OUTLINE DESIGN REPORT ON THE PROJECT FOR … · THE PROJECT FOR IMPROVEMENT OF KABUL-CHARIKAR ROAD IN THE ISLAMIC REPUBLIC OF AFGHANISTAN FEBRUARY 2013 JAPAN INTERNATIONAL COOPERATION

THE ISLAMIC REPUBLIC OF AFGHANISTAN

MINISTRY OF PUBLIC WORKS

OUTLINE DESIGN REPORT ON

THE PROJECT FOR IMPROVEMENT OF KABUL-CHARIKAR ROAD

IN THE ISLAMIC REPUBLIC OF AFGHANISTAN

FEBRUARY 2013

JAPAN INTERNATIONAL COOPERATION AGENCY （JICA）

YACHIYO ENGINEERING CO., LTD. CTI ENGINEERING INTERNATIONAL CO., LTD. EI

JR

12-042

PREFACE

Japan International Cooperation Agency (JICA) decided to conduct the outline

design and entrust it to the team consist of Yachiyo Engineering Co., Ltd. and CTI

Engineering International Co., Ltd., as a part of the Project on Promotion of Kabul

Metropolitan Area Development.

The survey team held a series of discussions with the officials concerned of the

Government of Afghanistan, and conducted field investigations. As a result of further studies

in Japan, the present report was finalized.

I hope that this report will contribute to the promotion of the project and to the

enhancement of friendly relations between our two countries.

Finally, I wish to express my sincere appreciation to the officials concerned of the

Government of Afghanistan for their close cooperation extended to the survey team.

February, 2013

Kazunori Miura

Director General

Economic Infrastructure Department

Japan International Cooperation Agency

- i -

Summary

1. Outline of the Country The social and economic infrastructure of Afghanistan suffered massive damage as a

result of the civil war that raged for more than 20 years, however, following collapse of the Taliban government, the country has been rebuilding with the support of the international community. So far the national governance mechanism building process has been finished, refugees have been repatriated (5 million people) and improvements have been witnessed in education (increase in school children from less than 1 million in 2001 to 7 million by 2009) and other sectors. At the same time, Afghanistan remains one of the poorest countries in the world, and is placed 181 out of 182 countries according to the UNDP human development index of 2009.

The GDP stands at US$14.48 billion (2009) and in terms of industry-separate breakdown, primary industry accounts for 31 percent, secondary industry for 26 percent and tertiary industry for 43 percent (2010). The economic growth rate is 22.5 percent (2010) and the main industries are agriculture (wheat, barley, potatoes, rice, almonds and sugarcane, etc.) and, in Kabul and other major urban centers, construction and service industries stimulated by the reconstruction demand.

In order to ensure further reconstruction and development, many areas of social infrastructure remain missing and there is an urgent need to expand assistance to only the metropolitan region but also the provinces.

2. Background, History and Outline of the Project Since the population of Kabul, the capital of Afghanistan, which was approximately 2 million in 1999, has already exceeded 4 million and continues to increase at a rapid rate, it is forecast it will reach 6.5 million by 2025. Associated with this rapid population growth are an escalating number of urban problems, making it important to improve infrastructure such as roads and water supply. In order to address the said urban problems of Kabul, the Government of Japan implemented the Kabul Metropolitan Area Development Study from 2008 and then formulated the Kabul Metropolitan Area Development Master Plan (M/P). Within this M/P, Charikar Road, which connects Kabul with the northern neighboring town of Charikar, where future development is expected, is regarded as a key trunk road (regional highway) forming the eastern part of the national ring road and connecting Kabul to the northern and central parts of the country. Moreover, as this route acts as Route 7 of the Asian Highway, it functions as an important highway in both domestic and international terms. Based on the understanding that economic development of the Kabul Metropolitan Area based around Kabul is essential for the balanced development and ongoing peace building of Afghanistan, it was decided to implement the study on the project for widening to 4 lanes in order to handle increased traffic volume.

- ii -

3. Outline of the Study Findings and Contents of the Project JICA dispatched the preparatory survey team several times from December 2010 to January 2012 in order to conduct fieldwork on the basic design study for the target road, namely Charikar Road (approximately 26.5 kilometers), and the team held discussions with officials of the Government of Afghanistan and implemented survey in the target area. On returning to Japan, based on the results of the field surveys, the team conducted basic design on the optimum project contents and compiled the findings into the basic design report.

Table 1 Outline of the Project

Section Construction

Contents Construction Items

Charikar Road Approximately 26.5km

Road widening

Widening of the existing 2 lanes to 4 lanes Installation of a central median between the existing road Overlay of the existing road, replacement starting with sub base course on sections in particularly poor condition

Drainage facilities

Installation of side ditches on sidewalk installed sections

Structures 1 bridge, 1 pedestrian overpass, 52 culverts Sidewalk Construction of sidewalks in built-up sections Safety facilities

Installation of road signs, and provision of streetlights and curb stones on sidewalk sections

The typical cross sections of the target road are as follows.

Typical Cross Section (Charikar Road: suburban area)

Typical Cross Section (Charikar Road: built-up area)

- iii -

4. Project Implementation Schedule and Rough Project Cost In the case where the Project is implemented under the Government of Japan’s grant aid scheme, it is scheduled to take 4.5 months for the tender work and 24.5 months for construction work. The rough Project costs are as follows.

Table 2 Rough Project Cost Section Project Cost Remarks

Charikar Road

5. Project Evaluation

The following effects can be anticipated from Project implementation.

(1) Quantitative effects

- Travel time (26.5 km) at peak times will be shortened from 40 minutes to 30 minutes.

(2) Qualitative effects - Through carrying out road widening, the traffic volume will increase, congestion will be mitigated and travel times will be reduced. - Constructing a central median will prevent major accidents involving frontal collisions, etc., while installing sidewalks and lights, etc. in built-up areas will improve the safety of pedestrians. - Through carrying out the repair and overlay of the existing road in tandem with the widening, future maintenance costs and upgrading costs will be reduced. - Improvement of a trunk road will lead to promotion of industry and expansion of transportation capacity, and this will contribute to economic development.

Contents Preface Summary Contents Location Map List of Figures & Tables Abbreviations

Chapter 1 Background of the Project ............................................................................................. 1-1

1.1 Background of the Project .................................................................................................... 1-1

1.2 Natural Conditions .................................................................................................................. 1-2

1.3 Environmental and Social Consideration ............................................................................. 1-2

1.3.1 Assistance in Preparation of EIA Report ................................................................... 1-3

1.3.1.1 EIA Study ............................................................................................................ 1-3

1.3.1.2 Recommendations for the Project Plan from the Aspects of Social and Environmental Considerations ........................................................................... 1-23

1.3.1.3 Certificate of Compliance ................................................................................... 1-23

1.3.2 Assistance in Preparation of Resettlement Action Plan ............................................. 1-25

1.3.2.1 Resettlement Action Plan .................................................................................... 1-25

1.3.2.2 Contents of Resettlement Action Plan ................................................................ 1-25

Chapter 2 Contents of the Project ................................................................................................... 2-1

2.1 Basic Concept of the Project ................................................................................................ 2-1

2.2 Outline Design of the Japanese Assistance .......................................................................... 2-2

2.2.1 Design policy ............................................................................................................. 2-2

2.2.1.1 Determination of the Target Section and Discontinuance .................................. 2-2

2.2.1.2 Basic Policy of Road Widening .......................................................................... 2-3

2.2.1.3 Design policy of Structures ................................................................................. 2-5

2.2.1.4 Consideration on Social Environment ................................................................ 2-11

2.2.2 Outline Design ........................................................................................................... 2-11

2.2.2.1 Road Outline Design ........................................................................................... 2-11

2.2.2.2 Pavement Design ................................................................................................. 2-12

2.2.2.3 Design review of Drainage.................................................................................. 2-14

2.2.2.4 Design review of road lighting ............................................................................ 2-16

2.2.2.5 Outline design of the structure ............................................................................ 2-19

2.2.3 Outline design drawing .............................................................................................. 2-34

2.2.4 Construction Plan / Procurement Plan ....................................................................... 2-39

2.2.4.1 Construction Policy / Procurement Policy .......................................................... 2-39

2.2.4.2 Important Points to Consider in Construction and Procurement ......................... 2-40

2.2.4.3 Scope of Works ................................................................................................... 2-41

2.2.4.4 Consultant Supervision ....................................................................................... 2-42

2.2.4.5 Quality Control Plan ........................................................................................... 2-43

2.2.4.6 Procurement Plan ................................................................................................ 2-44

2.2.4.7 Initial Operation Guidance Plan .......................................................................... 2-44

2.2.4.8 Soft Component (Technical Assistance) Plan ..................................................... 2-44

2.2.4.9 Implementation Schedule .................................................................................... 2-45

2.3 Obligations of Recipient country ......................................................................................... 2-47

2.4 Project Operation and Maintenance Plan ............................................................................. 2-48

2.4.1 Organization Chart of Afghanistan side ..................................................................... 2-48

2.4.2 Road Maintenance ...................................................................................................... 2-48

2.5 Project Cost Estimation ........................................................................................................ 2-49

2.5.1 Initial Cost Estimation ............................................................................................... 2-49

2.5.2 Operation and Maintenance Cost ............................................................................... 2-49

2.6 Other Relevant Issues ........................................................................................................... 2-50

2.6.1 Construction Stage ..................................................................................................... 2-50

2.6.2 In-service Stage .......................................................................................................... 2-50 Chapter 3 Project Evaluation ......................................................................................................... 3-1

3.1 Project Preconditions ............................................................................................................ 3-1

3.1.1 Preconditions for Project Implementation ....................................................................... 3-1

3.1.2 External Conditions for Achieving the Overall Project Plan .............................................. 3-1

3.2 Project Evaluation ................................................................................................................ 3-1

3.2.1 Relevance .................................................................................................................... 3-1

3.2.2 Effectiveness ................................................................................................................ 3-1

Appendices Contents ............................................................................................................................................ 1 Appendix A. Member List and Assignment Period .......................................................................... 2 Appendix B. List of Parties Concerned in the Recipient Country .................................................... 4 Appendix C. Minutes of Discussions ................................................................................................ 6 Appendix D. Request Letter from MPW for Charikar Road ............................................................ 46 Appendix E. Pavement Design Calculation for Charikar Road ........................................................ 49 Appendix F. Output of EIA for Charikar Road ............................................................................... 56 Appendix F-1-1 Final EIA Dari ..................................................................................................... 56 Appendix F-1-2 Final EIA Eng ...................................................................................................... 279 Appendix F-2 Charikar RAP （All in One） ........................................................................... 506 Appendix F-3-1 EIA Guidelines Dari ............................................................................................ 649 Appendix F-3-2 EIA Guidelines Eng ............................................................................................. 687 Appendix F-4-1 RAP Guidelines Dari ........................................................................................... 730 Appendix F-4-2 RAP Guidelines Eng ............................................................................................ 783

Separate Volume

Outline Design Drawing

Location Map

Aid recipient general view

Islamic Republic of Afghanistan

Project Area

Kabul

Afghanistan

Kabul

Project Area

Project Area Map

Charikar

Kabul City

Dehsabz

Urban City Road

Barikab

List of Figures & Tables

Chapter 1 （Page）

Table 1- 1 Requested Sections ··········································································································· 1-1 Figure 1-1 Organizational Chart of PMU ················································································ 1-3 Table 1- 2 EIA Survey Item and Methods ··························································································· 1-4 Table 1- 3 Expected impacts ·············································································································· 1-5 Table 1- 4 Comparison and Evaluation of Alternatives ··································································· 1-11 Table 1- 5 Monitoring Plan ·············································································································· 1-12 Table 1- 6 Environmental Check List ································································································ 1-13 Table 1- 7 Stakeholder Meetings ······································································································· 1-19 Table 1- 8 Stakeholder Concerns ······································································································· 1-21 Figure 1-2 Flow Chart for obtaining a Certificate of Compliance from NEPA ······· 1-24 Chapter 2 Figure 2-1 Typical Cross Section (Suburbs of Charikar Road) ······································· 2-1 Figure 2-2 Typical Cross Section (Charikar Urban Areas of Charical Road) ············· 2-1 Figure 2-3 Situation of the existing road ················································································ 2-2 Figure 2-4 Design Standard Lateral Profile ············································································ 2-4 Table 2- 1 Structure List ····················································································································· 2-6 Table 2- 2 Design Factors for Pavement Design ·············································································· 2-13 Figure 2-5 Road surface drainage and setting position ······················································ 2-14 Figure 2-6 Rainfall intensity in Kabul city ············································································· 2-16 Table 2- 3 Glare rating by Glare Mark G ·························································································· 2-17 Table 2- 4 Specific Lantern Index ···································································································· 2-18 Table 2- 5 Glare index by Average Luminance on surface（Gr） ················································· 2-18 Table 2- 6 Glare index by lantern height（Gh）·············································································· 2-18 Table 2- 7 Glare index by Interval of lantern （Gn）····································································· 2-18 Table 2- 8 Objective structures list ·································································································· 2-19 Table 2- 9 Specification of designed culverts ················································································· 2-20 Figure 2-7 Joint detail for stone pitching structures ···························································· 2-21 Figure 2-8 Detail of out-let structure························································································ 2-21 Table 2- 10 Structural Specification of existing Sufian Bridge ······················································· 2-22 Figure 2-9 Condition of existing Sufian bridge ···································································· 2-22 Figure 2-10 Plan of new bridge ·································································································· 2-24 Table 2- 11 Comparison of abutment type ························································································ 2-25 Table 2- 12 Comparison of pier type ································································································· 2-26 Table 2- 13 Comparison of RC superstructure ·················································································· 2-27 Figure 2-11 General drawing New Sufian Bridge ································································ 2-28

