Warehouse Proposed

The Study for the Development of the Master Plan for the Kabul Metropolitan Area
in the Islamic Republic of Afghanistan

Final Report, Sector Report 8: Transportation
CHAPTER 5 ROAD NETWORK DEVELOPMENT PLAN
5.1 Road Classification

Roads are categorized from the viewpoints of road functions and road design. Functional
classification is divided into five categories from major roads to community roads. Design
classification has five categories including expressways based on Afghan standards.
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 5.1). Moreover, the category names of design classes
such as expressway, major road and minor road are not clearly defined, causing confusion with
functional classification.
Road design classes may be renamed more clearly, and design classes can be defined by factors of
classification and the area of service introduced as the area specification factor. Relationship
between the road classification and the area of service is given in Table 5.2.and modified road design
standards (with renaming) are proposed in Table 5.3.
Table 5.1 Road Design Standard of Afghanistan

ROW ADT Design speed* Lanes
Afghan standard
(m) (PCU/day) (km/h) (n)
Expressway Type 2 100 Over 30,000 120/100/80 More than 4
Expressway Type 1 50 30,000 - 13,000 120/100/80 4
30 (Rural)
Major road 13,000 - 5,000 100/ 80/ 50 2
19 (Urban)
30 (Rural)
Minor road 5,000 - 60/ 50/ 40 2
18 (Urban)
Non-standard - - - -
*Design speed: Flat/Rolling/Mountainous terrain
Source: Interim Road and Highway Standard, 2005, MoPW
Table 5.2 Relationships between Functional Classification and Design Classes

Area specification
Functional classification
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
Table 5.3 Modification of Road Design Standard

Design speed ROW Default
Design class Area
(km/h) (m) (signals/km)
Rural 120-80 100 -
S
Urban 100-75 50-100 -
Rural 90-75 50-100 0.2-0.5
I
Urban 75-65 50-100 0.5-2.0
Rural 65-50 30-50 0.5-2.0
II
Urban 55-40 20-50 2.0-4.0
Rural 55-40 20-30 2.0-4.0
III
Urban 55-40 18-27 4.0-6.0
IV Rural 40-20 6-20 4.0-6.0
5-1
5.2 Design Criteria
(1) 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 5.4. Consideration of right-of-way in Afghanistan is
provided in the road design standards. In the present Study, the right-of-way is defined as shown in
Table 5.4 taking into account the expected number of lanes in relation to road classification.
Provision is made for spaces for utilities, reserve for extra lanes corresponding to future traffic demand
or public transport corridor.
Table 5.4 Road Functional Classification and Right of Way (ROW)

Classification Area specification Lanes (n) ROW (m)
Rural 4 100
Expressway
Urban 4 50-100
Rural 4 30-100
Major Arterial
Urban 4 20-100
Rural 2-4 20-50
Arterial
Urban 2-4 18-27
Rural 2-4 6-30
Secondary
Urban 2-4 7-27
Community Rural 1-2 6-20
(2) Carriageway
The width of road carriageway in each class and road shoulders are determined following the Afghan
standards (Table 5.5). For city roads with four lanes newly specified, the width of inner shoulders is
determined to be 0.5m.
Table 5.5 Width of Median, Lane and Shoulder

Road Median (min) Lane width Shoulder (min)
Area
class (m) (m/lane) (m)
Rural 9.0 3.5 3.0 (outside)/2.0 (inside)
S
Urban 9.0 3.5 3.0 (outside)/2.0 (inside)
I
II
III
IV Rural - 3.0 0.5 - 2.0
(3) Provision for the NMT

Basic conditions for NMT facilities
Since pedestrian and bicycle uses involve very different styles and speeds than automobiles, it is
basically desirable to provide exclusive spaces for the NMT. However, it is not economical to
provide such spaces on all roads. Therefore, it is important to decide on the provision for the NMT
based on traffic volumes, traffic speed differences and roadside conditions, and other factors.
Since it is dangerous for bicycles to run on carriageways, and this also impedes the vehicle traffic, the
minimum requirement is to separate the two. On the other hand, in the case where pedestrians and
bicycles drive in the same space, there is a risk that friction occurring between the two will adversely
affect the safety and comfort of passage for both. Accordingly, in cases where bicycle traffic volume
is extremely large, it is considered necessary to develop the bicycle exclusive lanes.
5-2
The ownership of bicycles Kabul is not so high in the Kabul city. It is, therefore, not economical to
build bicycle exclusive lanes. Accordingly, it is considered appropriate for bicycles to utilize the
same spaces as cars or pedestrians. In the case where the car traffic volume is heavy and it is too
dangerous for bicycles to use carriageways, it is appropriate to adopt bicycle and walkways that can be
shared by bicycles and pedestrians. In case where bicycles and pedestrians use the same spaces, the
volume of bicycle traffic should be small enough. Only when there is some impediment to passage
by pedestrians and bicycles, it may be desirable to adopt exclusive bicycle ways.
NMT width structure
According to the road design standards of Afghanistan, walkways are not defined as part of
classification for expressway, which is applicable to road with more than 13,000 PCU/day traffic
(Table 5.6). However, there are many roads in the city center satisfying this condition, and NMT
facilities in the urban area should be established on all these roads as a matter of principle.
Accordingly, minimum width shall be set upon taking Afghanistan and Japanese standards as shown in
Table 5.7.
Table 5.6 Policy of Walkway Development

Road classification Rural Urban
Expressway None None
Others Maybe (as necessary) Yes (in principle)
Table 5.7 Minimum Width of Walkway (Japanese Standard)

NMT facilities Style
Bicycle/Pedestrian traffic
Bicycle Pedestrian
Little Heavy
Urban roads 2.0m 2.0m 3.0m 4.0m
Rural roads 2.0m 2.0m 3.0m 4.0m
Source: Road Design Standard, Japan Road Association
Strategy for NMT provision
Based on the considerations above, the following strategy is suggested for walkways and bicycle-ways
according to road classification. Community and other roads are generally used only by local
residents and traffic volumes are quite limited. Moreover, since these roads are basically non- paved,
vehicle speeds are constrained. Accordingly, community and other roads should be shared with
pedestrians and, in principle, there should be no provision of walkways. In cases where walkways
and bicycle cum walkways are installed, they should basically be constructed beside roads. The
minimum widths and standards for walkways and bicycle ways are determined by road classification
as shown in Table 5.8.
Table 5.8 Recommended 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 (2.0+2.0) cars and bicycles
pedestrian
Secondary Little Heavy 3.0m Separate pedestrians from
Community Few Heavy Pedestrian 3.0m* cars
Not separate pedestrians
Other Few Little - -
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
5-3
(4) Typical cross sections

A typical cross section of roads in each design class has been prepared based on the design criteria
presented above and shown in Figure 5.1.
5.3 Road Network Development Projects

Proposed road projects constituting the road network for the KMA are shown in Figure 5.2. Each
project is described.
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 5.1 Artery Road Network for the KMA
5-4
Figure 5.2 (1/2) Typical Cross Section of Roads in Each Design Class
5-5
Figure 5.2 (2/2) Typical Cross Sections of Proposed Design Class Roads
5-6
5.3.1 North-south and east-west axes
(1) 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 the Kandahsr road (RH01) to the Jalalabad road (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.
(2) Development plan

These axes are designed as Expressway Type-2 in consideration of the provision of bus exclusive ways
and rail transport in the future (Tables 5.9 and 5.10). 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.
Table 5.9 Outline of North-South Axis

Design speed Length ROW Road width Lanes
Road Design class
(km/h) (km) (m) (m) (n)
Bagram Road Class-I 46.0
90 39.0 100 6 + 2 bus
(upgrading section) (Rural) 83.0*1
90 12.7 100 6 + 2 bus
(extension section)*2 (Rural) 83.0*1
*1 In case of introduction of service road outside through traffic lane
*2 Bagram Road (extension section) corresponds with east section of KCIRR
Table 5.10 Outline of West-East Axis

