adverse environmental effects. The mixed transportation for multiple cargoes may realize higher efficiency by the allocation of trucks according to cargo volume and the use of large size trucks on artery transport to reduce the total number of trucks. It is desirable that the conversion from the present dominance of simple transportation to mixed transportation by consigned transport companies should be encouraged. Following the hierarchy of transport system as shown in Figure 7.48, transport companies may be classified into area forwarders servicing local areas and integrated forwarders for artery transport together with area transport. It is proposed that public truck terminals be established in the peripheries of the urbanized area, where loading/unloading, transfer and sorting of cargoes related to the KMA would be undertaken. Roles of public truck terminals and their operation Public truck terminals would control the unnecessary inflow of artery transport cargoes into the Kabul urban area, and allow the transfer of cargoes on small trucks to larger trucks for transport efficiency. The truck terminals may be used by private forwarders for both artery and area transport services, warehouse operators, and other private firms having high demand for cargo transport with other regions. At present, few firms may establish their own terminals, but the use of the terminals by those mega integrated forwarders and other mega firms should be restricted. The public truck terminals should be allocated as much as possible to small and medium size forwarders for integrated and area transport services to support their development. 7-42

43 Trunk transport (large trucks) Truck terminal Truck terminal Area transport (small trucks) Area forwarder Area forwarder Area transport (small trucks) Development plan Integrated forwarder (Integrator) Figure 7.48 Cargo Transport Hierarchy It is desirable that a public truck terminal be located along each radial artery road extending from the Kabul city center to the east, west, south and north. The terminals may be located near the intersections between the KCORR and the radial arteries in consideration of the boundaries of the KMA and accessibility. Along the north-south axis of the Bagram road, the location of the terminal would be justified also in view of the future development of rail transport system and introduction of cargo transport by rail. These locational considerations are common to the establishment of an inter-city bus terminal described earlier, and the public truck terminal may indeed be located near the bus terminal. Facilities to be required at a public truck terminal include truck berths for cargo transfer and sorting, temporary storage facilities, management and disaster prevention center, parking space, container yard, repair workshop, fuel station and others. Initially, logistic functions should be emphasized with cargo handling and temporary storage facilities, but sufficiently large land should be secured from the beginning to accommodate the expansion of logistic functions and the establishment of simple import/export processing functions in the future. According to the traffic survey, the number of trucks coming from the outer areas into the Kabul city was about 3,500 vehicles/day. This is projected to increase by 2.9 times to become 10,150 vehicles/day by Each of the four planned truck terminal would have to accommodate an average of 2,540 vehicles/day at most. Assuming each truck carries 10t on average, the ratio of trucks utilizing any terminal at 50%, and the unit land area required at 15m 2 /t, the total land area required for each terminal is estimated to be 19ha. The proposed cargo transport system with the public truck terminals for the KMA is illustrated in Figure Each terminal s functions and specific facilities are summarized in Table

44 Mazar-e Sharif KMA Trunk transport Area transport North of KMA KMA Jalalabad West of KMA East of KMA Kandahar Logar South of KMA Figure 7.49 Case of Around KMA (Cargo Transport Hierarchy) Table 7.33 Functions and Facilities of Truck Terminal in Suburban Area Functions Loading Warehouse Administrative office Office building for transport companies Parking lot Container spaces Gas station Repair workshop Pathway Green spaces Specific facilities Truck berth with platform for dividing and reloading Temporary storage for cargo Administrative center, disaster control center, restroom Office spaces for forwarders and other private companies For trucks and passenger cars of staff and customers Temporary stock yards for containers Gas and diesel station (CNG in future) Inspection, easy maintenance factory Road for trucks and passenger cars Pocket park, planting, reserve area for future expansion Traffic management system development plan (1) Parking 1) Public off-street parking Justification The facilities in commercial districts rarely have their own parking, except some large facilities like the Kabul Center. To reduce the traffic congestion in these areas due to on-street parking, large public parking facilities should be provided at several locations. To discourage private vehicles entering the city center, it is planned to provide public parking facilities in four locations in the peripheries in accordance with the BRT network. Development plan The public parking is proposed at four locations (Figure 7.50): east of District 16 (Qalai Ahman), east of District 8 (Qala Shar Alam), south of District 11 (Sarayi Shamali), and east of District 5 (Kotai Sangi). At-grade parking would be provided in each location for 200 cars respectively in the area of about 6,000m 2. 2) No parking zones and compulsory parking for buildings Justification Ban on on-street parking should be enforced in selected areas in steps. In such no parking zones, compulsory parking provision should be enforced for new buildings or facilities. 7-44

45 Development plan Figure 7.50 Proposed Sites for Public Off-street Parking in Existing City Area No parking zones may be designated initially in the Kabul center for 500ha, the southwest Kabul for 200ha, and the northwest Kabul for 100ha. Compulsory parking provision for new buildings and developments should apply to various commercial, business and public facilities. The criteria and standards applicable to different facilities are illustrated in Table More specific criteria and standards should be developed by MoUD, which would fit the conditions in Kabul. Table 7.34 Examples of Compulsory Parking Facilities for Buildings Building classification Class Category Example Specific Office Government office, bank Warehouse Logistics center, distribution center Theater Hall Accommodation Hotel Restaurant Café, restaurant Exhibition Museum, zoo, botanical garden Amusement Casino, gamble Gym Sports club, training field Hospital More than 20 beds Non specific University Others Building under restrictions Classification Commercial zone Surrounding area Target area definition Floor area of Specific building Floor area of Specific building Floor area of non specific 0.5 Area (m 2 ) 1,000 2,000 Unit area for parking lot Building Unit area Parking restricted zone Surrounding area Department, office 200m 2 200m 2 Warehouse, factory 250m 2 300m 2 Other specific building 250m 2 250m 2 Non-specific building 550m 2 - Source: Standard for Compulsory Parking Facilities for Buildings, Yokohama, Japan 7-45