Table 2- 14 Specification of designed new Sufian bridge ································································ 2-29 Figure 2-12 Existing site condition ··························································································· 2-29 Table 2- 15 Comparison of retaining wall ························································································· 2-30 Figure 2-13 General drawing of Retaining Wall ··································································· 2-31 Table 2- 16 Rough estimation of construction schedule of stone pitching wall culvert ················· 2-32 Table 2- 17 Rough estimated construction schedule of concrete box culvert ································· 2-32 Table 2- 18 Rough estimated construction schedule of new Sufian bridge ···································· 2-33 Table 2- 19 Rough estimated construction schedule of concrete retaining wall ····························· 2-33 Figure 2-14 Plan ······························································································································ 2-34 Figure 2-15 Profile ························································································································· 2-35 Figure 2-16 Typical cross section(Rural area) ······································································ 2-35 Figure 2-17 Typical cross section(Urban area) ····································································· 2-36 Figure 2-18 Typical cross section(Super elevation) ···························································· 2-36 Figure 2-19 General view of Bridge ························································································· 2-37 Figure 2-20 Typical Drawing of Culvert(Existing Concrete Pipe Culvert) ················· 2-37 Figure 2-21 Typical Drawing of Culvert(Existing Masonry Culvert) ···························· 2-38 Figure 2-22 Typical Drawing of Culvert(Existing Concrete Box Culvert) ·················· 2-38 Figure 2-23 Project Implementation Setup ············································································· 2-39 Table 2- 20 Scope of Works ··············································································································· 2-41 Table 2- 21 Main Quality Control Plan ····························································································· 2-43 Table 2- 22 Suppliers of construction materials and equipment ···················································· 2-44 Table 2- 23 Project Implementation Schedule ·················································································· 2-45 Figure 2-24 MPW Organization Chart································································································ 2-48 Table 2- 24 Road Maintenance Items and Frequency ······································································ 2-48 Table 2- 25 Costs undertaken by Afghanistan side ··········································································· 2-49 Table 2- 26 Operation and Maintenance Cost ··················································································· 2-49 Chapter 3 Table 3- 1 Indicators of Quantitative Effects ····················································································· 3-1

Abbreviations

Abbreviation Formal Name

AASHTO American Association of State Highway and Transport Officials

AFI Air Freezing Index

ADB Asian Development Bank

AIDS Acquired Immune Deficiency Syndrome

BOQ Bill of Quantity

CBR California Bearing Ration

CD Capacity Development

CP Counterpart

CSC Construction Supervision Consultant

DCDA Dehsabz-Barikab City Development Authority

EIA Environmental Impact Assessment

EIRP Emergency Infrastructure Reconstruction Project

E/N Exchange Note

GDP Gross Domestic Product

GRC Grievance Redress Committee

HIV Human Immunodeficiency Virus

IED Improvised Explosive Device

INGO International Non-Governmental Organization

JICA Japan International Cooperation Agency

JICS Japan International Cooperation System

KCORR Kabul City Outer Ring Road

M/P Master Plan

MPW Ministry of Public Works

NEPA National Environment Protection Agency

NGO Non Government Organization

NHT Straight High-pressure Sodium Ramp

NO2 Nitrogen Dioxide

OJT On-the-Job Training

PAH Project Affected Household

PAP Project Affected Person

PM10 Particulate Matter10

PMU Project Management Unit

RC Reinforced Concrete

ROW Right of Way

SN Structure Numbers

SO2 Sulfur Dioxide

UNDP United Nations Development Programme

WHO World Health Organization

The Project for Improvement of Kabul-Charikar Road

1-1

[Part 1: Charikar Road]

Background of the Project Chapter 1

1.1. Background of the Project

Since the population of Kabul, the capital of the Islamic Republic of Afghanistan (hereinafter referred to as “Afghanistan”), which was approximately 2 million in 1999, has already exceeded 4 million and continues to increase rapidly at the present time, it is estimated to reach 6.5 million by 2025. Associated with this rapid population increase is the escalating number of urban problems, including dropping underground water levels, water, air and soil pollution, an increase in illegal residents such as internally displaced persons, traffic congestion and the deterioration in sanitary conditions. Therefore, improvements in the infrastructures of roads and water supply have become important issues.

Due to the situation, since May 2010 Japan has implemented the technical cooperation project on “Promotion of Kabul Metropolitan Area Development” based on the Development Project of Kabul Metropolitan Area Development since 2008 in order to address these urban problems and formulated the Master Plan for the Kabul Metropolitan Area Development (hereinafter referred to as “M/P”). As one of the sub projects of this technical cooperation project, this project aims at improving the capacity of the Ministry of Public Works and the Dehsabz City Development Authority (DCDA) in formulating plans for social infrastructure facilities development projects with the collaboration of related agencies such as the Ministry of Public Works (MoPW) and DCDA with respect to planning and design of Charikar Road in the Kabul Metropolitan Area and outer ring road, etc.

Based on the understanding that economic development of the Kabul Metropolitan Area based around Kabul is essential for the balanced development and ongoing peace building of Afghanistan, the Project aims to link Kabul and the northern neighboring city of Charikar, where future growth is anticipated, and to enhance functions of a wide area trunk road that also serves as an international highway in Afghanistan. The outline contents of the request are as follows:

i) Requested year and month: August 2010 ii) Requested amount: Approximately 6 billion yen iii) Requested contents:

Works to expand the trunk road leading from Kabul to Charikar into a four-lane highway (approximately 52 kilometers)

Works to improve existing roads in Kabul (approximately 16 kilometers)

Table 1-1 Requested Sections Priority Section Length (km) Detail

1 Qala.e.Muradbig – Jabulseraj (New) 52 Widening, repair of existing culverts, side drains and footpaths 2 Dehkipak – Qala.e.Muradbig (Reconstruction) 16

Total 68


1-2

1.2. Natural Conditions

Afghanistan is a landlocked country that shares borders with Pakistan, Iran, Turkmenistan, Uzbekistan, Tajikistan and the People’s Republic of China; it has a national land area of approximately 650,000 square kilometers and population of roughly 30 million. The racial composition of people includes Pashtuns, Tajiks, Hazara, Uzbeks and so forth and the official languages are Dari and Pashton, although Hazara and Tajik, etc. are also used.

The capital city Kabul is situated at north latitude 35 degrees, at almost the same latitude as Tokyo, and altitude of between 1,800~1,900 meters. Climate is generally divided into the dry season from April to November and the rainy season from December to March. Between May and August, there is hardly any rainfall and temperatures range from 30 degrees to 40 degrees Celsius. Conversely, during the winter months from December to February, snow falls and temperatures fall to around minus 10 degrees Celsius.

1.3. Environmental and Social Consideration

This project is categorized as “A” by JICA Social and Environmental Guidelines. By the EIA guidelines of Afghanistan, an EIA report of the project is required in order to obtain Certificate of Compliance, which is obliged for implementation of the project.

In the survey conducted in December 2010, we found that there were many agricultural lands, small shops and temporal structures within the right of way. MPW has explained that the land acquisition had completed about 30 years ago, but all records were lost during the prolonged conflicts in the country. Therefore, in addition to conducting an EIA, a study to confirm the status of ownership of the land required for the project and to prepare a Resettlement Action Plan was planned.

In Afghanistan, the Environmental Law was issued in 2007 and the guidelines and document related to EIA were issued in 2008. There is no specific section or department in charge of environmental and social consideration issues, also no experts in this matter. For the other MPW projects funded by other donors, foreign experts dealt with implementation of and report-writing for EIA and preparation of resettlement action plans. Naturally, MPW’s experience on social and environmental considerations in the project planning and implementation is very limited. According to the JICA guideline, the recipient government is responsible for environmental and social consideration issues, and the expert team is to provide support in order to confirm the project follow the guideline. To assist MPW in this matter, with aims to improve knowledge and capacity of MPW officials concerning environmental and social considerations, Project Management Unit (PMU) was established under MPW and a local consultant (Smart Engineering Team) with experiences with EIA studies and report writing for ADB and other international organizations was hired to provide service as a PMU Leader, an EIA specialist and an Resettlement specialist. Three officials from MPW were appointed under MPW. The Expert Team provides support and advice to PMU. The organizational chart of PMU is as in Figure 1-1. The MPW official received OJT by engaging the following tasks actually conducted for the project, concerning environmental and social considerations based on the JICA guidelines and other international good practice. The tasks were including:


1-3

i) Preparation of a project screening report to be submitted to National Environmental Protection Agency (NEPA: the authorizing body to issue Certificate of Compliance)

ii) Conducting an EIA study and preparation of the report to be submitted to NEPA iii) Conducting a census study and preparation of Resettlement Action Plan. iv) Obtaining a Certificate of Compliance v) Preparation of guidelines in Dari concerning EIA and report preparation based

on the JICA guidelines and other international standards. vi) Preparation of guidelines in Dari concerning preparation and implementation of

a Resettlement Action Plan based on the JICA guidelines and other international standards.

The guidelines were prepared in Dari accommodating the conditions in the country. These guidelines can be used for other MPW officials who were not involved in this project to apply for other projects in future.

Figure 1-1 Organizational Chart of PMU

Assistance in Preparation of EIA Report 1.3.1.

1.3.1.1. EIA Study

The EIA study and census on project affected persons and households were conducted from June 2011 to July 2011.

(1) Screening

This project is categorized as “A” by JICA Social and Environmental Guidelines. By the EIA guidelines of Afghanistan, an EIA report of the project is required in order to obtain Certificate of Compliance, which is obliged for implementation of the project.

(2) Baseline information on natural and social environment

A baseline study was conducted in order to collect data on and understand the actual status of the natural and social environment around the Charikar Road. Literatures, existing data,

MPW Charikar Road Project Team Chief Eng. Hussainy

PMU for Environmental & Social Considerations

Team Leader (Local Consultant)

MPW C/P 3 members

Resettlement Specialist &

EIA Specialist (Local Consultant)

Support

JICA Expert Team

Advice & Support

Advice & Support


1-4

questionnaires and interviews are used as data collecting methods. Actual field investigations and measurements are also conducted for water quality, air quality, and level of noise and vibration. A water quality study was contracted to a local contractor to collect samples and conduct laboratory analysis. For air quality, noise and vibration, equipment and laboratories were not found in the country based on the information from NEPA, local environmental NGO and consultants, therefore, the equipment to measure noise and vibration was brought from Japan and samples for air quality analysis were collected with simple methods feasible on the ground and analyzed in Japan (See Table 1-2) The reasons for selecting simple methods are that, due to the safety reasons, the expert team could not go to the field, therefore equipment and methods must be simple enough for layman, and that since local PMU member had to stay in one place for hours with equipment while measuring, equipment should not be very noticeable and also should be easy to dismantle.

Table 1-2 EIA Survey Item and Methods

Item

Availability of

equipment/laboratory in

Afghanistan

Possibility of

bringing

equipment

from Japan Methods

Water Quality Laboratory Unnecessary Sample collection and analysis by local laboratory

Noise Not available Possible Measured with simple noise recorder brought from

Japan.

Vibration Not available Possible Measured with equipment brought from Japan.

Dust（PM10） Not available Possible Sample collection by sampler brought from Japan and

analysis in Japan

NO2 Not available Possible Sample collection with filter badges brought from Japan

and analysis in Japan.

SO2 Not available Possible Sample collection with filter badges brought from Japan

and analysis in Japan.

(3) Scoping and Expected Impacts

Expected impacts (both positive and negative) of the project are analyzed based on scoping matrix and summarized in the table below. Impact on each environmental impact aspect is analyzed different project phases. The legend used in the table is as follow:

A: Significant impact B : Insignificant impact C: Unknown impact D: No impact +/-:“positive” or “negative/adverse.”


1-5

Table 1-3 Expected impacts

PlanningStage

OperationStage

Total E

valuatio

n

Lan

d acqu

isition, lo

ss of

structu

re an

d cro

ps

Ope

ration o

f vehic

les an

dheavy e

quipm

ents fo

rconstru

ctio

n

Constru

ctio

n ac

tivity of ro

ad,bridge

, culve

rts, etc

.

Traffic

contro

l

Inflo

w o

f constru

ctio

n w

orke

rsan

d establish

ment o

fconstru

ctio

n base

s

Pre

sence o

f road an

d incre

aseof re

lated stru

ctu

res

Impro

vem

ent o

f traffic safe

tyof th

e e

xisting ro

ad

Decre

ase o

f the trave

lling tim

ebe

tween K

abul M

etro

politan

area an

d neigh

borin

g citie

s

1 Resettlement -A -A D D D D D D D

2 Living and Livelihood +B/-B -B D D -B D D D +B

3 Utilization of land and local resources -B -B D D D D D D D

4Social institutions such as social capital andlocal decision-making institutioin D D D D D D D D D

5Existing social infrastructures andservices +B/C D D D D D C +B +B

6Ethnic Minorities, Indigenous Peoples,Gender and Childeren's rights -B/C -B D C D D -B D D

7 Equality of benefits and losses D D D D D D D D D

8 Heritage -B -B D D D D D D D

9 Local Confricts of Interest D D D D D D D D D

10 Water Right/Common -B D D -B D D D D D

11 Social Concensus -B -B D D D D D D D

12 Public Health -B D D D D -B D D D

13 Infectious Diseases(AIDS/HIV) -B D D D D -B D D D

14 Working Environment -B D D D D -B D D D

15 Topography and Geology -B D D -B D D D D D

16 Land Erosion D D D D D D D D D

17 Ground Water D D D D D D D D D

18 Hydrology C D D C D D D D D

19 Protected Areas D D D D D D D D D

20 Ecosystem -B -B D D D D D D D

21 Climate D D D D D D D D D

22 Landscape C D D C D D C D D

23 Global Warming +B/-B D -B D D D -B D +B

24 Air Quality +B/-B D -B D D D -B D +B

25 Water Quality -B D D -B D D D D D

26 Soil Contamination D D D D D D D D D

27 Wastes -B D D -B D D D D D

28 Noise and Vibration -B/C D -B D D D -B D D

29 Subsidence D D D D D D D D D

30 Odor D D D D D D D D D

31 Sediment D D D D D D D D D

32 Accident +B/-B D -B D D D -B +B D

Adversed Impact Factors Positive Impact Factors

Operation Stage

Natu

ral Enviro

nm

ent

Pollu

tion

Construction Stage

Social E

nviro

nm

ent

Item


1-6

(4) Impact Evaluation and Mitigation Measures The impacts on each item and its mitigation measures are summarized in the following tables. Impacted items are organized by its significance and then by three phases of the project, namely planning, construction and operation phases.