Road Design class
(km/h) (km) (m) (m) (n)
Class-I 37.0
Qala-i-Jabbar Section 90 8.1 50 (4) + 2 bus
(Rural) (37.0)
Asmay Tunnel Section Class-I 37.0
90 13.3 50 (4) + 2 bus
(KCIRR section) (Rural) (37.0)
Class-I 37.0
Bagrami Road Section 90 13.0 50 (4) + 2 bus
(Rural) (37.0)
( ) in case of opening temporary section without bus exclusive lane
Asmay Tunnel Section correspond with south section of KCIRR
(3) Typical cross-sections

Typical cross-sections of the roads constituting the north-south and the east-west axes are provided in
Figures 5.3 and 5.4 with their stage-wise expansion.
5-7
Figure 5.3 Stage-wise Typical Cross Section of Bagram Road
RIGHT OF WAY = 50000
6500 ROADWAY WIDTH = 37000 6500
3500 2500 3 x 3500 = 7000 500 10000 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY ME DIAN CARRIAGEWAY SHO ULDER SIDEWALK
TEMPORARY 4-LANE ROAD

(CLASS-I)
6500 ROADWAY WIDTH = 37000 6500
3500 2500 3 x 3500 = 7000 500 3500 500 2000 500 3500 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY BUS LANE ME DIAN BUS LANE CARRIAGEWAY SHO ULDER SIDEWALK
SHO ULDER SHO ULDER
WIDENED 6-LANE ROAD

(CLASS=I)
Figure 5.4 Stage-wise Typical Cross Section of West-East Axis
5.3.2 Ring roads and peripheral road
(1) Justification
The function of the ring roads is to divert the traffic connecting destinations outside Kabul instead of
passing through the Kabul city so that the congestion in the urban area can be mitigated. They also
help to disperse the traffic coming into the city center by providing some radial roads from the center
to suburbs.
The Kabul city outer ring road (KCORR) is planned at 15-20km from the city center, and to function
as a main artery of the new city. 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 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 5.5). This artery will prevent the through traffic to use city
5-8
roads of the new city.

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 5.11.

The KCORR is designed as Expressway Type-2 as planned by MoPI. Thus, it is defined here as
Class S road. 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 5.12. Since the east section of KCIRR is widening section passing
through the existing urban area, and it is hard to reserve a wide ROW, they shall be classified as
Class-II (Urban) and adopt 37.0m width considering the introduction of a rail system in the future.
Parwan
Peripheral Road
Dehsabz
Kandahar Kabul Jalalabad
KCORR
Logar
Figure 5.5 Functions of Ring and Peripheral Roads
Table 5.11 Traffic Demand Assessment at Asmay Section

Current (2008) Future (2025)
Road Capacity Capacity Demand Capacity Demand
(PCU/day) (PCU/day) (PCU/day) (PCU/day)
68,800
Kandahar Road (RH01)
(68,800)
18,400
Police Academy Road 87,200 310,800
(61,900) 115,000 271,000
(-27,800) (Enough)
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
Table 5.12 Outline of Ring Roads and Periphery Road

Design Design speed Length ROW Road width Lanes
Road
class (km/h) (km) (m) (m) (n)
KCORR Class-S 33.0
120 81.4 100 6 (4)(2)
(rural area) (Rural) (33.0)(12.0)
KCORR Class-S 90 21.3 100 70.0 6 (4)(2)
5-9
Road
(New City area) (Urban) (70.0)(30.5)
Dehsabz Periphery Class-S 33.0
120 27.9 100 6 (4)(2)
Road (Rural) (33.0)(12.0)
KCIRR Class-I 46.0
90 9.1 100 8
(Bagram section) (Rural) 83.0*
KCIRR Class-I 37.0
90 13.3 50 (4) + 2 bus
(west-east axis) (Rural) (37.0)
KCIRR Class-II 37.0
55 8.2 37 (4) + 2 bus
(east section) (Urban) (37.0)
KCIRR Class-II
55 16.1 30 30.0 4
(north section) (Urban)
( ): in case of opening temporary section
* In case of introduction of service road outside of through traffic lane
Part of KCIRR, the Bagram section and the west-east axis section, overlaps with the extension of the Bagram
road and the west-east axis

Typical cross sections of these roads are shown in Figures 5.6, through 5.9. Although the KCORR
and the peripheral road shall ultimately have six lanes, it is proposed that they are tentatively operated
with four lanes until 2025, considering the development of traffic demand along the new city
development. The KCORR section in the new city is proposed as the typical section with service
road, along which development will take place without disturbing the through traffic. This road is
proposed also as a tentative 4-lane road.
54500 ROADWAY WIDTH = 12000 33500
2000 3500 1000 3500 2000
5001500 CARRIAGEWAY 1500500

SHO ULDER SHO ULDER
TYPICAL CROSS SECTION OF KABUL OUTER RING ROAD (KORR)

(PARTIAL OPE NING 2 LANES)
33500 ROADWAY WIDTH = 33000 33500
3000 2 x 3500 = 7000 2000 9000 2000 2 x 3500 = 7000 3000
500 2500 CARRIAGEWAY 1500500 MEDIAN 5001500 CARRIAGEWAY 2500 500
SHO ULDER SHO ULDER SHO ULDER SHO ULDER

(FUTURE WIDENING 4 LANES)
33500 ROADWAY WIDTH = 33000 33500

3000 3 x 3500 = 10500 2000 2000 2000 3 x 3500 = 10500 3000
500 2500 CARRIAGEWAY MEDIAN CARRIAGEWAY 2500 500
SHO ULDER SHO ULDER SHO ULDER SHO ULDER

(FUTURE WIDENING 6 LANES)
Figure 5.6 Typical Cross Section of KCORR (Rural Area) and Periphery Road
5-10
Figure 5.7 Stage-wise Typical Cross Section of KCORR in New City Area
ROADWAY W IDTH = 37000
3500 2500 3 x 3500 = 7000 500 10000 500 2 x 3500 = 7000 2500 3500
SIDEW ALK SHO ULDER CARRIAGEWAY ME DIAN CARRIAGEW AY SHO ULDER SIDEWALK
OPENING 4-LANE ROAD
3500 2500 3 x 3500 = 7000 500 3500 500 2000 500 3500 500 2 x 3500 = 7000 2500 3500
SIDEW ALK SHO ULDER CARRIAGEWAY BUS LANE ME DIAN BUS LANE CARRIAGEW AY SHO ULDER SIDEWALK
SHO ULDER SHO ULDER
WIDENED 6-LANE ROAD

(WITH BUS EXCLUSIVE LANE)
Figure 5.8 Stage-wise Typical Cross Section of East Section of KCIRR
5-11
ROADWAY WIDTH = 30000
2500 2 x 3500 = 7000 500 3000 500 2 x 3500 = 7000 2500 3500
SHO ULDER CARRIAGEWAY ME DIAN CARRIAGEWAY SHO ULDER SIDEWALK
SHO ULDER SHO ULDER
Figure 5.9 Typical Cross Section of North Section of KCIRR
5.3.3 Access roads to the new city
(1) Justification
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 16 times
to 290,000 PCU/day once the new city is developed with the population of 1.5million by 2025. The
traffic capacity of the two routes i.e. the Mazar-e Sharif road (RH04) and the Bagram road is sufficient
to cover the demand at present but in the future the capacity will be far below the demand. The
capacity of these roads is summarized in Table 5.13 together with the projected demand.

