Afgan Transport

INFRASTRUCTURE DEVELOPMENT INSTITUTE, JAPAN KIYOSHI DACHIKU, AZEEM TAHIR 4rth Research Department

AFGHANISTAN PRESENT STATE OF TRANSPORT INFRASTRUCTURE

August 2002

REPORT OBJECTIVE & BACKGROUND

Japan continues to play an active and leading contribution to the efforts of the international community toward the reconstruction of Afghanistan and as affirmed in the Tokyo Conference that, Japan will provide up to 500 million dollars of assistance over a period of two and a half years. This amount of assistance is commensurate with the role of Japan in the international community. One of the key concerns of the present Afghan Interim Administration and the International community is the reconstruction of Afghanistan. The poor Infrastructure situation has multiple links to Afghanistan poverty. Improved Infrastructure in Afghanistan can help to create jobs, raise worker productivity and in general will help to improve health, education and the quality of life. In order to prepare Japanese Government for planning its assistance in rebuilding transport infrastructure in Afghanistan, most up-to-date information is required. Infrastructure Development Institute of Japan (IDI) takes initiative to produce such materials.

TABLE OF CONTENTS

1.

AFGHANISTAN AN INTRODUCTION

2.

TOPOGRAPHY & ENVIRONMENT

3.

ECONOMY OVERVIEW

4.

TRANSPORTATION DEMAND

5.

ROADS

6.

AVIATION

7.

FERRY TRANSPORT

8.

RAILWAY

ATTACHMENTS

Note * :

ANNEXURE A

LIST OF REFERENCES

ANNEXURE B

HIGHWAY NETWORK ANALYSIS (AT INDIVIDUAL SECTION LEVEL AND NETWORK LEVEL)*

ANNEXURE

USEFUL MAPS

C

A detailed Highway Network Analysis Program, linking the highway data with analysis

is also available and is not included as a part of this report.

1.

AFGHANISTAN AN INTRODUCTION Afghanistan, (which literally means Land of the Afghan) is a mountainous and land locked

country located in Southern Asia. It has a history and culture that goes back over 5000 years. Throughout its history, this area of the world has been known by various names. In ancient times, its inhabitants called the land Aryana. In the medieval era, it was called Khorasan, and in modern times, its people have decided to call it Afghanistan. The exact population of Afghanistan is unknown, however, it is estimated to be somewhere around 21-26 million. Afghanistan is a heterogeneous nation, in which there are four major ethnic groups: Pashtoons, Tajiks, Hazaras, and Uzbeks. Numerous other minor ethnic groups (Nuristanis, Baluchis, Turkmens, etc.) also call Afghanistan their home. While the majority of Afghans (99%) belong to the Islamic faith, there are also small pockets of Sikhs, Hindus and even some Jews. The official languages of the country are Pashto and Dari (Afghan Persian). The capital of Afghanistan is Kabul, which throughout history, was admired by many great figures, such as the great Central Asian conqueror, Zahirudeen Bab ar. Unfortunately, due to many years of war, this great city has been shattered and nearly destroyed. Today, Afghanistan is on a road to recovery, however, after decades of war, the economy is still in ruins, its environment is in a state of crises. The country is riddled with landmines left from the war, which are still injuring and killing people on daily basis. Afghanistan is being run by an interim administration headed by Hamid Karzai. The administration took powe r in December 22, 2001 after various delegates in Bonn, Germany signed an accord. The administration is to rule for 6 months, after which an emergency Loya Jirga (Traditional Grand Assembly) will be convened to decide on a transitional authority. This will include a broad -based transitional administration, to lead Afghanistan until the people can elect a permanent government. The permanent and elected government is supposed to be in place no more than 2 years after the emergency Loya Jirga is convened. Some of the useful information about the country is as follows: •

Capital

:

Kabul

•

Other Cities

:

Kandahar, Heart, Mazar-i-Sharif, Jalalabad, Konduz.

•

Location

:

Southern Asia

•

Area

:

647,500 sq km

Border Countries

:

Pakistan

2,430

km

Iran

936

km

Turkmenistan

744

km

Uzbekistan

137

km

Tajikistan

1,206

km

China

76

km

•

2.