1) Adverse impacts during planning

Impact Issues Impact Evaluation Mitigation Measures

Social Environment Resettlement A significant number of

residential and commercial structures exist within the ROW. Resettlement is necessary.

-A Minimize the resettlement by design. Preparation and implementation of the RAP with international good practices and standards.

Living & livelihood

By widening of the road, agricultural and commercial activities are affected as well as some houses.

-B Same as above

Utilization of land & local resources

By widening of the road, agricultural and commercial land may decreased. There are about 6 local markets.

-B Same as above

Ethnic minorities, indigenous peoples’, gender & children’s rights

The construction and expansion of the roar may affect the activities of Kuchi nomads.

-B Construction of underpass for road crossing of livestock. Cooperation by police when crossing the road.

Heritage If not two, at least one mosque may be affected by widening of the road

-B Relocation for shifting and rebuilding at suitable site chosen by Mosque Management Committee

Social Consensus

The majority of local communities are highly anticipating the project. However, further communication with residents is needed for land acquisition and resettlement issues.

-B Public participation throughout the project cycle.

Natural Environment Ecosystem Clearing of trees and plants are

required. -B Divert the road alignment to avoid

or minimize cutting trees and plant. Tree planting in collaboration with a program by the Ministry of Agriculture


1-7

2) Adverse impacts during construction

Impact Issues Impact Evaluation Mitigation Measures Social Environment Living & livelihood

Agricultural and commercial activities may be affected during construction as well

-B Any loss of income caused by the project will be compensated according to RAP.

Water right/Common

No major water body exists in the area. Some mountains are common property, therefore material extraction from these mountain may affect common property right.

-B Compliance monitoring on unauthorized use of common property materials from water body and/or mountain

Public health Construction work may create pollution problems. Flow of a numerous construction workers on the site may be with a risk to public health.

-B Compliance monitoring for pollution prevention from construction machineries, works, etc., & education of workers on disease prevention and public health.

Infectious diseases (AIDS/HIV) transmission risk

There may be a risk of infectious diseases like, AIDS/HIV transmission to the local people from the migrant labor living in labor camps.

-B Monitoring and education of workers for preventing AIDS/HIV.

Working Environment

Working environment at the construction site may be unsafe when there is no proper management.

-B Compliance monitoring for maintaining safe & healthy working environment.

Natural Environment Topography & geology

Piling of earth or construction material during construction.

-B Mitigation through appropriate infrastructure design & management at construction site.

Global warming Increase of carbon dioxide may be caused by vehicles and heavy machineries and traffic congestions during construction.

-B Maintenance of vehicles and construction equipment. Monitoring of air quality.

Pollution Air quality

Emission of pollutants may be increased by vehicles and heavy machineries and traffic congestions during construction.

-B Maintenance of vehicles and construction equipment. Mitigation followed by monitoring

Water quality Waste water discharge from the construction site and camp.

-B Mitigation followed by monitoring. Strict management of waste water discharge.

Wastes

Waste from construction work, such as construction materials and earth.

-B Compliance monitoring for safe disposal of all construction work wastes as per approved plan

Noise & vibration

Increase of passage of vehicles and heavy machineries to construction site will cause noise and vibration.

-B Maintenance of vehicles and construction equipment. Mitigation followed by monitoring.

Others Accident Accident during construction

works. -B Safety measure during the

construction period.


1-8

3) Adverse impacts during operation

Impact Issues Impact Evaluation Mitigation Measures Social Environment Ethnic minorities, indigenous peoples’, gender & children’s rights

The wider road may affect the movement of Kuchi nomads.

-B Construction of underpass for road crossing of livestock.

Natural Environment Global Warming

Increased emission of CO2 due to increased traffic volume.

-B Mitigation through tree plantation to act as carbon sink. Also compliance monitoring

Pollution Air Quality Increased emission of

pollutants due to increased traffic volume.

-B Mitigation followed by monitoring

Noise & Vibration

Increased level of noise and vibration due to increased traffic volume.

-B Mitigation followed by monitoring

Others Accident Wider road may cause road

accident due to increased speed. Pedestrian accident when crossing the road.

-B Road safety facilities to prevent accident.


1-9

The following tables summarized the impacts, level of significance of which is unknown; therefore they need further study and monitoring.

1) Unknown impacts during construction Impact Issues Impact Evaluation Mitigation Measures

Social Environment Ethnic minorities, indigenous peoples’, gender & children’s rights

Migratory movement of Kuchi people may be affected during construction.

C A survey concerning Kuchi people is underway.

Natural Environment Hydrology Water ways maybe blocked

during the construction. C Mitigation through appropriate

infrastructure design& construction. Also compliance monitoring

Landscape Landscape of sites where raw materials will be extracted may be affected.

C Minimize the impact when selecting sites for extracting raw materials.

2) Unknown impacts during operation

Impact Issues Impact Evaluation Mitigation Measures

Social Environment Existing social infrastructure &Services

Wider road may have impacts on public facilities, such as schools and hospitals, and on their users.

C Setting road safety facilities such as traffic signs and markings, at grade pedestrian crossings, etc. Monitoring followed by mitigation.

Natural Environment Landscape Extraction of soil or gravel

may create some impacts. C Minimize the impact when

selecting sites for extracting raw materials.

(5) Analysis of Alternatives

The proposed project is planning to widen the western side of the existing road for about 2km from the end of the 4 lane-road in north of Kabul and the eastern side for the rest of 24km. According to MPW, the land within the ROW was already acquired about 30 years ago. Presently, there are some people using or occupying the land within the ROW, however, the residents along the road are very aware that the road will be widened on the eastern side as proposed (See picture below) In addition, there are electric poles along the western side of the existing road. If the western side of the road is going to be widened, they may be relocated or, at least, affected in some way.


1-10

Existing road and its ROW on the eastern side (The lower side of the picture is the east)

The following options are analyzed and compared in terms of social and natural environmental aspects with the proposed project.

Option 1: a project to widen mostly on the western side of the existing road Option 2: a project to add one lane on the each side of the existing road Option 3: a project to construct a two lane road away from the existing road Option 4: No project is implemented (zero-option).

The proposed project, Option 1 and 2 are considered to have similar kind of impacts on the natural environment. As for Option 3, its impacts on the natural environment would be same or, as it would affect the larger area, the impacts may be more severe or of m more unknown factors.

When widening the existing road, the land acquisition is a major issue in terms of impacts on the social environment. As explained above, the side of the existing road to be widened is agreed between MPW and local residents. Widening on the western side of the road as in Option 1 or 2, or creating a new 2 lane road away from the existing road as in Option 3 would require to acquire more land and resettlement, creating further impacts on the social environment. As for Option 3 in particular, since there are social infrastructures or facilities such as markets and schools along the existing road, negative impacts such poor access to those facilities, are expected.

Option 4, “zero option” would not create any immediate negative impacts in both social and environmental aspects, however, since the current problems will not be attended, the general conditions are expected to be deteriorated further, creating negative impacts in longer term.

The comparison of the four options with the proposed project is summarized in the table below.


1-11

Table 1-4 Comparison and Evaluation of Alternatives Alternative Description Impacts on social

environmental aspects Impacts on natural

environmental aspect 1) Proposed Project

Widening on the western side (2.5 km) and the eastern side (24 km)

Adverse impact is lower than Option 1, 2 & 3, but higher than Option 4. Beneficial impact is expected to be high as the result of implementation.

Adverse impact is similar to Option 1 and 2 but lower than Option 3.

2) Option 1

Widening on the western side for the entire section.

Adverse impact is higher than proposed project, and maybe lower than Option 2, 3, & 4. Beneficial impacts as result of the implementation may be as high as proposed project.

Adverse impact is similar to proposed project and Option 2 but lower than Option 3.

3) Option 2

Widening by adding one lane on the both side of the road.

Adverse impact is higher than proposed project and Option 1. Beneficial impacts as result of the implementation may be as high as proposed project

Adverse impact is similar to proposed project and Option 1 but lower than Option 3.

4) Option 3

Constructing 2-lane road away from the existing road.

Adverse impact is higher and unexpected among all options, as it will affect larger area.

Adverse impact is higher and unexpected among all options, as it will affect larger area.

5) Option 4

Zero option. No project is implemented.

Adverse impact is lowest among all in an immediate term, yet highest in a longer term as the current situation is worsened.

Adverse impact is lowest among all in an immediate term, yet highest in a longer term as the current situation is worsened.

In conclusion, although the proposed project plan, widening of the road will require land and this will involve loss of land and some existing structures, the impact is less compared to other options, since some of the land within ROW is already belong to MPW and residents along the road are aware of it. . If any private land needs to be acquired and/or house to be relocated, it will have some temporary effects on local socioeconomic conditions. However, such effects may be minimized if proper land cost is compensated and house reconstruction expense is paid in time at replacement cost. In regards to natural and biological environment, no permanent significant adverse impacts are anticipated. The land and structure related socioeconomic adverse effects are expected to overcome by heavy weight beneficial impacts in other socioeconomic issues like, trade and commerce improvement, more employment generation, fuel energy and travel time saving, road accident safety, and social institutions development.

(6) Environment Monitoring Plan

The environmental items of which monitoring is deemed necessary are air quality, water quality and noise and vibration. Monitoring Plan is proposed as the table below. The costs for monitoring of air quality and noise and vibration are to be determined later depending on the methods and equipment available in the country.

Environment related standards of the country are currently in preparation. Until they are fixed,


1-12

the results from the baseline study of this EIA and standards from WHO can be used as reference.

Table 1-5 Monitoring Plan

(7) Environment Checklist

Based on the EIA study, the JICA environmental check list for road sector is completed as the table below.

Items & Parameters

Project stage Sites Frequency Institutional responsibility

Estimated Costs US $

Air Quality (PM10, NO2, & SO2), as included in the baseline study

Throughout construction period

All 4 sites included in the baseline study

Quarterly (4 times in a year)

MPW Trainee (EIA).

Construction phase - TBD

Continuously for 3 years after project starts operation

Operation phase – TBD

Noise & vibration levels




MPW Trainee (EIA).

Construction phase - TBD


Operation phase – TBD

Water Quality 12 parameters included in the baseline study




MPW Trainee (EIA) in cooperation with VICC Laboratories, Kabul

Construction phase –8,800


Operation phase – Approx. 26,400 based on contract with VICC Lab for baseline study


1-13

Category

Environmental Item Main Check Items Yes: Y

No: N Confirmation of Environmental Considerations

(Reasons, Mitigation Measures)

1 Permits and Explanation

(1) EIA and Environmental Permits

(a) Have EIA reports been already prepared in official process? (b) Have EIA rep orts been approved by authorities of the host country's government? (c) Have EIA reports been unconditionally approved? If conditions are imposed on the approval of EIA reports, are the conditions satisfied? (d) In addition to the above approvals, have other required environmental permits been obtained from the appropriate regulatory authorities of the host country's government?

(a) Y (b) Y (c) N (d) N

(a) It was prepared and submitted to National Environmental Protection Agency (NEPA) (b) The EIA report was approved by NEPA. (c) No conditions are imposed. (d) No additional permits are required.

(2) Explanation to the Local Stakeholders

(a) Have contents of the project and the potential impacts been adequately explained to the Local stakeholders based on appropriate procedures, including information disclosure? Is understanding obtained from the Local stakeholders? (b) Have the comment from the stakeholders (such as local residents) been reflected to the project design?

(a)Y (b) Y

(a) A series of meetings were held with different groups of stakeholders during the study. The project is generally anticipated by local residents. (b)Considerations such as land acquisition and road crossing after widening of the existing road are reflected to the project design.

(3) Examination of Alternatives

(a) Have alternative plans of the project been examined with social and environmental considerations?

(a)Y (a) Four alternatives on expanding sides, including zero option are examined.

2 Pollution Control

(1) Air Quality (a) Is there a possibility that air pollutants emitted from the project related sources, such as vehicles traffic will affect ambient air quality? Does ambient air quality comply with the country’s air quality standards? Are any mitigating measures taken? (b) Where industrial areas already exist near the route, is there a possibility that the project will make air pollution worse?

(a)Y (b)N

(a)There may be possibility that air pollutants are emitted during the construction due to heavy machines. During operation stage, air pollution should decrease initially because of less traffic congestions, but may increase gradually due to the natural increase of traffic volume in future. There is no standard in the country, so WHO standards and the results from the baseline study should be used as reference. As mitigation measures, proper maintenance of vehicles and machines during construction is proposed. For during operation stage, monitoring followed by mitigations is proposed. (b)There is no industrial area.

Table 1-6 Environmental Check List

1-13

The Project for Improvem

ent of Kabul-Charikar Road


1-14

(2) Water Quality

(a) Is there a possibility that soil runoff from the bare lands resulting from earthmoving activities, such as cutting and filling will cause water quality degradation in downstream water areas? (b) Is there a possibility that surface runoff from roads will contaminate water sources, such as groundwater? (c) Do effluents from various facilities, such as parking areas/service areas comply with the country's effluent standards and ambient water quality standards? Is there a possibility that the effluents will cause areas not to comply with the country’s ambient water quality standards?

(a)Y (b)N (c)N

(a) Only temporally during construction. (b) A very low possibility. (c) A very low possibility.

(3) Wastes (a) Are wastes generated from the project facilities, such as parking areas/service areas, properly treated and disposed of in accordance with the country's regulations?

(a)N (a) No such facilities are included in the project.

(4) Noise and Vibration

(a) Do noise and vibrations from the vehicle and train traffic comply with the country’s standards?

(a)Y (a) There are no standards in the country, but the results of the baseline study comply with WHO standards.

3 Natural Environm

ent

(1) Protected Areas

(a) Is the project site located in protected areas designated by the country’s laws or international treaties and conventions? Is there a possibility that the project will affect the protected areas?

(a)N (a)No protected areas near the project site.