The existing Mazar-e Sharif road (RH04) and Bagram road will be developed with higher standards
than class-I (Rural) in accordance with their functions and traffic volume. The ROW for the Mazar-e
Sharif road (RH04) is divided two sections, inside / outside of the KCORR, should be 37-50m and
100m, respectively. The ROW for the Bagram road should be 100m as standard.
The Dehsabz tunnel needs to be developed as Class-II (Urban) considering its functions. The ROW
should be 37m including a reserve for bus exclusive lanes or railway system in the future. The
specifications of these roads are summarized in Table 5.14.
Table 5.13 Traffic Demand Assessment at Kabul-Dehsabz Section

Current (2008) Future (2025)
Road Capacity Capacity Demand Capacity Demand
(PCU/day) (PCU/day) (PCU/day) (PCU/day)
Mazar-e Sharif Road 41,200
(RH04) (62,000)
Bagram Road 18,400
59,600 334,000
(upgrading section) (86,200) 18,000 290,000
(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
Table 5.14 Outline of Access Roads to New City Area

Road
90 39.0 100 6 + 2 bus
(Upgrading section) (Rural) 83.0*
Class-II
Barikab Road 65 14.4 50 24.0 4
(Rural)
Mazar-e Sharif Road Class-S
120 29.8 100 70.0 4
(Outside of KCORR) (Rural)
Mazar-e Sharif Road Class-I
75 10.6 37-50 37.0 6
(Inside of KCORR) (Urban)
5-12
Class-II 37.0
Dehsabz Tunnel Road 55 7.1 37 (4) + 2 bus
(Urban) (37.0)
( ): 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 of these roads are shown in Figures 5.10 through 5.13. Stage –wise expansion
is indicated for the Mazar-e Sharif road (RH04).
13000 ROADWAY WIDTH = 24000 13000
3000 2 x 3500 = 7000 500 3000 500 2 x 3500 = 7000 3000
SHO ULDER CARRIAGEWAY SHO ULDER ME DIAN SHO ULDER CARRIAGEWAY SHO ULDER
Figure 5.10 Typical Cross Section of Barikab Road

R IGHT OF WAY = 10 0000
15000 70000 15000
R OAD WID T H = 1550 0 3000 R OAD WID T H = 33000 3000 R OAD WID T H = 15500
3500 2500 2 x 3500 = 7000 2500 3000 2 x 3500 = 7000 2000 9000 2000 2 x 3500 = 7000 3000 2500 2 x 3500 = 7000 2500 3500
S IDE WAL K S HOU LD ER CAR R IAGE WAY 2000 500 500 2500 CAR R IAGE WAY 1500500 ME DIA N 5001500 CAR R IAGE WAY 2500 500 500 2000 CAR R IAGE WAY S HOU LD ER S IDE WAL K
A RT ER IA L R OA D S HOULD ER S HOULD ER S HOU LDER S HOU LDER A RT ER IA L R OA D
Figure 5.11 Typical Cross Section of Mazar-e Sharif Road (Outside of KCORR)
RIGHT OF WAY = 370 00 M

( ini mu n)
ROADWAY WIDTH = 37 000
35 00 25 00 3 x 3 50 0 = 10 50 0 50 0 30 00 50 0 2 x 3 50 0 = 10 50 0 25 00 35 00
SIDE WALK SHOUL DER CARRIAGEWAY ME DIAN CARRIAGEWAY SHOUL DER SIDE WALK
SHOUL DER SHOUL DER
Figure 5.12 Typical Cross Section of Mazar-e Sharif Road (Inside of KCORR)
3500 2500 3 x 3500 = 7000 500 10000 500 2 x 3500 = 7000 2500 3500
OPENING 4-LANE ROAD AT-GRADE SECTION
3500 2500 3 x 3500 = 7000 500 3500 500 2000 500 3500 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY BUS LANE ME DIAN BUS LANE CARRIAGEWAY SHO ULDER SIDEWALK
SHO ULDER SHO ULDER
WIDENED 6-LANE ROAD AT-GRADE SECTION

At-grade Section
5-13
14000 14000
750 12250 1000 1000 750
1250 2 x 3500 = 10500 500 500 2 x 3500 = 10500 1250
SHO ULDER CARRIAGEWAY SHO ULDER SHO ULDER CARRIAGEWAY SHO ULDER
12204.9
7100
8810
5500
8810
4500
4500
1710
1710
1000
1000
Tunnel Section
Figure 5.13 Typical Cross Section of Dehsabz Tunnel Road
5.3.4 Radial roads widening
(1) 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 5.15). To cope with the increased traffic, the
existing radial roads should be expanded.
Table 5.15 Growth Rates of Traffic Generation/Attraction

Present (2008) Future (2025) Growing
Classification
1,000Trips 1,000Trips (%)
Inside KCIRR*1 3,550 4,770 1.3
Between KCIRR and KCORR*2 2,440 6,890 3.0
*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

The Jalalabad, Logar and Kandahar roads are major artery roads, which have been expanded to 4-lane
roads near the existing urban areas. It is necessary to widen the remaining sections of the roads up to
the connection with the KCORR similarly as 4-lane roads. Considering the functions of the roads,
the Doghbad road and the Darulaman road should be developed as Class-III (Rural/Urban), while the
others should be developed as Class-II (Rural/Urban). The ROW should be 27-30m for the
Doghabad road and the Darulaman road, and 30-50m for the others. The specifications for these
roads are summarized in Table 5.16.
Table 5.16 Outline of Widening of Radial Artery Roads

Road Design class
(km/h) (km) (m) (m) (n)
Class-II
Jalalabad Road (RH06) 55 6.1 37 37.0 6
(Urban)
Class-II
Jalalabad Road (RH06) 65 12.2 50 24.0 4
(Rural)
Class-II
Paghman Road 55-65 14.5 30-50 24.0-30.0 4
(Rural/Urban)
Class-II
Kandhar Road (RH01) 55-65 8.8 30-50 24.0-30.0 4
(Rural/Urban)
Class-II
Logar Road (RH08) 55-65 15.8 30-50 24.0-30.0 4
(Rural/Urban)
Class-III
Darulaman Road 55 17.3 27-30 21.0-27.0 4
(Rural/Urban)
Class-III
Doghabad Road 55 5.8 27-30 21.0-27.0 4
(Rural)
5-14

Typical cross-sections of these roads are shown in Figures 5.14 through 5.16
13000 ROADWAY WIDTH = 24000 13000
3000 2 x 3500 = 7000 500 3000 500 2 x 3500 = 7000 3000
WIDENED 4-LANE ROAD

(RURAL)
3500 2500 3 x 3500 = 10500 500 3000 500 2 x 3500 = 10500 2500 3500
SHO ULDER SHO ULDER
WIDENED 6-LANE ROAD

(URBAN)
Figure 5.14 Typical Cross Section of Jalalabad Road
13000 ROADWAY WIDTH = 24000 13000
3000 2 x 3500 = 7000 500 3000 500 2 x 3500 = 7000 3000
CLASS II (RURAL, 4 Lane)
3500 2500 2 x 3500 = 7000 500 3000 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY SHO ULDER ME DIAN SHO ULDER CARRIAGEWAY SHO ULDER SIDEWALK
CLASS II (URBAN, 4 Lane)
Figure 5.15 Typical Cross Section of Class-II Roads (Excluding Jalalabad Road)
4500 ROADWAY W IDTH = 21000 4500
3000 2 x 3500 = 6000 500 2000 500 2 x 3500 = 6000 3000
SHO ULDER CARRIAGEWAY SHO ULDER ME DIAN SHO ULDER CARRIAGEW AY SHO ULDER
CLASS III (RURAL 4-Lane)
3500 2500 2 x 3500 = 6000 500 2000 500 2 x 3500 = 6000 2500 3500
SIDEW ALK SHO ULDER CARRIAGEWAY SHO ULDER ME DIAN SHO ULDER CARRIAGEW AY SHO ULDER SIDEW ALK
CLASS III (URBAN 4-Lane)
Figure 5.16 Typical Cross Section of Class-III Roads
5-15
5.3.5 New city roads development
(1) Justification
It will take long time to develop a new city with the accumulation of population, industries, various
urban functions, and other conditions. Roads are fundamental infrastructure for forming the axes of
urban development to support daily life as well as industrial activities. Therefore, it is important to
develop the roads accordingly with plans to lead the urban development effectively. Especially the
development of artery roads, which will not only form the framework of the city but also be utilized as
the space to accommodate urban utilities need to be realized in the earliest stage.