•

Climate

:

Arid to Semi Arid

•

Terrain

:

Mostly rugged mountains; plains in north and southwest

•

Population :

:

26,813,057 (July 2001 est)

•

Ethnic groups

:

Pashtun 38%, Tajik 25%, Hazara 19%, Uzbek 6%, Others 12%

•

Religions

:

Muslim

•

Languages

:

Pashtu 35%, Afghan Persian 50%, Turkic 11%, other 4%.

•

Administrative

:

32 provinces

•

Independence

:

19 August 1919 (from UK control over Afghan foreign affairs)

99 %

,

Others 1%

TOPOGRAPHY & ENVIRONMENT High mountains cover much of Afghanistan, with about one -half of the land over 2,000 m in

elevation. Small glaciers and year-round snowfields are common. The highest peak, Nowshak (Noshaq), rises 7,485 m on the northeast border and is a lower spur of the Tirich Mir peak in Pakistan. The Hindu Kush range extends across the country in a southwest direction from the Vakhan Corridor almost to the Iranian border. From the Hindu Kush, other lower ranges radiate in all directions. Some of the major mountain systems include the Pamirs in the upper northeast of the Vakhan Corridor, the Badakhshan Ranges in the northeast, the Paropamisus Range in the north, and the Safed Koh range, which forms part of the frontier between Afghanistan and Pakis tan. Lowland areas are concentrated in the south and west and include the Turkistan Plains, the Herat-Farah Lowlands of the extreme northwest, the Sistan Basin and Helmand River valley of the southwest, and the Rigestan Desert of the south. Except for the river valleys and a few places in the lowlands where underground fresh water makes irrigation possible, agriculture is difficult. Only 12 percent of the land is cultivated. Moreover, a war with the Union of Soviet Socialist Republics (USSR) in the 1980s and the subsequent civil war in the 1990s left some of that land unusable because of neglect, the planting of explosive mines, and other problems. In general, sheep and goat grazing make up the main agricultural land use. In eastern and southeastern Afghanistan, forest lands amounted to 1.4 million hectares (3.3 million acres), or 2 percent of the country's land area in 2000. The ravages of war, the scarcity of fuel, and the need for firewood for cooking and heating have caused rapid deforestation. Afghanis tan has many high mountains and the passes through them have been of profound importance in both the history of invasion of the country and in commerce. In the 320s BC Alexander the Great invaded the country through the Kushan Pass (about 4,370 m) in the west and left it to the east through the low Khyber Pass (1,072 m) to invade India. These same passes were used by the Mughal emperor Babur to conquer both Afghanistan and India in the 1500s. The famous Salang Pass (3,880 m) and its Soviet-built tunnel in the central Hindu Kush was one of the main routes the Soviets used to invade Afghanistan in 1979.

However, the legacy of land mines in Afghanistan is the worst environmental nightmare that has been created as a result of constant war. The presence of more than ten million land mines in the country, makes it the world's most deadly mine field. The daily death toll due to these devices is about 20 to 30 people, mostly children and civilians. Even though Afghanistan itself doesn't have any industry to create air pollutants, smog is a common phenomenon in most of the urban areas. Trans -boundary air pollution is another concern. Due to this, Afghanistan receive enormous amounts of pollutants originating from the Aral sedimentary basin, Iran, Turkmenistan, and Uzbekistan's industrial parks.

3.

ECONOMY OVERVIEW Afghanistan is an extremely poor country, highly dependent on farming and livestock raising