(2) Ecosystem (a) Does the project site encompass primeval forests, tropical rain forests, ecologically valuable habitats (e.g., coral reefs, mangroves, or tidal flats)? (b) Does the project site encompass the protected habitats of endangered species designated by the country’s laws or international treaties and conventions? (c) If significant ecological impacts are anticipated, are adequate protection measures taken to reduce the impacts on the ecosystem? (d) Are adequate protection measures taken to prevent impacts, such as disruption of migration routes, habitat fragmentation, and traffic accident of wildlife and livestock? (e) Is there a possibility that installation of roads will cause impacts, such as destruction of forest, poaching, desertification, reduction in wetland areas, and disturbance of ecosystems due to introduction of exotic (non-native invasive) species and pests? Are adequate measures for preventing such impacts considered? (f) In cases the project site is located at undeveloped areas, is there a possibility that the new development will result in extensive loss of natural environments?

(a)N (b)N (c)N (d)N (e)N (f)N

(a)No forests or ecologically valuable habitats near the project site. The area around the project site is mostly agricultural and commercial area. (b)No habitats of such species are in the project area. (c) No significant impact is anticipated. (d) No impacts are anticipated. (e) No such impact is anticipated. (f) The area around the project site is mostly agricultural and commercial area

1-14




1-15

(3) Hydrology (a) Is there a possibility that alteration of topographic features and installation of structures, such as tunnels will adversely affect surface water and groundwater flows?

(a)N (a)The project is widening of the existing road. Any surface water or groundwater flows will be affected.

(4) Topography and Geology

(a) Is there any soft ground on the route that may cause slope failures or landslides? Are adequate measures considered to prevent slope failures or landslides, where needed? (b) Is there a possibility that civil works, such as cutting and filling will cause slope failures or landslides? Are adequate measures considered to prevent slope failures or landslides? (c) Is there a possibility that soil runoff will result from cut and fill areas, waste soil disposal sites, and borrow sites? Are adequate measures taken to prevent soil runoff?

(a)N (b)N (c) N

(a) The project site is flat. (b) The project site is flat. (c) The project site is flat.

4 Social Environment

(1) Resettlement

(a) Is involuntary resettlement caused by project implementation? If involuntary resettlement is caused, are efforts made to minimize the impacts caused by the resettlement? (b) Is adequate explanation on compensation and resettlement assistance given to affected people prior to resettlement? (c) Is the resettlement plan, including compensation with full replacement costs, restoration of livelihoods and living standards developed based on socioeconomic studies on resettlement? (d) Are the compensations going to be paid prior to the resettlement? (e) Are the compensation policies prepared in document? (f) Does the resettlement plan pay particular attention to vulnerable groups or people, including women, children, the elderly, people below the poverty line, ethnic minorities, and indigenous peoples? (g) Are agreements with the affected people obtained prior to resettlement? (h) Is the organizational framework established to properly implement resettlement? Are the capacity and budget secured to implement the plan? (i) Are any plans developed to monitor the impacts of resettlement? (j) Is the grievance redress mechanism established?

(a)Y (b)Y (c)Y (d)Y (e)Y (f)Y (g)Y (h)Y/N (i)Y (j)Y

(a) The project uses the ROW as much as possible to minimize land acquisition and resettlement. (b)Project Affected Persons (PAPs) are explained about the project during the census and stakeholder meetings. Communications with PAPS will be continued. (c)Socioeconomic studies were carried out to prepare the resettlement plan. (d)The compensation will be paid before the resettlement/. (e)The Resettlement Action Plan (RAP) is prepared in document. (f) The RAP pays particular attention to vulnerable groups and people. (g)The majority of PAPs are in agreement with and anticipating the project. (h)The organizational framework is planned out in the RAP. The Ministry of Public Works (the project proponent) must authorize the RAP to secure the capacity and budget for its implementation. (i)Monitoring Plans are included in the RAP. (j)The grievance redress mechanism is proposed in the RAP.

1-15




1-16

(2) Living and Livelihood

(a) Where roads are newly installed, is there a possibility that the project will affect the existing means of transportation and the associated workers? Is there a possibility that the project will cause significant impacts, such as extensive alteration of existing land uses, changes in sources of livelihood, or unemployment? Are adequate measures considered for preventing these impacts? (b) Is there any possibility that the project will adversely affect the living conditions of the inhabitants other than the target population? Are adequate measures considered to reduce the impacts, if necessary? (c) Is there any possibility that diseases, including infectious diseases, such as HIV will be brought due to immigration of workers associated with the project? Are adequate considerations given to public health, if necessary? (d) Is there any possibility that the project will adversely affect road traffic in the surrounding areas (e.g., increase of traffic congestion and traffic accidents)? (e) Is there any possibility that roads will impede the movement of inhabitants? (f) Is there any possibility that structures associated with roads (such as bridges) will cause a sun shading and radio interference?

(a)N (b)N (c)Y (d)N (e)Y (f)N

(a) The project is widening of the existing road. (b) It is very unlikely that the project adversely affect the inhabitants other the target population. (c) Sensitization and monitoring by the head contractor will be conducted. (d) It should improve the traffic movement. (e) There may be some affects on Kuchi nomads and people crossing roads. The mitigation measures are in place. (f)No such possibility.

4 Social Environment

(3) Heritage (a) Is there a possibility that the project will damage the local archeological, historical, cultural, and religious heritage? Are adequate measures considered to protect these sites in accordance with the country’s laws?

(a)Y (a)One or two mosques may be affected. The cost of relocation will be compensated.

(4) Landscape (a) Is there a possibility that the project will adversely affect the local landscape? Are necessary measures taken?

(a)Y/N (a)Widening of the road will less likely to affect the landscape, however, extraction of raw materials may. Measures are in place.

(5) Ethnic Minorities and Indigenous Peoples

(a) Are considerations given to reduce impacts on the culture and lifestyle of ethnic minorities and indigenous peoples? (b) Are all of the rights of ethnic minorities and indigenous peoples in relation to land and resources to be respected?

(a)Y (b)Y

(a)Kuchi nomads were consulted. (b)Kuchi nomads were consulted. They do not hold land or resource in the project area.

1-16




1-17

(6) Working Conditions

(a) Is the project proponent not violating any laws and ordinances associated with the working conditions of the country which the project proponent should observe in the project? (b) Are tangible safety considerations in place for individuals involved in the project, such as the installation of safety equipment which prevents industrial accidents, and management of hazardous materials? (c) Are intangible measures being planned and implemented for individuals involved in the project, such as the establishment of a safety and health program, and safety training (including traffic safety and public health) for workers etc.? (d) Are appropriate measures being taken to ensure that security guards involved in the project not to violate safety of other individuals involved, or local residents?

(a)N (b)Y (c)Y (d)Y

(a) The proponent is not violating any laws. (b) The contractor and workers will be instructed to keep the working environment safe. (c)The contractor and workers will be instructed to keep the working environment safe. (d)The contractor and workers will be instructed to keep the working environment safe.

5 Others

(1) Impacts during Construction

(a) Are adequate measures considered to reduce impacts during construction (e.g., noise, vibrations, turbid water, dust, exhaust gases, and wastes)? (b) If construction activities adversely affect the natural environment (ecosystem), are adequate measures considered to reduce impacts? (c) If construction activities adversely affect the social environment, are adequate measures considered to reduce impacts?

(a)Y (b)Y (c)Y

(a)The mitigation measures are in place. (b)If that is the case, mitigation measures will be applied (c)If that is the case, mitigation measures will be applied

(2) Monitoring (a) Does the proponent develop and implement monitoring program for the environmental items that are considered to have potential impacts? (b) What are the items, methods and frequencies of the monitoring program? (c) Does the proponent establish an adequate monitoring framework (organization, personnel, equipment, and adequate budget to sustain the monitoring framework)? (d) Are any regulatory requirements pertaining to the monitoring report system identified, such as the format and frequency of reports from the proponent to the regulatory authorities?

(a)Y (b)Y (c)Y (d)N

(a)Monitoring Plan is included in Environmental Management Plan. The items are e.g. water quality, air quality, noise and vibration, and so on. (b) ADB road projects were used as model to develop the monitoring program. (c) A monitoring framework is proposed under the EMP of the EIA report. (d)Not yet identified.

1-17




1-18

6 Note

Reference to Checklist of Other Sectors

(a) Where necessary, pertinent items described in the Forestry Projects checklist should also be checked (e.g., projects including large areas of deforestation).(b) Where necessary, pertinent items described in the Power Transmission and Distribution Lines checklist should also be checked (e.g., projects including installation of power transmission lines and/or electric distribution facilities).

Note on Using Environmental Checklist

(a) If necessary, the impacts to trans boundary or global issues should be confirmed, if necessary (e.g., the project includes factors that may cause problems, such as trans boundary waste treatment, acid rain, destruction of the ozone layer, or global warming).

1-18




1-19

(8) Stakeholder Meeting

Stakeholder meetings are held as the table as below. Addition to the meetings listed in the table, the PAPs are also explained about the project and interviewed individually for their concerns and opinions during the census conducted for preparation of Resettlement Action Plan. Special attentions and considerations were made to hold meetings with women and Kuchi people. A meeting for women was held separately with absence of men and a female official from MPW led the meeting. A meeting for Kuchi people was also held separately. In meetings, considerations were made so that their opinions and concerns were expressed as freely as possible and also local community leaders were informed so that attending to the meetings would not cause any stigma or conflicts in communities or among groups of different interests.

Table 1-7 Stakeholder Meetings Stakeholder group &

interest Discussion topic/concern Consultation meeting

National level legal and policy framework, and EIA/RAP study

Progress of work on EIA study Venue : Office of Deputy Minister Date : 21.06.11 Participants : Deputy Minister & 3 associates

National level legal and policy framework, and EIA/RAP study

Progress of work on EIA study Venue : Office of RSPD Date : 22.06.11 Participants : Head of RSPD & 2 associates;

National level environment law, policy & EIA regulation

Environmental laws in Afghanistan & presentation on the project EIA study

Venue : EIA Director Off. Date : 27.06.11 & 12.7.11 Participants : Director & EIA Officer

National level Soil and Geotechnical Investigation

Soil type, texture & erosion problem in the project area

Venue : MAIL Office Date : 05.07.11 Participants : Chief, Dept. GTIL & EIA Specialist

National level Project Review Committee member for EIA

Presentation on the EIA study Venue : NEPA Office Date : 27.06.11 Participants : EIA Review Committee members

District level administration

Beneficial & adverse environmental Impacts of the project and impact management measures

Venue : Kohdman People Shura, Sakerdara District Date : 18.06.11 Participants : 5 District Governors & EIA team

District level administration/local leaders


Venue : Kohdman People Shura, Sakerdara District Date: 23.06.11 Participants: 5 District Governors, Deputy of Kohdaman counsel Shura & 9 other local leaders.

Project affected peoples (PAPs)

Compensation for any loss of agricultural land, house and garden

Venue : Mir BachaKotShura Office Date : 28.06.11 Participants : 7 villagers


1-20

Stakeholder group & interest Discussion topic/concern Consultation meeting


Compensation in case of any loss to the property

Venue : Mir Bacha Kot Shura Office Date : 28.06.11 Participants : 9 villagers


Compensation in case of any loss to the property







Venue : Mir BachaKotShura Office Date : 28.06.11 Participants : 7 villagers

Project affected person


Venue : Mir BachaKotShura Office Date : 28.06.11 Participants : 1 villager



Venue : Haji Paik Village Date : 05.07.11 Participants : 10 villagers



Venue : Kalakan Bazar Date : 11.07.11. Participants : 11 shopkeepers/villagers



Venue : Qarabagh Market Date : 10.07.11 Participants : 12 shopkeepers/villagers

Project beneficiary peoples

Concerned over immediate completion of road widening works Road accident prevention &expected positive impacts on their business through quick implementation of road

Venue :Qalakan Market. Date : 10.07.11 Participants : 13 shopkeeper, ordinary labor, villagers, etc.


Concerned over immediate completion of road widening works Road design for minimum land use and reconstruction of road/bridge in case of dismantling of any existing infrastructure

Venue : Mir BachaKot Date : 11.07.11 Participants : 18 shopkeeper, ordinary labor, villagers, etc.


Road construction through international tender &ensure high quality of work Concerned over immediate completion of road widening works

Venue : Qarabagh Market Date : 10.07.11 Participants : 14 shopkeeper, ordinary labor, villagers, etc.

A group of women Benefit and loss may come to them as result of road improvement

Venue : Mir BachaKot Shora Hall Date : 26.07.11 Participants : 9 women from different profession


1-21

Stakeholder group & interest Discussion topic/concern Consultation meeting

A group of kuchi people

Any interference to their livelihood due to road improvement ; Construction of underpass could help their livestock for road crossing

Venue : Mir BachaKot Shora Hall Date : 26.07.11 Participants : 10 kuchi people

Peoples’ representatives for the region of the project


Venue : Kohdman People Shura, Sakerdara District Date : 18.06.11 Participants : Regional 12 Shura members & EIA team

District level NGO representative ; Development of construction works in the region

The project’s potentiality in respect of socio-economic impact

Venue : Qarabagh Market Date : 11.07.11 Participants : Sector Service Manager & 3 office staff

Regional level NGO Head ; Agricultural development

The project’s impact on local & regional agricultural development

Venue : Mir Bacha Kot Regional Office Date : 12.07.11 Participants : Head & 2 office staff

Regional level Head ; Loan & health

The project’s impact on local & regional development

Venue : Kalakan District Regional Office Date : 11.07.11 Participants : Executive Manager &3 office staff

The issues discussed during stakeholder meetings are summarized in the table below.

Table 1-8 Stakeholder Concerns Issues Stakeholder concerns Replies from the project representative

EIA Study Inclusion of air, noise, etc., pollution issue

KCRIP area present air quality, noise, etc., status establishment & impact monitoring

EIA Study Adverse environmental impacts of the project

Appropriate measures & management of adverse impacts

Road accident Loss of lives due to accident Good road design with wide access and traffic signaling facilities

Road design Loss of land due to imperfect design

Perfect design with minimum land use

Road cross Accessibility from one side to other side of the road

Restoration and/or reconstruction of bridge, culvert, etc., in case of disruption of any existing infrastructure

Road cross for the livestock of kuchi people

Construction of underpass at a few points

Compensation Loss of agricultural lands, grape garden, etc.