In accordance with the land use plan prepared, the artery roads should be arranged at every 1.0km on
average for the urban area. Therefore, the road density will be approximately 3.0km/km2. The road
density of desirable artery road network in the future for the new urban area is measured as 3.8
km/km2. Therefore, the proposed road network can be regarded as appropriate for development.
The roads considered as artery are classified as arterial roads and secondary roads. Arterial roads
should be developed as Class II and Class III (Urban) with ROW of 27-50m. The number of lanes
should be 4-6 lanes in accordance with the traffic demand of each route. The total length of arterial
roads is 108.8km. The secondary roads will be developed as Class III and Class IV (Urban) with
ROW of 16-27m. The number of lanes will be 2-4 lanes. The total length of secondary roads is
321.0km. The design standards of the roads are summarized in Tables 5.17 and 5.18.
Table 5.17 Density of Arterial Roads in New City Area

Core road
District Urban Area Surface Total Pavement density
(km2) Paved Unpaved (km) (%) (km/km2)
Barikab 45.5 112.5 0.0 112.5 100 2.47
Dehsabz North 42.9 197.5 0.0 197.5 100 4.60
Dehsabz South 41.2 161.9 0.0 161.9 100 3.93
Paymonar 33.9 153.8 0.0 153.8 100 4.54
Total 163.5 625.7 0.0 625.7 100 3.83
Table 5.18 Outline of Core Roads in New City Area

Road classification Design class
(km/h) (km) (m) (m) (n)
Express
Major Arterial* Class-I, II 75-120 81.6 50-100 24.0-83.0 4-8
(Rural/Urban)
Class-II, III
Arterial 55 108.8 27-50 27.0-37.0 4-6
(Urban)
Class-III, IV
Secondary 40-55 321.0 16-27 16.0-27.0 2-4
(Urban)
Total - - 511.4 - - -
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 of these roads are shown in Figures 5.17 and 5.18.
5-16
3500 2500 2 x 3500 = 7000 500 3000 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY SHO ULDER ME DIAN SHO ULDER CARRIAGEWAY SHO ULDER SIDEWALK
CLASS II (Urban 4-Lane)
Figure 5.17 Typical Cross Section of Arterial Road in New City Area
Figure 5.18 Typical Cross Section of Secondary Road in New City Area
5.3.6 Provision for missing links
(1) 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.

The Bibimaru road is planned as Class III (Urban) 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 as Class II (Urban) with the ROW of 37m to allow future introduction of the
LRT. In this connection, the Qara-i-Zaman road is also improved. Approximately 3km long middle
section of connecting Qara-i-Zaman road in the east, which functions as the east-west radial trunk road
will also be developed similarly to the section already developed as four lane road.
The North road of the industrial area starts from the KCIRR and strengthen the access to the newly
developing urban area in the east. It is planned as Class III (Urban). The Macroryan circular road
will be extend inside of airport circular road as well as it. The road design classification is Class-III
with ROW of 27m.
The road for urban renewal is extension section from Dehsabz Tunnel Road and cross to Macrorayon
Circular Road at Chamar Qalaywazir Abad area. This road will be expected to support urban renewal
around area in District 10 as well as Macrorayon circular road together. The New Kabul Bridge road
is the project to substitute the existing bridge crossing the Kabul river in the city center.
The design standards of these roads are summarized in Table 5.19.
5-17
Table 5.19 Outline of Missing Link in Existing Urban Area

Road
Class-III
Bibimaru Road 55 2.5 27 27.0 4
(Urban)
Macrorayon Circular Class-III
55 9.8 27 27.0 4
Road (Urban)
Class-II 37.0
Airport Circular Road 55 9.2 37 (4) +2 bus
(Urban) (37.0)
Extension of Qara-i- Class-II 37.0
55 3.0 37 (4) +2 bus
Zaman Road (Urban) (37.0)
North of Industrial Area Class-III
55 5.8 27 27.0 4
Road (Urban)
Urban Renewal of
Class-III
Chamar Qalaywazir 55 2.6 27 27.0 4
(Urban)
Abad
Class-III
NewKabul River Bridge 55 1.0 20 20.0 2
(Urban)
( ): in case of temporary section without bus exclusive lane
New Kabul River Bridge is an elevated road for vehicles only.

Typical cross-sections of these roads are shown in Figures 5.19 through 5.21.
3500 2500 3 x 3500 = 7000 500 10000 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY MEDIAN CARRIAGEWAY SHO ULDER SIDEWALK
OPENING 4-LANE ROAD AT-GRADE SECTION
3500 2500 3 x 3500 = 7000 500 3500 500 2000 500 3500 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY BUS LANE MEDIAN BUS LANE CARRIAGEWAY SHO ULDER SIDEWALK
SHO ULDER SHO ULDER
WIDENED 6-LANE ROAD AT-GRADE SE CTION

Figure 5.19 Typical Cross Section of Airport Circular and Extension of Qara-i-Zaman Road
(4 lane + Bus exclusive lane)
3500 2500 2 x 3500 = 6000 500 2000 500 2 x 3500 = 6000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY SHO ULDER MEDIAN SHO ULDER CARRIAGEWAY SHO ULDER SIDEWALK
CLASS III (URBAN 4-Lane)
Figure 5.20 Typical Cross Section of Missing Link (Class-III, 4-lane Road)
5-18
20000
500 3000 3000 7000 3000 3000 500
SIDEWALK SHO ULDER CARRIAGEWAY SHO ULDER SIDEWALK
20000
3500 3000 7000 3000 3500

SIDEWALK SHO ULDER CARRIAGEWAY SHO ULDER SIDEWALK
Figure 5.21 Typical Cross Section of New Kabul Bridge Road
5.3.7 Secondary roads development in existing urban areas
(1) Justification
Informal housing areas have been increasing on and around hills in the existing urban area. They are
located in dangerous zones from geographical viewpoint. They suffer from low service levels by the
Kabul municipality. It is necessary to develop the roads indicating boundaries between formal and
informal areas to facilitate the formalization of the latter. Also, boundary roads separating the
urbanized area from green area are also proposed.
There are shortages of secondary roads as trunk roads in small zones in expanding areas in the west
and the east of the existing urban area. Secondary roads should be provided to serve new residential
areas in each district.

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, 12, 13 and 22 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 Class IV
(Urban) road with the ROW of 16m. The design standards of these roads are summarized in Table
5.20
Table 5.20 Outline of Boundary Roads and Secondary Roads in Existing Urban Area
Road classification Design class
(km/h) (km) (m) (m) (n)
Boundary Roads Class-III
55 8.1 18 18.0 2
(Arterial class) (Urban)
Boundary Roads Class-IV
40 55.5 16 16.0 2
(Secondary class) (Urban)
Class-IV
Secondary Roads 40 111.0 16 16.0 2
(Urban)
Source: JICA Study Team
5-19

Typical cross-sections of these roads are shown in Figure 5.22.
3500 13000 3500
SIDEWALK 3000 2 x 3500 = 7000 3000 SIDEWALK
SHO ULDER CARRIAGEWAY SHO ULDER
Boundary Road (Arterial Section)

3500 ROAD WIDTH = 11000 3500
Boundary Road and Secondary Road (Minor Section)

Figure 5.22 Typical Cross Section of Missing Roads
5.3.8 Community roads improvement
(1) Justification
The pavement ratio of all the roads in the Kabul city is 8.7%, ranging from 5 to 30% between districts
(Table 5.21). To reduce traffic concentration on artery roads, the conditions of community roads
need to be improved. The density of artery roads, presently at 1.72km/km2, should be increased to
2.0-4.0km/km2, focusing particularly on the periphery areas in Districts 5, 7, 8, 9, 11, 12, 13, 15 and
17.
5-20
Table 5.21 Service Level for Core Roads in Kabul