46 (2) Intersections The Study for the Development of the Master Plan for the Kabul Metropolitan Area 1) Flyovers/underpasses Justification Intersections become bottlenecks as the traffic increases. In general, signaled intersections can handle larger traffic than roundabouts. If the traffic further increases, level intersections cannot deal with the traffic, and flyovers would become necessary. Improvement of intersections by grade separation would be difficult in the city center due to land constraints. The grade separation is proposed for intersections between the KCIRR and radial roads. Development plan Proposed sites for intersections with grade separation are shown in Figure Selection between flyover and underpass depend on the site characteristics. Typical cross-sections of flyover and underpass are illustrated in Figure Figure 7.51 Proposed Sites for Flyover/Under-path at Intersection x = x = RIGHT OF WAY = x = x =

47 Flyover Under-path Figure 7.52 Typical Cross Section of Fly-over and Under-path Intersections 2) Roundabout improvement and signalization Justification Roundabouts are considered safer as vehicles slow down as they enter the intersections and proceed without the time loss when the traffic is relatively small. The capacity of roundabout to deal with the traffic is smaller than signaled intersections. The maximum traffic that can be handled by a roundabout with four roads of single lane in one direction is limited to 20,000-25,000 vehicles or vehicles per direction. The signaled intersection can handle 900-1,000 vehicles per direction. Roundabouts with increasing traffic should be converted to signaled intersections. Roundabouts may remain at the following intersections: - Within residential areas where safe and quiet living environment is expected - Where the road classification or functions changes such as at the entrance to a residential area to indicate the changes to drivers - In suburbs where traffic is not heavy and control of vehicle speed is desirable The following principles may be applied to roundabouts in different areas. (i) Roundabouts in residential areas of District 11 and surrounding areas should remain as they are. (ii) Smaller roundabouts inside the KCIRR should be converted to signaled intersections. (iii) Roundabouts outside the KCIRR should remain as they are. (iv) Roundabouts connecting the KCIRR with radial roads should be converted to grade separation. (v) Large roundabouts inside the KCIRR should be signalized. The following principles should be applied to other intersections. - Inside the KCIRR, intersections on major artery, artery and secondary roads should adopt signalization as a matter of principle, except those within residential areas. 7-47

48 - Outside the KCIRR and in the new city, intersections on major artery, artery and secondary roads should be installed with signals, except the intersections between secondary roads and those within residential areas. Development plan The proposed improvements of intersections are summarized in Table Schematic drawings of traffic signal installation are given in Figure Table 7.35 Summary of Improvement of Existing Roundabouts and Intersections Intersections (n) Location Note Roundabout (current status) 9 District 11 Outside of KCIRR Not signalized Front of airport Roundabout (with Signals) 13 District 5, CBD Abolition of roundabout (with signals) 16 CBD Abolition of roundabout (flyover or underpass) 5 Proposed KCIRR route Signalization About 40 Existing City Area Signalization About 30 New City Area Total signals About 100 KMA (3) Road safety 1) Medians for wider roads Justification Since many wider roads in the Kabul city do not have medians, vehicles make turns at any point along the roads, causing traffic congestion and threat to pedestrian safety. Provision of medians on wider roads would facilitate pedestrian crossing. Development plan Medians should be provided on existing roads with four or more lanes. The total road length of 33.5km would be covered. Some medians may take a form of separation by simple concrete blocks, but protective structure for pedestrians should be provided as much as possible. 2) Marking and pedestrian overpasses Justification Very limited pedestrian crossings are provided in the Kabul city. Even the marking for pedestrian crossings is limited or fading away. Without signalization, pedestrians have difficulties in crossing roads of heavy traffic. Development plan In the city center, marking of pedestrian crossings should be undertaken together with signalization. At intersections with heavy traffic, pedestrian bridges should be installed. In the suburbs, pedestrian crossings should be provided in areas where the development is taking place either as marking or pedestrian bridges if the traffic is heavy. Needs for pedestrian crossings are summarized in Table (4) Other measures Resolution of road blocking Traffic on some major roads is blocked in some areas of the Kabul city for security reasons such as the areas around the Presidential residence, government offices and diplomatic facilities. The proposed plan for road development is based on the resolution of these blocks. 7-48

49 Figure 7.53 Schematic Drawing of Traffic Signal Table 7.36 Pedestrian Crossing Facilities Facilities Locations (n) Note City center area 10 CBD Pedestrian bridge Surrounding areas 20 Inside KCIRR 50 (signal site) Road marking for NMT Any (arterial in suburbs) One-way traffic control One-way control of traffic is undertaken extensively in the existing urbanized areas in the city. This is considered effective for smooth flow of traffic, given the present road network. More elaborate traffic control would be necessary as the LRT is introduced in the future. In particular, traffic ban on roads in the central commercial areas should be enforced to allow the LRT and public transport to operate effectively. Pedestrian zones should be established around LRT facilities in the central areas including the Old City. 7-49