Cash compensation to PAPs for agricultural land, crop, etc., loses at replacement cost


1-22

Issues Stakeholder concerns Replies from the project representative

Compensation Loss of house, tree & other assets Cash compensation to PAPs for house, tree, etc., loses at replacement cost

Road construction Construction quality & durability Engage international company through tender and ensure high grade of construction work

Stakeholder meeting at Mir Bacha Kot district

Stakeholder meeting at Shakerdara District


1-23

1.3.1.2. Recommendations for the Project Plan from the Aspects of Social and Environmental Considerations

(1) General

In general, the communities along the Charikar Road are highly anticipating for widening of the road and they even send petitions to MPW to start the construction. People of the communities are expecting that with this proposed project, the rate of traffic accidents and congestions will reduce and it will be safer and faster to travel or transport materials and their agricultural products on this road. The major concerns expressed by the people were pedestrians’ safety and loss of land or properties due to the widening of the road. Therefore, recommendations for the project plan are:

i) Incorporating road safety facilities for pedestrians. ii) Minimize acquisition of private land or resettlement by the road design. Preparation and

implementation of a RAP according to the law and custom of the country and international guidelines and good practices.

(2) Climate Change

The current condition of the heavy traffic will be improved by widening of the existing road and this will reduce the emission of gas which can contribute to global warming. However, with a natural increase of vehicles in the country and increase of the number of traffic on the widened road, the amount of gas emission may be increased. Monitoring on air quality along the project site will be part of Environmental Management Plan of this project.

(3) Gender

In order to incorporate women’s views and opinions on the project into its planning and implementation, we have held a meeting and interviews with women in the project affected area separately from other male stakeholders. A female engineer from MPW led the meeting. They were generally anticipating the project as the wider road will improve transportation. Their major concern was about crossing road, especially for children. Mitigation measures to facilitate pedestrians crossing the road safely, such as establishing signs, and crossings and education concerning road safety should be incorporated in the project.

1.3.1.3. Certificate of Compliance

The flow chart for obtaining a Certificate of Compliance from NEPA is as follows. Decision on categorization is based on the scale, reversibility, complexity and predictability of the impacts caused by the project. Category A is “Activities likely to have significant adverse effects” and Category B is “Activities with potentially adverse effects.” The project under Category A is required to carry out a full EIA in order to obtain a certificate, on the other hand, a certificate is issued after public disclosure (iii)) for the project under Category B. The Charikar Road project was categorized as A, requiring a full EIA.

The EIA report for the project was submitted to NEPA on 31 July 2011 for appraisal. The Certificate of Compliance was issued on 17 August 2011.


1-24

i)

ii)

iii)

iv)

v)

vi)

vii)

viii)

Figure 1-2 Flow Chart for obtaining a Certificate of Compliance from NEPA


1-25

Assistance in Preparation of Resettlement Action Plan 1.3.2.

1.3.2.1. Resettlement Action Plan

This project is going to affect more than 200 people; therefore a full RAP is required. According to JICA guidelines, the expert team has provided assistance to MPW in preparation of a RAP. The study items required in the full RAP were followed.

i) Assessment of the type and extent of loss of land and non-land assets, other movable properties, loss of livelihood or income opportunities and collective losses, such as common property resources and social infrastructure;

ii) Identification of impacts on Indigenous people, vulnerable groups and assessment of other social issues related to the Project;

iii) Public consultation and peoples participation in the Project; iv) Assessment of existing legal and administrative framework and formulation of resettlement

policy for the Project; v) Development of entitlement matrix, provisions for relocation assistance and restoration of

businesses/income; vi) Resettlement and Rehabilitation (R&R) cost estimate including provision for fund, and vii) Institutional framework for the implementation of the resettlement plan including grievance

redress and monitoring & evaluation.

1.3.2.2. Contents of Resettlement Action Plan

(1) Necessity for Resettlement Action Plan

The aims of the Project is to widening of the existing 2-lane road to 4-lane road including median for a stretch of approximately 26km between the end of the existing 4-lane road in the north of Kabul City (Qala-i-Muradbig) and the junction with Bagram Road. The design for this 26 Km road section considered 20m new ROW for widening in addition to existing 7.5m metalled road. The land acquisition impact for the new 20m ROW only has been considered during preparation of Resettlement Action Plan (RAP). According to MPW, the land within the ROW of the proposed project has been already acquired some 30 years ago. However, the record of this acquisition was lost during the years of conflicts in the country. Currently, many people are using the land within the ROW for mostly agricultural and commercial purposes, however ownerships of the land is unclear. This RAP is going to be the first step to organize this matter.

(2) Legal Framework for Land Acquisition and Resettlement

There is no country specific resettlement policy in Afghanistan. For the purpose of public interest, such as the establishment/ construction of public infrastructure and facilitation for acquisition of land with cultural or scientific values, land of higher agricultural productivity, large gardens, the Law for Appropriation of Property for the Public Welfare in Afghanistan (Land Acquisition Law, LAL) is applicable. In order to comply with the JICA guidelines and WB’s policies on Involuntary Resettlement, the gap analysis was conducted and resolutions were proposed to be adopted for this project.


1-26

(3) Socioeconomic studies

The information on the following items were collected in order to understand the socioeconomic conditions of the project area

i) Current occupants of the affected area to identify PAHs/PAPs ii) Standard characteristics of displaced households such as standards of living and livelihood iii) The magnitude of expected loss iv) Vulnerable groups or persons v) Baseline condition of PAHs/PAPs for purpose of monitoring of implementation

The results of the studies indicate that agriculture is the main activities of about 50% of the PAHs.

(4) Impacts of the Project

1) Affected Structures There are 20 structures (houses/buildings) and 80 boundary walls will be affected by the Project. The total area of 311.3 sqm for 20 house structures and 2719.4 m for 80 walls found to be affected due to the project. The structures and walls in the Project area can be categorized as temporary (buildings with mud/brick/wood made walls and mud roof), semi-permanent (buildings, with tiled roof and normal cement floor), and permanent (with RCC, single storey building). Details of affected structures by type of construction are given in the following table. All most of the structures and walls are temporary made of mud and bricks in case of the structures.

Category of Structures Unit

Temporary (mud, wood /thatched

and brick)

Semi-permanent (tiled roof concrete)

Permanent (concrete) Total

PAHs

Total quantity

PAHs Quantity PAH

s Quantity

PAHs

Quantity

Houses/buildings/shops

Private sq.m 15 240.1 2 21.3 2 36.4 19 297.8 Government sq.m 0 0 0 0 0 0 0 0 Religious sq.m 0 0 0 0 1 13.5 1 13.5 Total 15 240.1 2 21.3 3 49.9 20 311.3

Boundary Wall

Private m 68 2516 7 113.2 3 36.4 78 2665.6 Government m 1 40.3 0 0 0 0 1 40.3 Religious m 0 0 0 0 1 13.5 1 13.5 Total 69 2556.3 7 113.2 4 49.9 80 2719.4

In addition, there will be a total of 9212 trees to be affected due to the land acquisition for Kabul-Charikar road improvement project. Different categories of trees enumerated during the survey are fruit bearing, non fruit bearing trees. Out of the total 6756 fruit trees & 2456 non-fruit trees are likely to be affected due to the road improvement. Details of the trees are given in the


1-27

table below. All the fruit trees are productive. Apple & Grape are fruit trees and Poplar (safed) is a common wood tree in project area.

Type of Trees Number of Trees Total Fruit Trees 6756 Non Fruit Trees 2456 Total Trees (Fruit + Non Fruit Trees) 9212

2) Affected land The total land area to be affected for this road improvement works is 534070.35 sqm (53.4 hectares) comprising 375290.3 sqm (37.5hectares) of privately owned land (ownership is not confirmed), 3661.95 sqm (0.4 hectares) of religious and 155118.1 sqm (15.5 hectares) of Government land. Out of the total Government lands, 9859.2 sqm of government land is occupied and used by 20 households (see the tale below)

Type of land ownership Land area (in sqm.) No of affected parties Private 375290.30 521 Religious 3661.95 5 Sub Total: Private& religious 378952.25 526 Occupied Government land by households

9859.20 20

Used by Government park, school etc.

6443.00 3

Unoccupied Government land 138815.90 - Sub-Total: Government land 155118.10 23

Grand Total: All land 534070.35 549

3) Affected Households (PAHs) and Affected Persons (PAPs) Overall the PAHs are 549 with population associated within the affected households is 7372.

4) Compensation Plan (a) Compensation Eligibility and Entitlement

Criteria for eligibility for compensation or assistance are complied with WB OP4.12. PAHs entitled to land compensations are with (a) tittle, (b) official deed, (c) unofficial written deed, or (d) PAHs without any official titles, but declared as legitimate traditional land holders by the traditional leaders or elders of local village. For PAHs without any recognizable legal right or claim to the land they are occupying are not entitle for land compensation. All PAHs are entitled for loss of assets and/or any other form of resettlement assistance.

(b) Compensation The total cost for compensations toward lands and structures/trees is estimated about USD 13.7 million and the costs related to assistance are about USD 0.7 million. These cost estimations was calculated based on full replacement costs.


1-28

(c) Income Compensation and Special Allowance In addition to compensation towards the physical assets that will be lost due to the implementation of the project, businesses (shops) and agricultural tenants that will be affected by the project will receive income compensation. The vulnerable families (those headed by women or disabled persons, below poverty line, etc.) will be entitled to a special allowance.

(5) Institutional Arrangement

The implementation of RAP requires involvement of various institutions at different stages of project cycle. The primary institutions to be involved in the process and their main roles and responsibilities of the RAP are as follows:

i) Ministry of Public Works (MPW): Executing Agency responsible for the overall policy level decision, planning, implementation and coordination of the project activities.

ii) District Government: Responsible for establishing compensation rates and validation of surveys and in delivering compensation.

iii) Project Management Unit (PMU): Overseeing technical and engineering functions under the contract.

iv) Due Diligence Team (DDT) at PMU Level : Getting all the necessary clearances and implementation of the resettlement activities prior to start of any civil work and confirming social and environmental consideration issues.

v) Construction Supervision Consultant (CSC): Ensuring that project-specific social mitigating measures are incorporated into the contract documents.

vi) Implementing Non-government Organization (INGO): facilitating and liaising between the PMU and the PAPs.

vii) Grievance Redress Committee (GRC): addressing the grievance of PAPs during the implementation of RAP.

viii) Independent External Monitoring Agency: Conducting periodic monitoring and evaluation/third party validation for the implementation of the RAP activities.

(6) Grievance Redress

The main objective of redress mechanism is, in order to avoid potential delays on the commencement of construction works for the project, to address and resolve the issues and complaints raised by the PAPs. The PAPs should be aware of the procedures on the resolution of grievances, which the resettlement team will inform to project stakeholders during project disclosures and public consultations.

There will be four-stage procedures for redress of grievances and complaints. These are as follows:

i) Complaints are to be filed at the district governor offices. The district government with the help from Shura, NGO/Agency and PMU’s resettlement team is obliged to reply and explain the decision within 30 days from the date the complaint was received.

ii) If PAP is unsatisfied or has no reply from the district governor office, grievances can then be lodged with the Province Governor offices. The Governor office will issue the final decision


1-29

within 45 days. iii) If PAP is dissatisfied or has no reply from the province governor office, grievances can them

be lodged with the General Governor Office in Kabul. The General Governor office will issue the final decision within 60 days.

iv) The PAP always has final recourse through Afghanistan’s legal channels and referred to the appropriate courts; however, every effort will be made to avoid this since the system is presently critically weak. If the PAP wants to pursue legal recourse, then MPW through its DDT and INGO/Agency will ensure that support is given to the PAP to prepare a case.

(7) Implementation Schedule

Implementation schedule of this RAP is as shown in the table below.

RAP Component/Activities

2011 2012 2013

Nov

Dec

Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Verification of Survey

Request for advance funds to MPW/MOF

Allocation of funds

Preparation of Vouchers

Compensation delivery

Monitoring

Start of civil works

(8) Resettlement Budget

The total costs for implementing this RAP are estimated as the table below.

Items Amount in Million USD Compensation 13.7 Assistance 0.7 Cost for Implementation and other costs 1.7 Grand Total 16.1

(9) Monitoring and Evaluation

RAP implementation will be closely monitored to provide the PMU with an effective basis for


1-30

assessing resettlement progress and identifying potential difficulties and problems. Internal monitoring will be undertaken by the PMU. Monthly progress reports will be prepared and submitted by the PMU. MPW will appoint an independent agency to undertake external monitoring. The independent agency will monitor the project twice a year and submit reports directly to MPW. MPW will submit all external monitoring reports to JICA for review. Broadly, the monitoring and evaluation system will involve:

i) Administrative monitoring including but not limited to: daily planning, implementation, feedback and trouble shooting, individual PAP file maintenance, progress reporting;

ii) Socio-economic monitoring including but not limited to: case studies, using baseline information for comparing PAP socio-economic conditions, evacuation, demolition, salvaging materials, communal harmony, dates for consultations, number of grievances and resolutions; and

iii) Impact evaluation monitoring including but not limited to income standards restored or improved.

(10) Public Consultation and Disclosure

1) General Public consultation aims to provide information such as the project and its negative and positive impacts on social and natural environments and their mitigation measures, resettlement options and compensations and to understand views of people on the project, proposed mitigation measures and resettlement and compensations. Since the EIA of the project and preparation of the RAP were carried out simultaneously, public consultation and information disclosure for the project in respect to the EIA and RAP were also done concurrently. For public disclosure, an information sheet on the project was prepared in Dari and distributed to inform the commencement of the EIA study and census. Once approved, the EIA report and information concerning RAP will be translated into Dari and they will be accessible at district offices for the public.

2) Details of Public Consultation A series of stakeholder meetings with different groups and levels were held (for details, please see “9) Stakeholder meeting” under 4.1.1. EIA Study). PAHs were also consulted individually during the census which is conducted door-to-door.