Core Road
Urban Area Populaton Surface Total Pavement
District Density
(km)
(km2) Pavede Unpaved (%) (km/km2)
1 3.3 72,100 6.8 69.6 76.4 8.9 2.05
2 5.9 88,400 12.3 72.5 84.8 14.5 2.08
3 8.2 162,000 15.9 101.8 117.7 13.5 1.93
4 11.3 450,000 26.2 177.4 203.6 12.9 2.32
5 15.3 375,000 20.2 328.6 348.8 5.8 1.32
6 16.7 200,000 29.8 372.1 401.9 7.4 1.78
7 21.4 300,000 21.4 371.2 392.6 5.5 1.00
8 18.4 236,676 29.5 460.2 489.7 6.0 1.61
9 18.0 237,774 20.7 218.9 239.6 8.6 1.15
10 10.8 380,288 22.0 199.8 221.8 9.9 2.04
11 12.7 280,000 14.0 284.1 298.1 4.7 1.11
12 22.2 156,000 24.1 321.3 345.4 7.0 1.09
13 27.0 230,000 26.9 500.9 527.8 5.1 1.00
14 9.5 130,000 30.5 294.8 325.3 9.4 3.21
15 20.0 383,826 30.8 218.1 248.9 12.4 1.54
16 9.4 110,000 18.0 237.9 255.9 7.0 1.91
17 15.4 71,400 17.7 258.0 275.7 6.4 1.15
18 5.8 13,500 32.1 92.8 124.9 25.7 5.50
19 15.9 45,000 39.6 256.3 295.9 13.4 2.50
20 13.2 61,867 25.7 230.7 256.4 10.0 1.95
21 2.8 3,300 17.9 39.2 57.1 31.3 6.37
22 12.4 20,000 26.4 242.2 268.6 9.8 2.12
Total 295.61 4,007,131 508.5 5,348.4 5,856.9 8.7 1.72

The total length of unpaved community roads is about 1,065km. Assuming the road density of
3.5km/km2, the length of paved roads will be 1,036km. As presented below, it is planned to pave
795km of major artery and secondary roads by 2025 and additional 240km of community roads should
be paved. This corresponds to about a quarter of the community road length.
- Required length of core roads = Urban area 296 (km2) ×3.5 (km/km2) = 1,036 (km)
- Proposed core road length in the future = 795 (km)
- Another required length of core roads = 240 (km)

No significant upgrading can be undertaken for existing community roads. Given the present
conditions, typical cross-sections of these roads are shown in Figure 5.23.
2500 ROAD WIDTH = 9000 2500
Figure 5.23 Typical Cross Section of Community Roads
5.4 KMA Road Network Development

The road length and density in 2008 and 2025 are compared in Table 5.22 and Figure 5.24. The road
network development in the KMA between 2008 and 2025 is shown in Figure 5.25.
5-21
Table 5.22 Summary of Road Length and Density by Classification

Present (2008) Future (2025)
Road classification Urban area Road length Road density Urban area Road length Road density
(km2) (km) (km/km2) (km2) (km) (km/km2)
Major Arterial 114.2 0.39 334.2 0.73
Arterial 211.0 0.71 364.4 0.79
Secondary 183.3 0.62 623.3 1.36
295.6 459.1
Community (paved) - - (240.0) (0.52)
1,321.9 2.88
Core Road Total 508.5 1.72
(1,561.9) (3.40)
( ): Paved Community Roads included as Core Roads
2008 2025
Figure 5.24 Comparison of Current and Future Road Network
5.5 Road Maintenance

Proper management of roads is essential to ensure the roads, once completed, would perform the
expected functions for years to come. The road maintenance consists of routine maintenance,
periodic maintenance and emergency maintenance. The works to be undertaken for each kind of
maintenance are summarized in Table 5.23.
There are two kinds of implementation methods for road maintenance works: direct works conducted
by road administration and subcontracting. Subcontracting is generally preferred to direct works for
cost effectiveness. This, however, is pre-conditioned that the relevant road administration has skills
and experience to manage the sub-contracted works. Also, the administration should undertake the
minimum repair works as necessary.
Routine and periodic maintenance of road facilities would result in costs lower than the case of
rehabilitation after long neglect. Maintenance works are required once road projects are completed.
It is important that maintenance works for road facilities should start upon project completion to keep
good them in good conditions especially in case of new city development. The maintenance for
existing road facilities should also be carried out as a matter of course, as there exist many poorly
maintained infrastructure. Regular inspection or inventory survey for road facilities and development
of the system for stock database are important to realize well-maintained road infrastructure all the
time. These actions would help to make balance between new road development and maintenance of
5-22
existing facilities, allowing easy specification of road projects.
Table 5.23 Summary of Maintenance Works

Category Contents Interval Initial cost
Patrol and inspection
Surface, ditch cleaning
Pothole repairs
Routine maintenance Daily/1 year Small
Small damage repair of facilities
Water sprinkling for surface and plants
Litter removal, etc.
Repaint, resealing for road Facilities
Asphalt overlaying
Periodic maintenance Rehabilitation activities such as road-base replace 5-10 years Large
Light bulb changes for signals or street lightings
Parts changes for tunnels, etc.
As necessary
Emergency repairs All that is necessary Depends
(disaster)
5-23
Legend
Major arterial road

Arterial road
Secondary road
Other roads
Note: Paved community roads are not displayed because their locations are not identified.
Figure 5.25 Proposed Future Road Network
5-24
CHAPTER 6 PUBLIC TRANSPORT AND LOGISTICS DEVELOPMENT PLAN
6.1 Proposed Bus 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.
6.1.1 Expansion of bus services to newly urbanizing areas including the new city
Bus services should be provided equally to all the areas to satisfy the role as public transport. Thus,
newly urbanizing areas should be equally covered by the bus services, including the new city area.
6.1.2 Improvement of bus services

Provision of better services will attract and increase the passengers and improve the operational
revenue. The key indices of services to be improved include expansion of bus service network,
assuring speed and punctuality, provision of comfortable vehicles and waiting spaces, provision of
dense frequency and suitable operation hours, and adequate fare system. In view of the present
conditions of bus services in Kabul, the expansion of bus network to provide the services equally to all
areas as well as the improvement in speed and punctuality to raise the credibility as public transport
are most important factors. However, improvement exceeding the range of adequate fare system will
obstruct the effective operation. Improvement of operational efficiency is essential.
6.1.3 Improvement of operating efficiency

It is necessary to study how to provide equivalent services to all the areas with least cost without
lowering the overall service quality. The key factor will be to provided measures to assure the
equivalent transportability at least cost, covering the entire service area.
6.1.4 Reduction of adverse impact on road traffic conditions

The major issue is the traffic congestion in the city center of Kabul especially during the morning and
evening peak hours. If the bus operation including traveling, stopping and waiting obstructs the
traffics on the roads, the justification for the improvement of traffic conditions is lost. Measures to
satisfy the spatial requirements for traveling as well as stopping are necessary.
6.2 Public Transport Development Projects
6.2.1 Use of large size vehicles
(1) Justification
As part of efforts to improve efficiency of bus transport operation, larger size buses should be
introduced in areas of large demand. For instance, the fuel cost per passenger by minibus and large
size vehicle will be 30 to 35% and 40 to 44% respectively of the fuel cost by microbus provided that
the buses are operated with full passengers (Table 6.1). The use of large size vehicles would
contribute also to reducing traffic.
The share of buses operated in the Kabul city at present, are 18% for microbus, 6% minibus and 14%
large bus. As shown in Table 6.2, considering the constant number of passengers, the passenger car
equivalent of microbus, minibus and large bus will be 12.5 PCU, 8.0 PCU and 5.0 PCU, respectively,
which indicates that the impact to the traffic will be less when larger buses are introduced.

The upper part of Table 6.3 summarizes the number of trips per day using buses (microbus, minibus
and large bus) at present and the estimated number of buses by type. To reduce the traffic volume of
the same trip characteristics by 20%, it will be necessary to increase the transport by large buses by
6-1
72% from the present fleet.