(sheep and goats). Economic considerations have played second fiddle to political and military upheavals during two decades of war, including the nearly 10-year Soviet military occupation (which ended 15 February 1989). During that conflict one-third of the population fled the country, with Pakistan and Iran sheltering a combined peak of more than 6 million refugees. In early 2000, 2 million Afghan refugees remained in Pakistan and about 1.4 million in Iran. Gross domestic product has fallen substantially over the past 20 years because of the loss of labor and capital and the disruption of trade and transport; severe drought added to the nation's difficulties in 1998-2000. The majority of the population continues to suffer from insufficient food, clothing, housing, and medical care. Inflation remains a serious problem throughout the country. International aid can deal with only a fraction of the humanitarian problem, let alone promote economic development. In 1999-2000, internal civil strife continued, hampering both domestic economic policies and international aid efforts. Numerical data are likely to be either unavailable or unreliable. Afghanistan was by far the largest producer of opium poppies in 2000, and narcotics trafficking is a major source of revenue. During the 1960s and 1970s the patterns of employment changed noticeably with the economy's initial ind ustrialization. The share of agriculture in total employment dropped from 70 percent in 1966 to 55 percent in 1982. Agriculture dwarfed industry in terms of employment, but the industrial labor force grew quickly. The number of people engaged in industry, including handicrafts, approximately doubled between 1966 and 1982, and this sector's share of total employment rose from about 0.5 percent in 1966 to 10 percent in 1982. Still, agricultural workers outnumbered their industrial counterparts six to one. In a paradoxical situation common to developing countries, Afghanistan had a large pool of unemployed and underdeveloped manpower at the same time the economy suffered from a continuing

and acute shortage of administrators, technicians, and skilled manpower. Afghanistan had traditionally relied on foreign experts to direct the country's economic development, and Americans and Soviets had been heavily involved since the end of World War II, and Germans before them. Afghan civil servants frequently lacked adequate training. The war further exacerbated the shortage of skilled labor.

4.

TRANSPORTATION DEMAND Afghanistan is a landlocked country and has an estimated population of 26 million people, of which

about 3 million are living as refugees in neighboring Pakistan and Iran. It has a rugged mountainous terrain with plains in the south and west and arid extreme weather conditions. Afghanistan is rich in untapped natural resources (gas, petroleum, coal, copper, chromite, talc, barites, sulfur, lead, zinc, iron ore, salt, precious and semiprecious stones). Less than one third of its arable land (12 percent of the country) is irrigated. In fact large portions of the irrigation system are in disuse due to drought and ravages of war. Afghanistan economy, rely on agriculture, horticulture, sheep and cattle herds and minerals. Its small manufacturing base has been decimated by war and strife. The country is divided into 32 provinces administratively. The major trading centers are at Herat, Kandahar, Jalalabad, Mazar-i-Sharif and Kabul, the capital. Manufacturing industry was largely undeveloped, with only a few plants established (in textiles, medicines, cement, etc.) Afghanistan's networks of transport and power-generating facilities were built mostly after World War II. Before the major development projects under Daoud, an observer wrote that "the economic organization of Afghanistan resembles a wide sea dotted with islands of economic activity, each one more or less limited to its own local market, primarily because of inadequate transportation." The first motorable road over the Hindu Kush was finished only in 1933. The first two development plans of 1956-66 prepared the basic grid of paved, all weather roads that integrated the nation's economy to a limited extent. The dispersion of the Afghan population required mainly low-cost, low-volume roads. The physical features of Afghanistan made this difficult because the rocky, mountainous terrain and the harsh climate raised road construction and maintenance costs. As a result of foreign aids in 1960s and 1970s, the country developed major road network, as well as some other infrastructure including major irrigation and hydroelectric facilities. This major highway system joins together the country's major commercial centers and also linked the country to the outside world; however, it did not extend beyond the main arteries and urban centers. Social and other services (such as education and health) were largely limited to the relatively small urban sector.

5.

ROADS Most road building occurred in the 1960s, funded by the U.S. and the Soviet Union. The two

superpowers built roads to tie Afghanistan into their own respective commercial and economic spheres.

Soviet assistance completed a road linking Jabalossara with Dusti on the Soviet border in 1964. Along this road was located the 1.7km Salang Tunnel at an altitude of over 3,300 meters above sea level. The tunnel eliminated about 200 kilometers from the previous roundabout route between the Soviet border and Kabul. In 1965 the Soviets finished the road between Jabalossara and Kabul and completed the highway joining the Soviet border town of Kushka with Kandahar. By 1971 the Soviets had also built a road extending from Polkhumri through Mazar-i-Sharif to Sibirgan. While the Soviets were linking Afghanistan with their border towns, the Americans put in roads to join Afghanistan to Pakistan and Iran. Two roads were completed in 1964 and 1965 extending from Pakistan up to Kandahar and Kabul. In 1965 the Americans also finished surfacing the road between Qandahar and Kabul. In 1967 they completed the road between Herat and Islam Qala on the Iranian border. By 1975, when all the major road projects were completed, Afghanistan had 23,500 kilometers of roads, of which there are about 2,500 kilometers of paved highways. Some of the traditional road network indicators such as percentage of paved network (of total), density and road length per 1000 people, for Afghanistan, are summarized here:

