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

ANNEXURE A LIST OF REFERENCES

ANNEXURE B HIGHWAY NETWORK ANALYSIS (AT

INDIVIDUAL SECTION LEVEL AND NETWORK
LEVEL)*

ANNEXURE C USEFUL MAPS

Note * : 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
 • 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 99 % , Others 1%
• Languages : Pashtu 35%, Afghan Persian 50%, Turkic 11%, other 4%.
• Administrative : 32 provinces
• Independence : 19 August 1919 (from UK control over Afghan foreign affairs)

2. 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%, Very Poor 47%,
Rehabilitation COST Required in million US $ = 1,677.22
 LOCATION PRIMARY HIGHWAY NETWORK
Hairatan
Shirkhan

Tourghondi

Islam Qala
KABUL
Herat Tourkham

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%, Very Poor 100%,
Rehabilitation COST Required in million US $ = 403.00
 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 Jalalabad

KABUL

several expansion projects at the Kabul airport Herat

and also built jet airstrips at Mazar-i-Sharif, 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

OTHER AIRPORTS
for use by larger aircraft, and a new terminal and
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
Ammu Darya (Oxus) eventually empties into the

j
an
Aral Sea. The Harirud River rises in central

–P
A
A

ye
m
uu -

a–
Da r

ry
ry mi
Afghanistan and flows to the west and northwest
a

Da
aa –P
R
R
iv a –y e
er D ary

to form part of the border with Iran. The long

Helmand River rises in the central Hindu Kush,

ar
on
K
crosses the southwest of the country, and ends in

e
–y
ya
ar
D
Iran. It is used extensively for irrigation and
Kaa
K
b uu
b
Harirud
H arirud l
Ri
R
d ver
Ru r
ah
Far

agriculture, although in recent years its water has

d
an
ud

m
R

al

r
sh

er
H
ha

iv
experienced a progressive build up of mineral

ye

R
R
K

a–

s
us
e

ry

du
–y

Da
ya abb

In
ar dda

salts, which has decreased its usefulness. Most of

D
D a ann
gh
Ar
A

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 KELEFT
HAIRATAN SHIRKHAN
port, handling 86 percent of the cargo, with
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-i-
Sharif

Polkhumri
Maymana

Tourghondi
Jabalossara
Islam Qala

KABUL
Herat
Tourkham

Nahri Sarraj

Kandahar
Zarang

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