At present (in 2007), the number of Millie buses in operative conditions is 467 (358+109) as shown in
Table 6.4. The number of buses actually operating is 358, while the requirements are 258 busses.
Out of operating busses, 109 busses are deemed to be operational, implying that it will be necessary to
introduce the balance 150 large buses to improve the current situation of bus services in the existing
city area.
Table 6.1 Fuel Consumption by Truck/Bus Size

Passenger Truck / Bus Passenger Truck / Bus
Velocity
Car (cc/km) Car (cc/km･passenger)
(km/h)
(cc/km) Light Medium Heavy (cc/km･p) Light Medium Heavy
40 62.8 145.0 292.5 614.3 20.9 18.1 11.7 10.2
60 54.1 124.5 254.0 533.4 18.0 15.6 10.2 8.9
80 54.9 126.4 278.5 584.9 18.3 15.8 11.1 9.7
100 63.2 149.9 365.0 766.5 21.1 18.7 14.6 12.8
120 78.4 193.9 517.0 1,085.7 26.1 24.2 20.7 18.1
Notes: # of passengers: 3.0 for passenger car, and 8, 25 and 60 for others;
Vehicle weight: 1.5t for passenger car, 2.2t for light, 3.4t for medium and 6.6t for heavy vehicles;
Unit weight of passengers: 0.065t/person
Source: Unit fuel consumption by vehicle classification, Ministry of land Infrastructure, Japan
Table 6.2 PCU Comparison by Bus Type

Microbus Minibus Large bus
Passenger (n) 100 100 100
Capacity (n/veh.) 8 25 60
Passenger car equivalent 1.0 2.0 3.0
PCU 12.5 8.0 5.0
Note: # of passengers (Passenger) and Capacity are value-assumed.
Table 6.3 Comparison for PCU of each Bus Vehicles

Microbus Minibus Large bus Total
Vehicle capacity 8 25 60 -
PCE 1.0 2.0 3.0 -
Present
Trips 546,853 201,759 441,292 1,189,904
Vehicles 68,357 8,070 7,355 83,782
PCU 68,357 16,141 22,065 106,562
Target
Trips 281,239 151,319 757,346 1,189,904
Vehicles 35,155 6,053 12,622 53,830
PCU 35,155 12,106 37,867 85,128
Change (%) -49 -25 72 -20
Table 6.4 Millie Buses

Number Note
Operating daily 358 Available
Without driver 109 Available
With technical defects 134 Not available
Total 601
Source: Report on financial, technical and exploitation problems of
Millie Bus Enterprise, 2007, Ministry of Transport
6-2
6.2.2 Bus route re-organization with hierarchy
(1) Justification
The bus system in the Kabul city is operated by each bus company and the routes mainly start from the
city center and extend towards suburbs. With such a unified system of bus service routes, the
operation distance of each route will increase to cope with the expanding urban area, and the number
of routes will also increase gradually. This will create complication of bus routes and increase traffic
congestions in the central part. In order to solve this problem, it will be desirable to establish
region-wide trunk routes connecting major points in the region together with feeder bus routes in the
surrounding area of each point on the trunk routes.
Combination of the region-wide trunk routes and feeder routes will enable to transport mass
passengers on the region-wide trunk routes as well as to transport passengers in the surrounding area.
It may be difficult to provide railway mass transit system in the existing Kabul city, and thus it will be
appropriate to strengthen the bus system with exclusive lanes for bus rapid transit (BRT) as the
region-wide trunk services complemented by the feeder bus transport system.

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.
In addition to the city bus network of Kabul, inter city bus connecting Kabul with other cities will be
provided. The starting points of inter city buses will be provided in the suburbs of the Kabul city
connected with the BRT or feeder buses. It should be noted that bus services in the central urban
areas should be carried out by feeder buses only.
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 (Table 6.5 and Figure 6.1)).
The density of bus route length is 1.6km/km2, 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,
to cover the entire KMA including the new city (Table 6.6). The proposed hierarchy of bus routs and
stops are illustrated in Figure 6.2 (Table 6.6). The proposed bus route network for the KMA and the
Kabul city is illustrated in Figure 6.3.
Table 6.5 Present Bus Service in Existing Kabul Area

Routes (n) Total length (km) Ave. trip (km/route) Routes from 1 terminal (n)
54 473 8.8 5.4
Source: Development Plan for Kabul Phase-II Report (2008), ICT
Table 6.6 Proposed Bus Service by Route Hierarchy

Desirable bus-stop
Total length (km) Required routes (n) Note
interval (m)
Feeder bus service 735km 84 300 - 500 8.8km/route
Source: ibid.
6.2.3 Bus exclusive or priority lanes
(1) Justification
To establish the BRT and feeder services network, bus exclusive or priority lanes should be provided
on the BRT routes.
6-3
18
11 19
17 15
14
4 10 9
5 21
2
16 12
3
1
13
22
6
20
Figure 6.1 Present Bus Routes Network and Major Bus Terminals
Depot / Workshop
Without Passenger Without Passenger

Feeder Bus
Transfer
Transfer Transfer Transfer
Bus Stop
BRT
City Bus Center Interchange Bus Stop
Transfer (Major Bus Stop) Transfer
City Bus Terminal Inter City Bus
(Major Terminal)
Integrated Bus Terminal
Terminal Intermediate
Kabul Metropolitan Area
Figure 6.2 Future Proposed Bus Network and Bus Stop hierarchy

The bus exclusive spaces should be planned on the north-south axis covering the new city area as well
as the east-west axis through the existing urban area of Kabul and the city circle on the fringe of urban
area. Excluding the western section of the KCIRR and the airport circular, it is planned to develop
new roads so that ROW should be ensured considering the space for bus exclusive lanes. For the
section of the KCIRR, where widening of the existing road is planned and the airport circular, another
development is required to provide bus exclusive lanes.
The main roads where bus exclusive or priority lanes should be provided are shown in Figure 6.4.
The road improvements necessary for this are summarized in Table 6.7.
6-4
Inter city bus

Barikab
BRT routes
Dehsabz North Feeder Service

Area
Paymanor
Dehsabz South
18
17 19
14 11 15
4 10 9
5 21
3 2 16 12
1
8
13
6 7
22
20
Paymanor
18 Dehsabz South
17 19
11
15
14
4
10 9
5
21
2
16 12
3
1
8
13
6 7
22
20
Figure 6.3 Proposed Future Bus Routes Network
Table 6.7 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 117.3
(3) Typical cross sections

The BRT should be introduced after the completion of respective road development. It is necessary
to introduce the system after the least network is established. That is, the roads shall be developed
first satisfying the spatial requirement for the BRT operation initially, which may be partially initiated
when the least network is formed. Therefore, introduction of the BRT is planned to be in the later
stage (Phase 3).
6-5
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 6.4 Road Sections with Exclusive or Priority Bus Lanes
Bagram road section

This should be implemented as already mentioned in the previous chapter on the north-south axis.
West-east axis section
This should be implemented as already mentioned in the previous chapter on the west-east axis.
KCIRR west section
This should be implemented as already mentioned in the previous chapter on the ring road projects.
Airport circular section
This should be implemented as already mentioned in the previous chapter on missing links.
Dehsabz tunnel section
This should be implemented as already mentioned in the previous chapter on the access roads for the
new city.
6.2.4 Bus fleet for BRT and feeder bus services
(1) Justification
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.
6-6
(2) 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. 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 6.8. The peak demand between the existing Kabul city
and the new city is estimated to be 13,700 trips/hour/2roads and 6,900 trips/hour/road for each of the
two access routes by the Bagram road and the Dehsabz tunnel. The peak demand 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 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 6.8 Public Transport Demand for BRT

PTD* Required cars
Direction District Access road
(trips/hour/road) (n)
10, 15, Dehsabz and Bagram road 6,900 35
New City area
Barikab Dehsabz Tunnel Road 6,900 35
North-West 11, 17 RH04 (Mazar-e Sharif Road) 3,500 18
West 5 and 14 Police Academy Road 4,800 24
South-West 6, 7 and 13 RH01 (Kandahar Road) 5,800 29
South 8 and 20 NH08 (Logar Road) 4,000 20
RH05 (Jalalabad Road) 4,200 21
East 9, 12, 16, 21 and 22
Bagrami Road 4,200 21
Total - - 40,300 200
*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
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 6.9.
Table 6.9 Public Transport Demand for Feeder Service

Public transport demand Share of gov. Trips by mode (n) Required feeder
Year
(trips/day) (trips/peak-hr) (trips/peak-h) BRT Feeder buses (n)
2008 1,552,313 108,662 43,120 (40%) - 43,120 616
2025 3,930,414 275,129 110,052 (40%) 40,300 69,752 996
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.
6.2.5 Transfer bus terminals for suburban areas
(1) 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
6-7
expansion. The relocation of terminals from the central areas will induce more productive uses of
precious land resources in the city center.