3) Results of Public Consultation Most respondents knew about the forthcoming project. This could be so because there were a lot of discussions/meetings & site visits in connection to the impending project. They also expressed that they knew about it as there were engineers, EIA & SIA survey teams and others measuring /surveying the road. Most respondents expressed that road will be advantageous for them towards sustainable development of the area and also for the country as well.

Potential positive impacts of the project as discussed by the respondents are summarized. These perceived advantages in order of importance as expressed by respondents are:

i) The project will lead to improved transportation facilities& will save time through


1-31

widening from two to four lanes.

ii) It was expected that there will be additional income & employment opportunities due to

the improved communication.

iii) This improved road will reduce accident.

iv) More employment opportunities will be created due to increase in business and trade.

v) The value of land will be increased;

vi) It will be easy communication with the district, provincial level towns, northern region of

the country, the capital city as well as the neibouring countries of Afghanistan,

vii) This will facilitate easy & low cost transportation of commodities to & from different parts

of the country and also the neibouring countries as well.

The negative impacts as expressed by the respondents are in order of their importance:

i) There will be loss or damage to their private and community property during the

construction of the road.

ii) There may be disruption in social life during the project construction. The presence of

outsiders and many people will lead to such disruption.

iii) Some of the respondents expressed their concern that they may not get the proper

compensation.

iv) There will be some negative impacts on non-title holders such as encroachers and squatters

who are living near the immediate corridor. The impacts could be in terms of loss of

structures and livelihoods.

4) Consensus on the Proposed Project At this stage, the majority of stakeholders were supportive or even highly anticipating about the project. The continuation of public consultation is important to keep the channel of communication with public throughout the project cycle and to achieve consensus through fair and transparent discussions.

5) Continuation of Consultation The consultation will remain continued all through the project cycle. The effectiveness of resettlement implementation is directly related to the degree of continuing involvement of those affected by the project. Several additional rounds of consultations with PAPs will be required during RAP implementation. Consultations during RAP implementation will involve agreements on compensation, assistance options, and entitlement package and income restoration. The other round of consultations will occur when compensation and assistance are provided and actual resettlement begins. Information disclosure is pursued for effective implementation and timely execution of the RAP. For the benefit of the community in general and PAPs in particular, the RAP should be made available at district offices, concerned offices of MPW and revenue offices.


2-1

Contents of the Project Chapter 2

2.1. Basic Concept of the Project

Charikar Road is a part of the ring road in eastern Afghanistan and functions as a major trunk road connecting

the north and central parts of the country and Kabul City.

In this Sub Project, in order to cope with an increase in traffic volume on Charikar Road, the present 2-line road will be widened to 4 lanes.

A 4-lane section of approximately 16 km from the urban area of Kabul City has already been completed. Consequently, this sub project will examine a section of approximately 52 km, starting from the point where 4-lane section is completed up to Jabulseraj, and the section subject to the outline and detailed design (draft) will be decided based on the implementation schedule and discussion with MoPW.

Typical cross sections of Charikar Road suburbs and the section of Charikar urban area considered by MoPW are shown in Figures 2-1 and 2-2.

Figure 2-1 Typical Cross Section (Suburbs of Charikar Road)

Figure 2-2 Typical Cross Section (Charikar Urban Areas of Charical Road)


2-2

Suburban Area Urban Area

Figure 2-3 Situation of the existing road 2.2. Outline Design of the Japanese Assistance

Design Policy 2.2.1.

This project will be planned and designed on the premise of the Grant Aid for Piece Building, supervision by the Agent and construction by local firm. Since this project will entail road widening from two lanes to four lanes on Route 7 (Kabul-Charikar Road connecting the north of Kabul with Charikar)), which comprises part of the Asian Highway and is essential for the balanced development of Kabul Metropolitan Region, it has been decided to plan the work as described below based on the following policy upon considering the request of the Government of Afghanistan and results of the field investigation and discussions.

Although there has been the topographic map produced by MPW, it was clarified that the map is difficult to be used for the design due to various errors. This matter was explained to MPW and MPW consented to this fact. Therefore, it was decided to conduct topographic survey again in this project and begin the design based on the new topographic map.

Determination of the Target Section and Discontinuance 2.2.1.1.

The request from the Government of Afghanistan sought construction of the entire 68 kilometer section between Kabul and Jabal Saraj, however, upon considering traffic volume on each section and improvement of access into the inner city districts, it has been decided and assented by the Afghanistan Government to conduct improvement on the section of approximately 26 kilometers from the suburban part of Kabul where the road narrows from four lanes to two, to the intersection with Bagram Road, as a grant aid Project.

However, Afghanistan Government decided to implement same section by their own expenses on 20 June 2011 and requested Japanese Government to implement another section between Bagram Intersection and Charikar City. But it was impossible to change the section to be implemented and Japanese Government had no other choice but to discontinue this project.


2-3

Therefore, this work was decided to terminate in the outline design leaving the production of referenced tender documents, such as Technical Specification, Detail Design Drawings, and Bill of Quantities.

Basic Policy of Road Widening 2.2.1.2.

Construction Policy (1)

i) The existing road will be widened on the east side of the 4 meter central median with a road shoulder of 2 meters.

ii) On sections in built-up areas where passage by pedestrians can be predicted, safety measures such as installation of sidewalks, etc. will be implemented.

iii) As with the existing road lanes, asphalt paving will be adopted in a structure that can withstand traffic after the road goes into service.

iv) Existing lanes will undergo repairs and overlaying on the parts that are damaged.

Geometric Structural Criteria (2)

Assuming the interval between intersections to be 2 kilometers or more corresponding to Class I in the Highway Capacity Manual, the design speed has been set at 80 km/h. Design criteria will primarily be based on the Afghanistan Ministry of Public Works highway standards, while AASHTO (American Association of State Highway and Transportation Officials) standards and Japanese standards will be used as supplementary guides.

Design conditions are set as follows in consideration of the right of way of the existing road.

Design speed : 80 km/h

Minimum curve radius : 229 m

Horizontal transition curve: Do not install in accordance with the existing road alignment.

Steepest longitudinal gradient: 5% (Rolling)

Standard cross gradient : 2%

Superelevation cant : Attach a superelevation cant on curves.

Road Cross Sectional Composition (3)

In Afghanistan, when improving existing road, since the structure of the existing road will be used in the design, the standard cross section has been set as shown in Figure 2-4 based on the following policy in reference to the carriageway width and shoulder width.


2-4

Figure 2-4 Design Standard Lateral Profile

Paving Design (4)

Paving is deigned based on the AASHTO (American Association of State Highway and Transportation Officials) Design of Pavement Structures (1993), which is commonly used in Afghanistan.

Design period: Widened part 20 years, overlay part 14 years

Traffic conditions: Estimated based on the results of the traffic volume survey

Subgrade bearing capacity: Subgrade design CBR 5%, embankment design CBR 3%

Frost penetration depth: 60 cm (commonly used value in Kabul, etc.)

Drainage Plan (5)

According to the existing road structure, since the roadside is bare land and water can be expected to infiltrate the ground or evaporate, side ditches will not be installed. However, side ditches will be installed in the central median on superelevated sections and sections where sidewalks are installed around communities.

Rainfall intensity: Since facilities are for road surface drainage, rainfall intensity is set assuming the one-year probability and according to the flow arrival time.

Storm water runoff flow : Calculate according to the Rational Formula.

Runoff coefficient: Set according to the local use situation and vegetation conditions.

Calculation of passable flow: Calculate according to the Manning Formula.

Traffic Safety Plan (6)

The following safety measures will be adopted in the Project:

i) As passage of pedestrians can be expected around communities, sidewalks will be installed

and lighting will be provided to ensure nighttime safety.

ii) The existing pedestrian crossing bridges will be removed and replaced to fit with the widened

road.


2-5

Design policy of Structures 2.2.1.3.

Objective Structures of the Project (1)

The objective structures of this Project are,

i) Cross- road structures that exist within the objective road section, except for the structures which have been extended to its proper length by MPW. ( The total number of objective structures come to 52 culverts)

ii) Existing bridges within the objective road section. ( Sufian bridge only)

iii) Retaining walls which is needed for rehabilitation of the objective road section.

Clarification of the objective structure (2)

The existing structures have been clarified by inventory survey in the Master Plan as well as in the MPW detailed design based on their survey. To check and confirm the results, of the detailed design, inventory survey was again conducted under this Project and necessary data for design such as culvert types, sizes, lengths etc were obtained.

The inventory survey data of the Master Plan, result of MPW detail design and re-inventory survey result in the Project are shown in Table 2-1.


2-6

Table 2-1 Structure List


2-7


2-8

Aprox.7m

Existing Road

Rehabilitation of the objective structures (3)

1) The scope of rehabilitation for the road crossing structures is only extension of existing structures at the part of newly extended road. The dimensions of newly extended structures are planned to secure the water flow capacity of the existing structures. This is based on the results of interview with the locals who explained that there has never been any overflowing due to shortage of capacities. The minimum size of 1mx1m is adopted for the extended structures, based on the new maintenance policy of MPW. The joint method between existing and extended structures should take into account the prevention of settlement after completion of the works..

2) The rehabilitation of Sufina bridge, which is located near Sta.1+380, is planned to construct

2-lane bridge (for out-bound) at the upstream side (the east side) The existing bridge structure configuration such as location of piers, river condition etc. should be considered in the bridge plan. The sidewalk will be planned to install at the outer side (the west side) only.

The outline of bridge plan is as follows; Number of lanes ：2 lanes （Exclusive up bound） Width of carriage way ：3.50m/lane（Including road marginal strip W=0.25m） Width of side walk：1.5m （The side walk will be separated from carriage way

by concrete block） 3) The road is planned to be extended to the East side at around Sta.13+420. The river runs

parallel with the existing road closely, and the height difference between road and river bed level is approximately 7m. (Refer to picture)

The lands beyond this river are used for farming. Therefore, retaining walls shall be provided to protect the extended road structure and secure the river main stream without changing the existing river alignment..

Policy on Natural Conditions (4)

The structures and bridges crossing the existing road are installed to secure smooth flow of the river and irrigation. The scale of newly extended structures are planned to secure the water flow capacity of the existing structures based on the facts that no over flow has ever been occurred due to low water flow capacity, and the existing structures MPW has designed also have the same scale.

1) Sufian bridge Existing Sufian bridge is erected at a location where the river alignment is meandered to the right from the upstream side, and the left bank is covered by concrete retaining wall since the left bank is observed as water colliding front.(Refer to the picture below)


2-9

The new 2-lane bridge is designed at up stream side of existing Sufian bridge.

The design of left bank abutment for new bridge shall take the present river condition into account, and attention shall be paid for prevention of scouring. In case of design of pier, the location shall take the impediment of river flow into account as well.

2) Concrete retaining wall As mentioned in the preceding paragraph, the concrete retaining wall shall be planned to protect the extended road structure and secure the river main stream without changing the existing river alignment.

Standards and Design Conditions (5)

Based on the discussions held with the concerned officials of MPW, the following standards are applied in the design of the structures:

American Association of State Highways Officials (AASHTO) Standard Specification for Bridges 17th Edition, 2002

Specifications for Highways Bridges, Japan Road Association, 2002 Standard Box Culvert design, Japan Construction Engineer’s Association Guidelines of Earth Works and Retaining Wall, Japan Road Association Technical Standard for River and Sabo Works, River Association of Japan Standard drawing of structures, MPW

The major design conditions are as mentioned below.

Temperature Range：－20～40℃ Seismic Load ：0.23 (8 degree, Mercalli scale = 202 gal)

Consideration on Social Environment (6)

Since the scope of this project is the extension of existing structure and new bridge construction beside the existing bridge, the implementation of the project is not expected to have any adverse ipmacts on the social and natural environments at and around the project site. However, during

Right BankLeft Bank

Water Colliding Front Water Flow


2-10

planning, design, and construction works, the following points will be considered:

i) Minimize the number of resettlement. ii) Adopt the construction method that will minimize noise and vibration generation if there are

dwellings around the site. iii) Secure the traffic route during the construction work for traffic safety. iv) Prevent river water pollution. v) Dispose construction waste materials properly at the place designated.

Policy on Construction Method (7)

Construction planning shall be made, considering the following items:

i) The construction works will be executed close to roadside residences, hence, the minimization of impact as well safety of the residents shall be taken into consideration.

ii) The construction works will be done on a primary road, hence, the safety of transportation along the route shall be ensured with the installation of sufficient safety devices like construction warning boards, etc.

iii) The utilization of farmlands at the construction site shall be minimized. iv) The use of special construction machinery shall be avoided as much as possible by adopting

a construction method that will utilize machines mainly from Afghanistan. v) The concrete works shall be not executed in the winter term from December to February. The

substructure works of bridge shall be carried out in the dry season because of the river water rising in the flood season from December to March and the superstructure work in the flood season in consideration of the river water level.

Selection of Bridge Type (8)

Economical efficiency, construction efficiency, difficulty level of O&M, environmental implications, and durability shall be assessed comprehensively. The optimum type of structure shall be selected in consideration of the following:

i) Economic Efficiency : To be the lowest possible cost considering rising cost-benefit performance.

ii) Construction Efficiency : To be capable of simple, safe and reliable construction. iii) O&M : To be simple and inexpensive O&M considering MPW’s capability. Therefore,

concrete superstructure is preferable.. iv) Environmental Implications : To adopt the construction method that will minimize noise and

vibration generation because there are dwellings around the site, and to ease the impact to pedestrians, vehicles and farmlands during the construction work

v) Durability : To possess satisfactory durability. Durability is emphasized especially for the revetment and bottom protection works because these are breakable.


2-11

Consideration on Social Environment 2.2.1.4.