Road Density (km/sq km)

:

0.03

Area served by each km of Paved Road

:

2,350 sq km

Road length per 1000 people

:

0.88 km

Good 14%

The PRIMARY HIGHWAY NETWORK is 4499 km long out of which about half is in a very

Very Poor 47%

Fair 24%

poor condition. The Overall road condition of this Primary Network is : Poor 15%

National Highway Road Condition

Road Condition

:

Good : 14%,

Fair : 24%,

Poor 15%,

Rehabilitation COST Required in million US $ = 1,677.22

Very Poor 47%,

LOCATION PRIMARY HIGHWAY NETWORK Hairatan

Shirkhan

Tourghondi

Islam Qala KABUL Tourkham

Herat

Zaranj Speenboldak

:

The Primary Highway Network comprise of

a. Ring Road

(Length : 2358 km) This road complete a ring between the principal cities centers, in the east (Kabul), the south (Kandahar) and the West (Heart), and the north (Mazar-i-Sharifh Road Condition

:

Good : 24%,

Fair : 33%,

Poor 14%,

Very Poor 29%,

Rehabilitation COST Required in million US $ = 719.51

b. International Road Links

(Length : 1335 km)

These seven roads provide important connections between Ring Road and international

borders

with

neighboring

countries,

Pakistan(02),

Iran(02),

Turkmenistan(01), Uzbekistan(01), and Tajikistan(01). Road Condition

:

Good : 4%,

Fair : 23%,

Poor 28%,

Very Poor 47%,

Rehabilitation COST Required in million US $ = 554.71

c. Herat – Kabul Road

(Length : 806 km) This gravel road makes a West - East connection of the country from Herat to

Kabul via Cagcaran. Road Condition

:

Good : 0%,

Fair : 0%,

Poor 0%,

Rehabilitation COST Required in million US $ = 403.00

Very Poor 100%,

Since 1978 most of the road network was deteriorated significantly as a result of war and lack of maintenance. The highway system requires almost total reconstruction, and the regional roads are in a state of disrepair. Significant numbers of bridges and other road structures were damaged causing a serious bottleneck in the flow of traffic. The extent to which roads are seeded with land mines is also unclear. The immediate priorities are proposed to be on the main Highway network as defined( Ring Road and International Border Links). The strategy is first of all to implement fast track projects all over Afg hanistan aiming at removing all bottlenecks (collapsed bridges, disintegrated pavements, damaged tunnels). The road works would generate employment through extensive subcontracting and inclusion of extensive drainage; erosion protection and routine maintenance works in the contracts to increase input of manual labor. This will restore normal traffic operations on the main road network and help to facilitate the transport movements on the key import/export links and main corridors while preparing for a broader program. As a long Term priority the whole of the National Highways need to be rehabilitated and upgraded starting the international links as the first priority. A detailed analysis of each section and the overall network of National Highways is attached in Annexure A.

6.

AVIATION The transport network is supported by 2 international (at Kabul and Kandahar) and over 40

domestic airports or airfields. Most of them were established with substantial Soviet and American aid. The largest and most important airport was Kabul International Airport, where traffic doubled to over 100,000 passengers annually between 1969 and 1976. Topographical conditions limited the airport's capacity to handle wide bodied jets, and

Kunduz Mazar-i- Sharif

the government had long wanted an alternative

Bagram

site for a large airport. The Soviets undertook several expansion projects at the Kabul airport and also built jet airstrips at Mazar-i-Sharif,

Jalalabad

KABUL Herat

Shindand

Bagram, and Jalalabad. In 1985 the government was engaged in a program to upgrade Kabul