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.
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 6.5.
(3) Required functions and scale

Functions and scale required at each bus terminal are summarized in Table 6.10. Images of
integrated bus terminal in the suburbs and inter-change bus stop for the BRT and feeder services are
illustrated in Figures 6.6 and 6.7, respectively.
Table 6.10 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
Function 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 (departure) -Bus stop (departure and arrival)
- Bus stop (arrival) - Bus stop (arrival) -Waiting building
- Parking (bus) - Parking (bus)
- Parking (passenger cars) - Operation building
Facilities - Operation building - Guard room
- Guard room - Passenger terminal
- Passenger terminal - Office
- Maintenance depot
- Office
Area 10ha/location 3 ha/location -
6.2.6 Railways Introduction
(1) 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 6.8. Different modes of public transport are
compared in Table 6.11. 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, 30-50km, between the Kabul city and the new city, particularly Barikab and Dehsabz north,
introduction of rail-based transport may become necessary.
6-8
Integrated Bus Terminal (4)
City Bus Terminal (8)

City Bus Center – Improvement of
Existing Bus Terminal (4)
Figure 6.5 Proposed Locations of Bus Terminals
PARKING ARE A
(104 LOTS)
BUSSTOP BAYS
(20 STOPS)
78500
BUS PARKING
(40 LOTS)
TAXIS TAXIS
SATND POOL
ADMINISTRATION
SHOPS BUILDING SHOPS
207500
BUS TERMINAL
Figure 6.6 Image of Integrated Bus Terminals in Suburban Area
6-9
Figure 6.7 Image of Interchange Bus Stop for BRT and Feeder Bus Services
Number of Passengers Number of Passengers
Railway
LRT
LRT Railway
BRT
Walk
Bus Bus
Bike
Passenger Car Taxi
Distance Distance
Figure 6.8 Service Scope of Various Public Transport Means
Table 6.11 Comparison of Public Transport Modes

Railway
System LRT BRT Bus
(underground)
Ground speed (km/h) 20 - 50 km/h 30 km/h 15 - 30 km/h 5 - 15 km/h
Ave. station interval (m) 700 - 2,000 m 400 - 1,000 m 800 - 1,000 m 300 - 500 m
Max capa. (persons/hour) 10,000 - 80,000 6,000 - 20,000 3,000 - 7,000 2,000
Max slope (‰) 35 80 60 90
Ave. cost (US$106/km) $250 - 350 $15 - 25 $3 - 5 Only vehicle
6-10
The maximum capacity for the BRT is generally considered to be 7,000 trips/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 2025
(Figure 6.9). The proposed exclusive bus lanes may be converted to the tracks of the LRT relatively
easily. However, public transport demand from the ring route of BRT to the city center along radial
road will exceed the capacity of BRT by 2025.
As the proposed BRT serves mainly peripheries of the existing urbanized areas, however, the 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.
New City 1 New City 2

North
West 6,900 6,900
3,500
10,400
4,200 East 1
11,100
4,800
West CBD
4,200
10,600
8,200
East 2
5,800
South
BRT Route 4,000
West
Unit: passengers/peak-h
South
Figure 6.9 Public Transport Demand into City Center from Outskirts

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 2025. 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 (Table 6.12). 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. Proposed routes of the LRT are shown
in Figure 6.10. Typical cross-sections of the LRT tracks installed on major roads are shown in Figure
6.11. LRT car stations would be provided in the boundary area between the existing and the new city
along the LRT road.
6-11
Table 6.12 Outline for Introduction of LRT

Peak demand in 2025
Length (km) Routes (n) Car formation Required cars (n)
(passengers/hour)
80 (320 cars)
11,100 (from new city 3  round trip
76.3 1 unit = 4 cars -60 (existing area)
and east area) (as shown below)
-20 (new city area)
LRT
Until 2025
After 2025
Figure 6.10 Proposed Routes of LRT
6-12
3500 2500 3 x 3500 = 7000 500 3500 500 2000 500 3500 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY BUS LANE MEDIAN BUS LANE CARRIAGEWAY SHO ULDER SIDEWALK
SHO ULDER SHO ULDER
6-LANE ROAD WITH BUS EXCLUSIVE LANE

(CLASS-II)
3500 2500 3 x 3500 = 7000 500 3500 3000 3500 500 2 x 3500 = 7000 2500 3500
SIDEWALK SHO ULDER CARRIAGEWAY LRT MEDIAN LRT CARRIAGEWAY SHO ULDER SIDEWALK
INTRODUCTION OF LRT FOR BUS EXC LUSIVE LANE

(CLASS-II)
Figure 6.11 Typical Cross Section with LRT lane in City Center (Major Road Section)
6.2.7 Truck terminals
(1) 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 is 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 as follows:
- To improve the transportation efficiency
- To control the heavy traffic flow into the Kabul city area
- To bring up and support the transportation industry
(2) Overall cargo transportation system

Two types of cargo transportation are observed in Afghanistan. One is simple transportation by
individual owners by 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 6.12).
6-13
Direct
Cargo
Owner Destination
Relay Relay
Point Point
Figure 6.12 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 6.13, 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.
(3) 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.
Trunk transport
(large trucks)
Truck terminal Truck terminal
Area transport Area transport

(small trucks) (small trucks)
Area forwarder Area forwarder

Integrated forwarder (Integrator)
Figure 6.13 Cargo Transport Hierarchy
6-14

It is desirable that a public truck terminal be located along each of radial artery roads extending from
the Kabul city center to the east, west, south and north. They may be located near the intersection
between the Kabul city outer ring road 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 an terminal
would be justified in view also 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 3,500vehicles/day. This is projected to increase by 2.9 times to become
10,150vehicles/day by 2025. Each of the four planned truck terminal would have to accommodate an
average of 2,540vehicles/day at most. Assuming each truck carries 10tons on average, the ratio of
trucks utilizing any terminal at 50%, and unit land area required at 15m2/ton, 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 6.14. Functions and specific facilities at each terminal are summarized in Table 6.13. A
typical public truck terminal in the suburbs is shown in Figure 6.15.
Mazar-e Sharif
KMA
Trunk transport Area transport North of KMA
KMA
West of KMA
Jalalabad East of KMA
Kandahar
Logar South of KMA
Figure 6.14 Case of Around KMA (Cargo Transport Hierarchy)
6-15
Table 6.13 Required Functions and Scale for Truck Terminal in Suburban Area
Functions Specific facilities
Loading Facilities Truck berth with platform for dividing and reloading
Warehouse Temporary storage for cargo
Administrative office Administrative center, disaster control center, restroom
Office building for private Office spaces for forwarder and other private company
Parking lot For truck and passenger car of staffs and customer
Container spaces Temporary stock yards for container
Gas station Gas and diesel station (CNG in future)
Repair workshop Inspection, easy maintenance factory
Pathway Road for truck and passenger car
Green spaces Pocket park, planting, reserve area for future expansion
6.3 Operation System
6.3.1 Public transport facilities for passengers
(1) Overview of operation