Since the scope of this project is the extension of existing structure and new bridge construction beside the existing bridge, the implementation of the project is not expected to have any adverse impacts on the social and natural environments at and around the project site. However, during planning, design, and construction works, the following points will be considered:

i) Minimize the number of resettlement. ii) Adopt the construction method that will minimize noise and vibration generation if there are

dwellings around the site. iii) Secure the traffic route during the construction work for traffic safety. iv) Prevent river water pollution. v) Dispose construction waste materials properly at the place designated. vi) Make road crossing facilities and signs so that pedestrians can cross the expanded road

safely. vii) Minimize the impacts on the rivers and irrigation canals.

Outline Design 2.2.2.

Road Outline Design 2.2.2.1.

Horizontal Plan (1)

1) Curve radius Since the Project entails widening of existing road, the same curve radius as in the existing road is used with the curve radius used in the horizontal alignment satisfying the minimum curve radius.

2) Workability Since a central median is installed between the new and existing road, the road widening works will have no impact on the existing road.

3) Position relationship with neighboring buildings The impact of road widening on roadside buildings is planned to be minimal. In the event where impacts are exerted on neighboring buildings, environmental measures will be implemented according to EIA guidelines.

Longitudinal Plan (2)

Since the Project entails widening of existing road, the vertical alignment will follow the one of existing road taking account of keeping the median in superelevated section level.

Traverse Plan (3)

In built-up areas, sidewalks are provided and side ditches are installed in order to receive drainage of the carriageway. Also, longitudinal conduits are installed in order to deal with


2-12

surface drainage within the central median on superelevated sections.

Furthermore, although the plan in the outline design id for road widening on the east side, following discussions with the NPW, it has been decided to widen on the west side for approximately 2 kilometers from the start point and on the east side for the remaining 24 kilometers.

Pavement Design 2.2.2.2.

(1) Design Standard Design standard is AASHTO “Design of Pavement Structures” 1993

(2) Design Requirement

1) Road subgrade CBR CBR test is not done in the outline design of the Charikar road. The design CBR is set up to 4%

in this outline design from field survey.

2) Design Load 18-kip equivalent single axle load (ESAL) is adopted as design load. The analysis period is set

20 years. The design ESAL is calculated based on the traffic volume classified into large truck and passenger car on the study.

(3) Design Factors Design factors are shown in Table 2-2.


2-13

Table 2-2 Design Factors for Pavement Design Factors Carikar Road Remarks

W18 7.87×106 20 years ESAL Reliability 95% Principal Road Overall Standard Deviation

0.35 Mean Value of Flexible Pavement

Frost Penetration 60cm Customary Practices in Kabul Effective Resilient Modulus

Road bed 6.0ksi Sub-base course 15ksi Base Course 27ksi

6.0=1.5x4(CBR) CBR30 CBR80

Serviceability Index 2.1 2.1=4.6(after construction)-2.5(before rehabilitation)

Layer Coefficient Asphalt Concrete 0.420 Base Course 0.12 Sub-base course 0.10

Elastic Modulus 400ksi CBR80 CBR30

(4) Pavement Thickness

Pavement thicknesses of two roads are shown in below.

Charikar Road

Detailed calculation of pavement design is shown in appendices.

Asphalt Concrete 16cm Base Course 20cm Sub-base Course 40cm


2-14

Design review of Drainage 2.2.2.3.

Drainage of road surface at curve section (1)

1) Drainage type

Figure2-5 Road surface drainage and setting position

2) Catchment area W1*L1=10*300 =3000 m2

A1 Ditch 1.25 *0.25 L = 300m I =0.25%

3) Ditch runoff capacity

Manning formula V=(1/n)･R^(2/3)･I^(1/2) V: velocity m/sec n: Roughness coefficient A: Effective Cross section area of ditch R: Hydraulic Radius R =Wa/(2 * (B1^2+h^2)^0.5 + B2) Wa: Wetted area = 2 * (B1+b2)/2 * h B1: slope width of ditch B2: bottom width of ditch h: Wetted depth I: Grade of Drain 0,25%

Median

B2=25cm

H=25cm

B1= 50cm B1=50cm


2-15

Flow capacity Q=A･V A: Wetted area V: runoff velocity

4) Amount of flow Ditch length Lf 300m Velocity of flow Vf 0.845 m /sec Flood wave times Tf = Lf / Vf + 1 minutes = 6.9 minutes Catchment area in flow times A=W*L =10*300 = 3000m2 Storm water flow

Qf = A * I * R *1000 / (T*60) m3/sec Qf: Storm water flow(max) A: Catchment area I: Rainfall intensity at Tf referenced from EIRP Rainfall Intensity 21mm (Rainfall duration: 6.9 min, Return period: 1 year) R: Runoff coefficient Pavement surface .0.9 Calculation of storm water flow Qf Qf = 3000*21*0.9/1000/(6.9*60) =0.137m3/sec Flow Capacity Q > Storm water flow Qf

Slope Width B1＝ 0.5m Bottom width B2＝ 0.25m

Effective Height H＝ 0.25ｍ Hydraulic Radius R＝ 0.128m

Manning friction coefficient n = 0.017 m^1/3／ｓ Slope I 0.25%

Velocity V＝ 0.845m/sec Flow capacity Q = 0.138m3/sec


2-16

Figure 2-6 Rainfall intensity in Kabul city

Reference : Sanitation improvement in Kabul City Emergency Infrastructure Reconstruction Project

Design review of road lighting 2.2.2.4.

(1) Design Condition Road Classification National Road External Condition Built up Area Road Surface Condition Asphalt

(2) Performance Index(Specified Value for Design)

Average of Luminance : Lr= 0.5cd/m2 Uniformity ratio of Luminance:

Generalization More than 0.4 On the Carriageway Axis More than 0.45

Decreased Visual Performance Glare Increased Relative Threshold level Less than 15%

Inductivity Visual guidance, Optically derivation

(3) Design of road lighting

1) Lighting Apparatus linear shape type 2) Light source HID(high intensity discharge lamp )

High-pressure sodium vapor lamp NHT180L Luminous flux F = 19.0000 lm


2-17

3) Setting of lighting pole along one side or staggared N= 1 4) Height of Pole H=10m

5) Conversion factor of average illumination K= 15 Ix/cd/m2

6) Utilization factor

Relationship curve of utilization factor and ratio of road width/(pole height) by specification of lighting instrument W1/H = 9.25/10 =0.925 U1=0.37

7) Maintenance Factor M = 0.65

8) Calculation

(a) Interval of lighting pole by Luminous Flux method S = F * U * M * N / Lr * W * K

= 19000 * 0.32 * 0.65 * 1 /( 0.5 * 9.25 *15) = 55. m

(b) Luminance by Luminous flux method Interval lighting pole 43m case

Lr = F*U*M*N/(S*W*k) = 19000 * 0.32 * 0.65*1/(43*13.3*15) =0.64cd

(c) Luminance by Point method Interval 55m case

Total Uniformity ratio: 0.61 > 0.4 Uniformity ratio on carriageway axis: 0.31 < 0.45

Interval 43m case Uniformity ratio: 0.67 > 0.4 Uniformity ratio on carriageway axis: 0.46 > 0.45

9) Glare rating by Glare Mark G

Table 2-3 Glare rating by Glare Mark G

Value of Glare Mark G Wavelength 1 Can’t Surfer 3 Impeditive 5 Threshold Level ７ A few limit put on 9 Non distress


2-18

Table 2-4 Specific Lantern Index Lantern type Luminous flux SLI Semi cut off 12,500 2.7 25,000 1.7 50,000 0.7 Cutoff 12,500 5.6 25,000 4.6 50,000 3.6

Table 2-5 Glare index by Average Luminance on surface（Gr）

Luminance(cd/m2) Gr 0.5 2.1 0.7 2.3 0.9 2.4

Table 2-6Glare index by lantern height（Gm）

Height of pole(m) Gm 8 3.8 10 4.0 12 4.2

Table 2-7Glare index by Interval of lantern （Gn）

Interval of lantern(m) Gn 30 2.2 36 2.1 40 2.0

G = SLI + Gr + Gm - Gn

= 1.7 + 2.5 + 4.0– 1.9 =6.3

10) Conclusion

Lighting pole height 10m Lantern

High-pressure sodium vapor lamp NHT180L Luminous flux F = 19.0000 lm

Interval of Lighting pole 43m


2-19

Outline design of the structure 2.2.2.5.

The outline design of objective structures will be conducted following to the design policy mentioned in paragraph 2.2.1.3.

The list of objective structures is shown in Table 2-8

Table 2-8Objective structures list

Outline deign of cross-road culverts (1)

1) Design specification of culverts

The objective cross-road culverts of this Project are 52 culverts which is necessary for the road extension. The list of these culverts are shown in Table 2-17.

Where the designed culvert width is equal or less than 6m, stone pitching wall culvert will be adopted in principal based on the standards of MPW through the technical discussion with MPW and also in compliance with the request from MPW. However, concrete box culvert will be adopted even if other inner sizes differ or if it does not match the standard, or if multiple type structure is necessary to be applied.


2-20

The size of extended culverts shall be equal to or bigger than the size of the existing culverts.

Besides, minimum size of extended culvert will be 1m and the reason is to comply with the MPW policy which takes the ease of maintenance into account.

The specification of designed culverts is shown on Table 2-9

Table 2-9Specification of designed culverts

Type of culvert Inner dimension Numbers Stone Pitching Wall Culvert 1.00m（B）×1.00m（H） 36 Stone Pitching Wall Culvert 1.00m（B）×2.00m（H） 1 Stone Pitching Wall Culvert 1.00m（B）×3.00m（H） 1 Stone Pitching Wall Culvert 2.00m（B）×1.00m（H） 2 Stone Pitching Wall Culvert 2.00m（B）×1.50m（H） 1 Stone Pitching Wall Culvert 2.00m（B）×3.00m（H） 1 Stone Pitching Wall Culvert 3.00m（B）×4.00m（H） 1 Stone Pitching Wall Culvert 3.50m（B）×4.00m（H） 1 Stone Pitching Wall Culvert 4.00m（B）×3.00m（H） 1 Stone Pitching Wall Culvert 6.00m（B）×3.50m（H） 2 RC Concrete Box Culvert 5.30m（B）×5.40m（H） 1 RC Concrete Box Culvert 8.00m（B）×4.40m（H） 1 RC Concrete Box Culvert 8.15m（B）×2.50m（H） 1 RC Concrete Box Culvert 2－3.50m（B）×2.00m（H） 1 RC Concrete Box Culvert 2－5.00m（B）×3.90m（H） 1

2) Gradient of culvert

The gradient of culvert shall follow the gradient of existing structures in principal or sustain more than 0.2 %. In case the gradient is very steep, the drop structure should be adopted to maintain appropriate water flowing.

3) Joint to existing culvert

Extended culvert will be connected to the existing culvert properly. The Joint detail methodology is as follows..

(a) Joint among concrete box structure Concrete for the extending box culverts will be pored after the dowel bars are set into the holes on the faces of the existing culvert which will be made by a rotary drilling and will be fixed by epoxy adhesive.

(b) Joint for the other cases If both the existing and the extended culvert are stone pitching wall structures, or either stone pitching wall, the connection methodology is adopted by motor. However if the joint location will be under extended carriage, the joint point shall be changed to center median ( 1m inside from carriage way) considering settlement in the future. Hence the existing structure will be demolished up to center median location under above mentioned circumstance. The joint detail is shown in Figure 2-7.


2-21

Figure 2-7 Joint detail for stone pitching structures

4) Out-let The extended culverts are located at the down stream side, therefore the structure of out-lets should be considered from the view point of the preventing erosion from water flow. Hence, the out-let of the culverts will be made of concrete. For preventing erosion of the river bed at the out-lets, the out-let walls will be extended up to the point where the line extended from the top of the culvert opening correspondingly to the slope of the road embankment and the line extended from the culvert invert intersects. Furthermore, waterproof wall will be provided under the edge of the out-let to stop water from flowing below the structure. The stone pitching wall will be installed at both sides to prevent the erosion and soil collapsing. The detail of out-let structure is shown in Figure 2-8

Figure 2-8 Detail of out-let structure

1:2.0延伸カルバートのインバート

延伸カルバートの躯体

道路法面

インバート

コンクリート敷設

Slope of road

Invert of extended culvert

Structure of extended culvert Invert concrete placement


2-22

Outline design of bridge (Sufian bridge) (2)

1) Site condition The objective Sufian Bridge is located approximately 1.38km from the starting point of the Project. The existing Sufian Bridge is a stone masonry arch bridge of three spans and was built in year 1967. In year 2006, the pavement on the bridge was repaired.

Sufian 橋全景（上流側から撮影）

Existing Sufian Bridge (view from up stream side)

The structural specification and detail of existing Sufina Bridge are shown in Table 2-10 and Figure 2-9.

Table 2-10 Structural Specification of existing Sufian Bridge Category Specifications

Structure type and Bridge length

Structure Type : Stone masonry arch Bridge Length : 27m

Number of Spans （）3 Spans The span length is mentioned bellow Carriage way width （）7.8m One lane for each bound, Include road side margin

Side walk width （0.5m Both side, No separation between carriage and side walk,

）Gravel surface Hand rail Steel material hand rail

Figure 2-9 Condition of existing Sufian bridge

The river feature is mentioned in paragraph 2.2.1.3(4).


2-23

2) Construction location and bridge width The new bridge should be constructed at the West side of the existing Sufian Bridge following extension of the new road. The distance (from the edge of the existing pavement to the edge of the extended new pavement ) between existing Sufian Bridge and the new bridge shall be similar to the width of the center median (4m) as planned in this Project so that it is consistent with the road alignment which will ensure facilitative an safe traffic.

The Sub-Structures shall be designed parallel with river water flow to prevent scouring.

The carriage way width shall be 7.5m (including road side margin) to be in correspondence with road design of this Project. The side walk will be installed with 1.5m width at the West side (in-bound side).

3) Bridge length and high water level

The mainstream width at up stream in freshet season is assumed approximately 20m from existing river bank condition. However the river width near the location of the new bridge planned is about 30m. The reason is that the left bank being a water colliding front is expanding due to erosion as the deflection angle of the existing Sufian Bridge is 20 degree against the flow of the river as mentioned in paragraph 2-2-1-3(4). The river width of right bank is also widened, but the trace of erosion doesn’t appear, and the slope is very gentle. Hence this topography is probably natural.