Kandahar

airport facilities. The runway was to be lengthened

INTERNATIONAL AIRPORTS

for use by larger aircraft, and a new terminal and

OTHER AIRPORTS

hangars were to be built. Passenger movement rose to 127,000 in 1982, up from 106,000 in 1976. The United States had helped build Afghanistan's other international airport, at Kandahar, beginning in 1956. It was initially conceived as a refueling stop for piston engine aircraft on the long flights across South Asia and the Middle East. The introduction of jet aircraft, however, quickly turned the project into a white elephant, and Karachi became the preferred stopover site. The $15 million, 3,030 meter airstrip and its airport facilities were little used after their completion in 1963. Only 6,000 passengers went through the airport in 1976. The Kandahar airport was operated mainly as an alternative to the Kabul airport when Kabul was fog or snow bound. During the mid 1960s the United States also completed smaller regional airports in Herat, Mazar-i-Sharif, Konduz, and Jalalabad. By 1978 several smaller towns located far off the main highway belt, reach as Maymana and Faizabad, also had airports. In an effort to preclude Soviet influence, the United States also provided technical assistance when Afghanistan established Ariana Afghan Airlines in 1955. In 1957 the Afghan government took a 51 percent share of the company, while Pan American World Airways held 49 percent. The United States Export Import Bank later helped Ariana buy two Boeing 727s for its flights to Western Europe. After the Soviet invasion, however, Ariana landing rights in Western Europe were revoked. It then flew to Moscow, Prague, Dubai, and New Delhi, but by late 1985 it either had gone out of business or was about to do so. In 1985 only two foreign carriers served Kabul International Airport Aeroflot and Indian Airlines. Also serving as an internal carrier within Afghanistan was the state owned Bakhtar Airlines. It had a fleet of two Antonov 24s, three Canadia Twin Otters, and two Yak 40s. During the last 20 years the Civil aviation facilities had been badly dam aged. The air traffic services at many places are virtually non-operating. On many airports the basic civil works (runway, taxiway, terminal/operational buildings) are damaged. The rescue fire service and runway lights at many airports are non-existent. Manpower to operate and maintain civil aviation facilities is also in deplorable state. Afghanistan state -owned ARIANA AIRLINES maintained a sporadic domestic and International flight but was also badly hit in the last decade . PRIORITY : The fist priority si the rehabilitation of the Major airports to permit develop international and domestic links. The second priority should be given to the rehabilitation and improvement of regional and small airports to expedite connections with

center and regions.

COST ESTIMATES : The ADB, UNDP and the World Bank, preliminary Needs assessment indicated a figure of 70 million US $ needed to rehabilitate 8 major, 6 regional and 14 smaller airports. (8 major airports & 6 regional airports =50 m US $, 14 smaller airports =10 m US$, Civil aviation and training center = 10 mUS $)

7.

Ferry Transport Afghanistan's major rivers are fed by mountain streams. The Amu Darya on the northern

frontier receives water from two main tributaries, the Panj and the Vakhsh, which rise in the Pamirs. The Aral Sea. The Harirud River rises in central

ye –P

an

j

Ammu Darya (Oxus) eventually empties into the ry

ry

Afghanistan and flows to the west and northwest

Da

m uu Da

a–

A A

aa R R

iv

er

D

a ary

–y e

a –P

mi

r

to form part of the border with Iran. The long K

on

ar

Helmand River rises in the central Hindu Kush, D

ar

ya

–y

e

crosses the southwest of the country, and ends in

Kaa K

ver

d

r

r

er

R

Ri R

iv

H

ar

ya

–y

Ar A

us s

R R

Da

salts, which has decreased its usefulness. Most of

D D

e

du

sh

ud

ry

ha

l

abb

In

experienced a progressive build up of mineral

K

b b uu

d

a– ye

agriculture, although in recent years its water has

Ru

an

ah Far

m

Harirud H arirud

al

Iran. It is used extensively for irrigation and

dda

ann

a gh

the rivers end in inland seas, swamps, or salt flats; the Kabul River is an exception. It flows east into Pakistan to join the Indus River, which empties into the Arabian Sea. The Amu Darya is the only navigable river in Afghanistan, though ferry boats can cross the deeper areas of other rivers. Practically all along the course of the Amu Darya up to Kunduz the extremely precipitous and rocky Russian bank lies higher than the Afghan bank. Since 1955, the Russians have helped the Afghans develop river ports. River traffic along the Amu Darya increased rapidly as trade expanded between the Soviet Union and Afghanistan. River ports unloaded 215 tons of cargo in 1975; by 1981 the government gave a figure of over