Considering the current economic conditions of Afghanistan, the management of transport services
involving large investments for their facilities would have to be initiated by the public sector.
Consequently, the development of private transportation firms tends to be suppressed by such a public
entity having large investment capacity, organizational strength and support by the Government. At
the same time, any public organization with monopolizing power would be involved in political issues
and tend to expand its organization and operating costs by incorporating inefficient activities. This
would force the public organization to fall into unhealthy management relying on government
subsidies to compensate for insufficient revenues from the inefficient activities. To avoid such
situations to occur, the activities of such public organizations should be kept at the minimum necessary
to guide the development of the industry, and its operation should be transferred in steps to private
firms, which can become self reliant.
The utilization of private sector capacity is vitally important for urban development, which cannot be
undertaken by the public sector alone. In particular for the new city development, application of
private sector development schemes that can utilize the development revenues for the public transport
services is highly relevant.
(2) Feeder bus services

Private bus transport services tend to concentrate on those routes that would ensure high profits.
Under competitive market conditions, high levels of services would be ensured as many private firms
enter the market. In view of the current economic conditions in Kabul, the provision of inexpensive
bus services throughout the city area is the responsibility of the public sector as part of the civil
minimum needs. Therefore, the public sector should cover such services areas that may neo be
naturally covered by private companies, while public and private entities co-exist to provide
comprehensive services. Also, the public organization should establish tariff structure affordable by
the city residents and undertake good maintenance of bus fleets that would provide models for the
private companies.
(3) BRT services

The BRT services will be provided on main routes of the KMA as artery transport services, and thus
high demand is expected. Therefore, the private sector is expected to enter the market in a
substantive way together with the public organization. A permit system should be introduced for the
artery transport by the BRT, and only such private firms that are capable of providing services of
sufficient quality should be allowed to join the market.
The management of bus exclusive lanes should better be done by the same entity responsible for road
6-16
management. Also, the use of such lanes by feeder service providers should de allowed by permit,
which should be controlled by the public sector (Figure 6.16). The use of bus exclusive lanes by the
private firms should be permitted only to such firms that can satisfy certain conditions for bus fleet
and service levels. Specifically, only large size bus vehicles should be permitted to encourage the
private firms to convert from smaller to larger bus vehicles for efficiency of the operation and
minimization of adverse environmental effects. At the same time, low interest loans may be
introduced to support the small firms to make investments in improving their bus fleet, and the
dominance by the public organization should be prevented.
(4) Bus terminals or centers operation

The bus terminals or centers would be used by a large number of public and private entities. For
their operation, a separate entity may be established by the contribution of public fund by the bus
services provider and local governments and the participation of private bus companies for the
management. This third sector entity should be transformed in steps to private firms in the future.
Bus terminals constitute part of facilities essential for providing bus services, and thus their operation
should in principle be based on the revenues from bus fares. They will become public spaces that
can be used by many citizens, and additional revenues from renting for shops within the terminal
buildings can be expected in the future.
Bus Exclusive Lanes Capacity
Demand BRT BRT

Control Service License
Demand Feeder Lane Feeder

Control Service License Service
Public Private
Figure 6.16 Outline of Shared Use of Bus Exclusive Lanes
(5) LRT
The BRT route with high demand would be converted to the LRT routes in the future. In this case, it
may be natural that the operation entities for the BRT would also undertake the LRT operation. It is
recommendable that private companies take responsibility for the LRT operation, supported by
contributions from bus operators and developers as well as some public fund.
6.3.2 Truck terminals

The public truck terminals should be established by local governments in respective urban areas in
cooperation with the relevant ministry of the Government. It is desirable that their operation should
be entrusted to the corresponding local governments or a separate authority to be established by the
Government. It is highly desirable that the authority be managed as an autonomous entity. The
establishment of such an authority should be subject to the establishment of relevant enabling law.
The structure of management and operation of freight services with truck terminals is illustrated in
Figure 6.17.
6-17
Owner/Administration
Municipality Ministry
Operation
Tax Terminal Authority License issues
Rent Rental fees
Users
Integrator
Non-forwarder
companies Area forwarder
Figure 6.17 Cargo Transport Hierarchy around KMA
The legislations necessary for the establishment of public truck terminals include: law on transport
business in general, law on the establishment of truck terminals and related regulations for their
operation and use, and regulations to restrict large size vehicles entering the Kabul urban area by
utilizing the public truck terminals as control points to enforce the regulations (Table 6.14).
Table 6.14 Required Institution related to Public Truck Terminal

Category Institution Contents
Transport Forwarder law - License of forwarder
- Definition of forwarder
Terminal operation Law for terminal operation - Agreement of facilities users
- Operation body and structure
- Criteria for terminal rent
Traffic control Regulations for road - Traffic flow control for large
transport in KMA vehicles into city center
6-18

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The Study for the Development of the Master Plan for the Kabul Metropolitan Area

in the Islamic Republic of Afghanistan

CHAPTER 5 ROAD NETWORK DEVELOPMENT PLAN

5.1 Road Classification

Table 5.1 Road Design Standard of Afghanistan

Table 5.2 Relationships between Functional Classification and Design Classes

Table 5.3 Modification of Road Design Standard

5.2 Design Criteria

Table 5.4 Road Functional Classification and Right of Way (ROW)

Table 5.5 Width of Median, Lane and Shoulder

(3) Provision for the NMT

Table 5.6 Policy of Walkway Development

Table 5.7 Minimum Width of Walkway (Japanese Standard)

Table 5.8 Recommended Standards of Walkway Development

(4) Typical cross sections

5.3 Road Network Development Projects

Ring Road/Peripheral Road

New City Access Road

Widening Radial Arterial Roads

Arterial Roads in New City

Missing Roads in Existing Area

Figure 5.1 Artery Road Network for the KMA

5.3.1 North-south and east-west axes

(2) Development plan

Table 5.9 Outline of North-South Axis

Table 5.10 Outline of West-East Axis

(3) Typical cross-sections

Figure 5.3 Stage-wise Typical Cross Section of Bagram Road

RIGHT OF WAY = 50000

6500 ROADWAY WIDTH = 37000 6500

SIDEWALK SHO ULDER CARRIAGEWAY ME DIAN CARRIAGEWAY SHO ULDER SIDEWALK

TEMPORARY 4-LANE ROAD

RIGHT OF WAY = 50000

6500 ROADWAY WIDTH = 37000 6500

SHO ULDER SHO ULDER

WIDENED 6-LANE ROAD

Figure 5.4 Stage-wise Typical Cross Section of West-East Axis

5.3.2 Ring roads and peripheral road

roads of the new city.

(2) Development plan

Kandahar Kabul Jalalabad

Figure 5.5 Functions of Ring and Peripheral Roads

Table 5.11 Traffic Demand Assessment at Asmay Section

Table 5.12 Outline of Ring Roads and Periphery Road

(3) Typical cross-sections

54500 ROADWAY WIDTH = 12000 33500

2000 3500 1000 3500 2000

5001500 CARRIAGEWAY 1500500

TYPICAL CROSS SECTION OF KABUL OUTER RING ROAD (KORR)

RIGHT OF WAY = 100000

33500 ROADWAY WIDTH = 33000 33500

3000 2 x 3500 = 7000 2000 9000 2000 2 x 3500 = 7000 3000

500 2500 CARRIAGEWAY 1500500 MEDIAN 5001500 CARRIAGEWAY 2500 500

SHO ULDER SHO ULDER SHO ULDER SHO ULDER

TYPICAL CROSS SECTION OF KABUL OUTER RING ROAD (KORR)

RIGHT OF WAY = 100000

33500 ROADWAY WIDTH = 33000 33500

500 2500 CARRIAGEWAY MEDIAN CARRIAGEWAY 2500 500

SHO ULDER SHO ULDER SHO ULDER SHO ULDER

TYPICAL CROSS SECTION OF KABUL OUTER RING ROAD (KORR)

RIGHT OF WAY = 37000

ROADWAY W IDTH = 37000

OPENING 4-LANE ROAD