Tajikistan

China

Uzbekistan

400,000 tons. Hairatan was the principal river Turkmenistan

port, handling 86 percent of the cargo, with

KELEFT

HAIRATAN SHIRKHAN

Shirkhan Bandar (formerly called Qizil Qala and Imam Sahib) and Keleft the other major river Iran

ports.

Pakistan

Hairatan Located across the river from Termiz, Uzbekistan, this port can handle up to 500-ton capacity barges and includes some 550 meters of quay frontage and 500 meters of improved riverbank for vessel berthing. The port receives bulk, containerized, and POL cargo. Maximum cargo transferred through the port is estimated at 2,800 mt/ day, although the port typically handles only 500-600

mt/day. Shir Khan Located about 60 kms north of Konduz, opposite Tajikistan, the port, handles commercial goods and fuel shipments. Facilities include a 180 meter quay for vessel berthing at about 200 meters of riverbank. Maximum cargo transferable through the port is estimated at 1,000 mt/day. Keleft

(presently closed)

The smallest of the three port facilities, Keleft is located some100 kms west of Hairatan, opposite Turkmenistan. The port has a total of only some 175 meters of riverbank being space, and maximum cargo transferable through the port is estimated at only 320 mt/day. PRIORITY & COST ESTIMATE: All three of these rivers ports (Hairatan, Shirkhan

and Kelefti) need to be enlarged

to handle increased traffic. However a systematic review of water transport system need to be undertaken.

8.

RAILROADS Afghanistan's difficult terrain made the construction and operation of a railroad extremely

expensive. The decision to build a railroad was further impeded by the problem of choosing a track gauge. The Soviet Union, Iran, and Pakistan each operated railroads with different gauges. Despite these obstacles the Afghan government had long wanted to build a railroad because of the boost it would provide for the establishment of heavy ind ustry, especially in the minerals sector. The seven-year plan of 1976-83 had envisioned building a railroad linking Kabul with both Iran and Pakistan. The railroad was to have followed the main highway's circular path with an extension to Islam Qala on the Iranian border. The Soviets , after their intervention in Afghanistan, began a new railroad capable of both military and merchandise movements across the river Amu Darya. In 1982 they completed the first road and rail bridge over the river at Hairatan on Uzbek-Afghan border. Presently the total length of Railway Line Network (1.524 m broad gauge) is only 24.6 km, out of which 9.6 km is located from Gushgy (Turkmenistan) to Towraghondi, and 15 km is located from Termiz (Uzbekistan) to Kheyrabad at the transshipment point on south bank of Amu Darya. PRIORITY & COST ESTIMATE

:

The seven-year plan of 1976-83 need to be evaluated and revised.

ANNEXURE A

LIST OF REFERENCES

LIST OF REFERENCES 1.

Afghanistan Preliminary Needs Assessment for Recovery and Reconstruction. ADB, UNDP, WB, January 2002.

2.

Afghanistan National Development Framework, Kabul, April 2002.

3.

Afghanistan Transitional Support Strategy, The World Bank, March 2002

4.

Geology and Mineral Resources of Afghanistan, United Nations, 1995.

5.

Afghanistan Rehabilitation Strategy, Action Plan for Immediate Rehabilitation, Volume V-Infrastructure, October 1993.

6.

Afghanistan International Trade Relations with Neighboring Countries, UNDP-World Bank, June 2001.

7.

Socio-Economic Impact of Mine Action in Afghanistan, UNDP-World Bank, June 2001.

8.

Brief Overview of Afghanistan's Economy, The World Bank, October 2001.

9.

Reassessment Study of To urkham-Jalalabad-Kabul Road, National Highway Authority, Pakistan. April 1999.

10. Preliminary Study of Roads in Afghanistan, National Highway Authority, Pakistan. December 1993. 11. Immediate and Transitional Assistance Programme for the Afghan People, UN, January 2002. 12. JICA Report on Afghanistan Infrastructure, 2002. 13. Development of Road Network in Pakistan and Afghanistan, National Highway Authority, Pakistan. February 2000. 14. The Ministry of Foreign Affairs of Japan - The Tokyo International Conference on Reconstruction Assistance to Afghanistan, January 2002. 15. Brief on Afghanistan Ring Road, National Highway Authority, Pakistan. June 1999. 16. Conference Preparing for Afghanistan's Reconstruction, UNDP, World Bank and ADB,

November 2001. 17.

Different Web Sites Information: UNJLC, CNN, CIA, Ariyana Airlines, ADB, UNDP, WB, U of Illinois, Development Gateway, AIMS, HICPK etc.

18. Afghanistan Statistical Year Book 1978-1979. Ministry of planning Afghanistan. 19. Aide Memoire, ADB Transport Sector, March 2002. 20. Preliminary Need Assessment, The World Bank Islamabad, January 2002.

ANNEXURE B

HIGHWAY NETWORK ANALYSIS (AT INDIVIDUAL SECTION LEVEL AND NETWORK LEVEL)

Hairatan

Shirkhan

Mazar-iSharif Polkhumri

Maymana Tourghondi

Jabalossara Islam Qala

KABUL

Herat

Tourkham

Nahri Sarraj

Zarang

Kandahar Speenboldak

RING ROAD INTERNATIONAL LINKS WEST EAST LINK

ANNEXURE

C

USEFUL MAPS

1. Afghanistan Location Map 2. Highway Network 3. Highway Network Map 2 (ADB) 4. CIA Afghanistan Map 5. UNDP Highway Network Prioritization 6. Ethno linguistic Groups in Afghanistan http://www.lib.utexas.edu/maps/middle_east_and_asia/afghanistan_ethnoling_97.jpg

7. Afghanistan Geography 8. Land Use and Economic Activity http://www.lib.utexas.edu/maps/middle_east_and_asia/afghanistan_econo72.jpg

9. Population Estimates by districts 10. Airports location Map 11. Geology of Afghanistan 12. Afghanistan Inaccessible areas during winter season http://www.reliefweb.int/w/map.nsf/wByCLatest/1C0405F1BDE88F2285256AEE00689762?Opendocument

13. Road Codes and distances http://www.aims.org.pk/country_profile/maps/routh_maps/road_network/Road_Code_Distances_MAP.pdf

14. Administrative divisions http://www.aims.org.pk/country_profile/maps/political_divisions/political_divisions_32.pdf

15. Afghanistan Route Map http://www.aims.org.pk/country_profile/maps/routh_maps/road_network/road_network.pdf

16. UNJLC Road Survey/Capacity and Truck Transit Times : SECTOR SOUTH http://www.unjlc.org/Maps/Trunk-Roads-South-020307.PDF

17. UNJLC Road Survey/Capacity and Truck Transit Times : SECTOR WEST http://www.unjlc.org/maps/Trunk-Roads-West -020307.PDF

18. UNJLC Road Survey/Capacity and Truck Transit Times : SECTOR NORTH http://www.unjlc.org/Maps/Trunk-Roads-Northern-Region-020429.PDF

19. UNJLC Road Survey/Capacity and Truck Transit Times : SECTOR NORTH and NORTHEAST http://www.unjlc.org/Maps/Trunk-Roads-North-Northeast -020307.PDF

20. UNJLC Road Survey/Capacity and Truck Transit Times : SECTOR EAST, EAST CENTRAL and CENTRAL http://www.unjlc.org/maps/Trunk-Roads-East -EastCentral-and-Central-020307.PDF

21. UNJLC TURKMENABAD-TERMEZ Road Conditions http://www.unjlc.org/maps/Road-Conditions-Turkmenabad-Termez-020201.PDF

22. UNJLC-All Mountain Passes and Major Bridges http://www.unjlc.org/maps/Mountain-Pass-Bridges-020307.PDF

GEOGRAPHIC LOCATION

ADB Country Strategy Report- May 2002

AFGHANISTAN- Highway Network Prioritization UN-Report 1993

6 7

１

8 3 5

2

4