MPW determined the high water level to EL= 1,753.5m at the existing bridge point in the detailed design they conducted on the new Sufian Bridge. On the other information from neighboring residents, the bridge has never been over flowed since its construction in year 1967 and the high water level is about 1m from the top of the opening of the existing Sufian bridge. Both the information are almost consistent, Therefore high water level for this Project should be adopted as EL=1,753.5m.

The relations between the adopted high water level and existing Sufian Bridge are shown on Figure 2-11.

The length of the new bridge and clearance between soffit level of girder and high water level (freeboard) are determined as follows:

(a) Bridge length

The front of the left bank abutment of the new bridge, which happens to be a water colliding front, should be set back about 2.5m to the North side from the existing abutment, to protect from erosion. The new abutment at the right bank will be designed at the same line of the existing abutment considering the existing river condition.

The plan of new bridge is shown in Figure 2-10.

(b) Freeboard

The girder soffit level of new bridge will be planned to ensure proper clearance. The freeboard should be adopted to ensure at least 1.0m high according to structural standards for river


2-24

facilities in Japan. As there is no reference in the Afghanistan standard, the Japanese Standard will be applied. The volume of discharge at the bridge section is estimated to be approximately 600t/sec. Therefore the soffit level of the new Sufian Bridge shall be equal or more than top level (EL=1,754.56)

Figure 2-10 Plan of new bridge

4) Sub-Structure (a) Foundation

Assuming from the results of the geotechnical investigation carried out under this Project, the bearing layer is about 3~4m below the river bed. Therefore, for the foundation of sub structures, a spread footing will be adopted taking into account the economic efficiency and workability as the depth of the bearing layer is relatively shallow, and beneath that there is a gravel layer.

The top of the footing shall be embedded more than 2m below the lowest existing river bed level.

(b) Abutment

The type of abutment to be adopted will be a reversed T shape taking into account the planned height (9m) and certainty of execution following comparison shown in the table below. Measures against inhibition of cross-sectional area for a river and scouring shall be considered by planning the abutment in parallel to the river flow.

Approx.2.5m

Bridge Length 32m


2-25

Table 2-11 Comparison of abutment type

(c) Pier The pier of new bridge will be planned at the same line with existing pier line to secure the impediment of river, since the existing Sufian bridge will be utilized continuously. As a result of comparision between various structures, an oval shaped pier, which generally has a thinner wall than other types of pier will be adopted. The comparison of pier type is shown in Table 2-12.

Type Height adoption

Shape/ Structural summary Adaptability to this Project

Gravity type

H≦4～5m

Increase the weight, only compressive stress acts on the structure cross section. Impact on the foundation is large because of large weight. Construction is and the structure is simple

× （Height of the structure

is unsuitable）

Reversed T type

5≦H≦

11m This type is generally

applicable to abutment height of over 5m. The back fill compaction of back side for abutment is easy compared to Buttress type

（Construction is easy, it is most economical among the compared types. Conclusive back fill compaction can be executed.

Buttress wall type

H=10m Requires huge amount of rebar compared to its section. Therefore it requires special attention during concrete casting as well as during compaction of backfill material near the buttress walls.

� （Many considerations

required during construction. Improper compaction of back fill material might cause

settlement of the earth section）


2-26

Table 2-12 Comparison of pier type C

once

ptua

l Dia

gram

Oval shaped pier Single-column Concrete Pier Double-column Concrete Pier

Stru

ctur

al C

hara

cter

istic

○

The load of the superstructure is supported by cast-in-place concrete column. It is less subjected to local scouring and is highly quake resistant. Influence of local scouring is small. Many construction experiences in Afghanistan.

△

The load of the superstructure is supported by single circular concrete column Easily becomes very unstable from the effects of earthquakes and local scouring. Occurrence potential of local scouring is small. No construction experience in Afghanistan.

×

The load of the superstructure is supported by two circular concrete columns Occurrence of local scouring is possible since Whirlpool is likely to occur between two pillars No construction experience in Afghanistan.

Con

stru

ctio

n

Abi

lity

○

Since the shape is simple, local contractor can construct easily.

×

Since the shape is round, high construction skill is required.

×

Since the shape is round, high construction skill is required.

Influ

ence

to th

e riv

er

○

The inhibition of cross-sectional area of the a river is the smallest among in the types compared, because thickness of pier is thin. Influence of local scouring is small.

×

The column is circular; it can easily correspond to the change of flow direction. However the inhibition of cross-sectional area of the a river is the largest among the types compared, because the wall thickness (diameter) of pier is the largest. Influence of local scouring is small.

×

The each wall thickness (diameter) of pier is smaller than single circular column, but is larger than the oval shaped type. Tendency of stacking of rubbish between two piers is high. Occurrence of local scouring is possible.

Econ

omy

×

The estimated concrete volume is nearly same as for the Single-column Concrete Pier. The estimated form work quantity is the largest among the types compared. Therefore the construction cost is highest (Construction cost is about1.15 times the cost of the Double-column Concrete Pier)

△

The estimated concrete volume is nearly same as for the Oval shaped pier. The estimated form work quantity is nearly same as the Double-column Concrete Pier. (Construction cost is about 1.10 times the cost of the Double-column Concrete Pier)

○

The estimated concrete volume is the smallest among the types compared types. The estimated form work quantity is nearly same as Single-column Concrete Pier. Therefore the construction cost is lowest（The construction cost of this type will be assumed 1.00 for compariosn）

Eval

uatio

n

○

Superior from overall aspects of structure and experience and construction efficiency of local contractors.

(Adopted)

×

Influence to the river is a concern. The construction experience is very low and has structural uncertainties.

×

Only economical aspect is a ascendancy, however inferior from other aspects in comparison to other types.


2-27

5) Superstructure The type of superstructure has to be selected considering the construction capability of local companies, the existence of similar superstructure in Afghanistan and the availability, procurement efficiency of construction materials.

The steel girder type (H-shaped steel girder, steel plate girder) and reinforcement concrete type (RC girder, concrete slab) superstructures are existent in Afghanistan. This means that these type of bridges can be constructed by the local companies. However, the steel girders are expensive as the materials are required to be imported from other countries, and furthermore, the quality assurance and delivery guarantee are of great concern. Therefore the RC type superstructure will be adopted for new bridge.

The ramen slab type which is most advantageous (girder) is adopted, according to the length of the bridge span considering the position of the existing piers.

The comparison of RC superstructure is shown in Table 2-13.

Table 2-13 Comparison of RC superstructure

6) Design Specification of designed new Sufian bridge The general design drawings and specifications of new Sufian bridge are show in Figure 2-11 and Table2-14.



2-28

Figure 2-11 G

eneral drawing N

ew Sufian B

ridge


2-29

Table 2-14 Specification of designed new Sufian bridge Category Specification

Structure type and Bridge length

Type：Ramen slab bridge Bridge length：32m

Number of Spans 3 Spans：11,729＋10,000＋10,271 Carriage way width 7.5m（One lane for each bound, Include road side margin） Side walk width 0.5m

（Install at outer side 、Side walk will be separated by concrete blocks.）

Abutment Reversed Type Abutment（H=9.0m） Pier Oval figure type Pier（H=9.9m） Wheelguard/ Hand rail Wheel guard：0.6m, Concrete hand rail

Outline design of retaining wall (3)

As mentioned in section 2.2.1.3(4), the retaining wall shall be provided at approximately Sta.13+420 to prevent damage to extended road structure from influence of river flow and to secure the existing river width.

1) Site condition

As site condition, the river is flowing almost parallel to the existing road with approximately 10 degrees passing though road crossing concrete culvert from up stream When the road will be extended, the shoulder of the extended road near the existing culvert will be located at nearly same position of the river bed. From this point, the river is away to the East gradually from the road. However about 160m long retaining wall will be needed to prevent damage to extended road structure. Existing site condition is shown in Figure 2-12.

Figure 2-12 Existing site condition

2) Retaining wall type The leaning retaining wall and reversed T shape retaining wall (both types made by concrete) are adopted in case of the retaining wall height is more than 5m. The comparison of retaining wall is shown in Table 2-15.

Existing Box Culvert

Water Flow

Edge of Road Widening


2-30

Table 2-15 Comparison of retaining wall Category Alternative 1

Reversed T shape retaining wall Alternative 2

Leaning retaining wall Structual

detail Structure

RC Structure Wall slope can be vertical

Structure Concrete Structure (N: 1:0.35~1:0.5, When H=7.0)

Construction cost rate � 1.2 （ Assuming cost of

Alternative 2 as 1.00） 1.0

Aptitude to Site

The river width is certainly secured since the wall slope can be vertical.

× Some parts of the river width Will be impeded since a slope of around 1:0.35 is required..

Evaluation

Construction cost is slightly higher than Alternative 2, but this type fulfills the site requirement.

× Construction cost is low, but the

site requirement is hardly sustained.

Hence, The reversed T shape retaining wall will be adopted. General drawings of Retaining Wall is shown in Figure 2-13.



2-31

Figure 2-13 G

eneral drawing of R

etaining Wall


2-32

Rough estimated construction schedule of objective structures (4)

The rough estimation construction schedule of objective structures are shown in Table 2-16～Table 2-19. The construction schedule is estimated taking the unit length is 15m.

Table 2-16 Rough estimation of construction schedule of stone pitching wall culvert

Table 2-17 Rough estimated construction schedule of concrete box culvert

Stone Pitching Culvert Construction （L=15m）

Category1.0m(B)*1.0m(H)1.0m(B)*2.0m(H)1.0m(B)*3.0m(H)2.0m(B)*1.0m(H)2.0m(B)*1.5m(H)2.0m(B)*3.0m(H)3.0m(B)*4.0m(H)3.5m(B)*4.0m(H)4.0m(B)*3.0m(H)6.0m(B)*3.5m(H)

40 days/Place30 days/Place

Construction Days Remarks

85 days/Place50 days/Place35 days/Place30 days/Place

25 days/Place

130 days/Place80 days/place95 days/Place

(Inc. 10days Concrete curing )

(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )

Concrete Box Culvert Construction （L=15m）

Category5.3m(B)*5.4m(H)8.0m(B)*4.4m(H)8.15m(B)*2.5m(H)2-3.5m(B)*2.0m(H)2-5.0m(B)*3.9m(H)

Construction Days Remarks(Inc. 10days Concrete curing )

80 days/Place45 days/Place45 days/Place70 days/Place75 days/Place

(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )(Inc. 10days Concrete curing )


ent of Kabul-Charikar Road 2-33

Sufian Bridge Construction Schedule

Item Detail 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Preparation Work

Sub Structure WorksAbutment: 2Pire: 2

Super Structure WorksIncidental Works Revetment Demobilization

Concrete Retain ing Wall (L=160m, H=Max.7m) Construction Schedule 5parties1 Block : L=10m, H=2m

Item Detail 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Preparation Foundation Work Soil replacementStructure Works 1B : 20daysBack FillIncidental Works Guide post etc.Demobilization

Table 2-18 Rough estimated construction schedule of new Sufian bridge

Table 2-19 Rough estimated construction schedule of concrete retaining wall


2-34

Outline design drawing 2.2.3.

The following pages indicate some of the output of road and structure outline design. More over design documents will be attached as separate package.

＜design drawing＞

road outline design. Location map:1,Plan:38,Profile:38,Typical Cross section:4,Cross section:18, Road facilities:6

structure outline design. General view of Bridge:1,General view of pedestrian bridge:1, Typical concrete retaining wall:1,Culverts:52

Figure 2-14 Plan


2-35

Figure 2-15 Profile

Figure 2-16 Typical cross section(Rural area)


2-36

Figure 2-17 Typical cross section(Urban area）

Figure 2-18 Typical cross section(Super elevation)


2-37

Figure 2-19 General view of Bridge

Figure 2-20 Typical Drawing of Culvert(Existing Concrete Pipe Culvert)


2-38

Figure 2-21 Typical Drawing of Culvert(Existing Masonry Culvert)

Figure 2-22 Typical Drawing of Culvert(Existing Concrete Box Culvert)


2-39

Construction Plan / Procurement Plan 2.2.4.

Construction Policy / Procurement Policy 2.2.4.1.

The Project will be implemented under the Government of Japan’s Grant Aid Scheme for Conflict Prevention and Peacebuilding. Unlike ordinary grant aid, since it is possible that work will be executed by local contractors, it will be necessary to strengthen execution supervision and technical guidance by the Japanese consultant to ensure quality control, process control and safety control.

Implementation Structure (1)

Following the conclusion of the Exchange of Notes (E/N) concerning the grant aid, the Government of Afghanistan will entrust selection and contracting of the works consultant and contractors to the procurement agent. Also, the works consultant and contractors will implement their respective duties upon binding contracts with the procurement agent. The outline of work of related agencies is indicated below.

Figure 2-23 Project Implementation Setup

1) Implementing Agency

The implementing agency for the Project is the Ministry of Public Works (MPW). It will conduct coordination work between the related agencies and the Japanese government and agencies. The implementing agency, in its capacity as the facilities owner and manager, will confirm the particulars and specifications of the facilities and implement the necessary proposals regarding the work of the works supervision consultant and contractors. Moreover, it will implement the Afghanistan side scope of works not covered by the grant aid. At the same time, it will entrust contracting work with the works supervision consultant and contractors to the procurement agent.

G/A

E/N

Afghanistan (Government)

Ministry of Public Works(MPW)

Government of Japan

Japanese Embassy

Inter-governmental Conference

Agent Agreement

Working Group

JICA Headquarters

JICA Afghanistan Office

Works Contract Consultant Agreement

Works Contractors Detailed Design and Works Supervision Consultant

Supervision

Reporting

Procurement Agent Implementation

management

Ministry of Finance

Ministry of Foreign Affairs


2-40

2) Related Agencies There are no related agencies in particular.

3) Procurement Agent The Project will be implemented based on the Exchange of Notes (E/N) and the Grant Agreement (G/A) with a procurement agency agreement signed between the client, i.e. the Ministry of Public Works (MPW), acting as the responsible government agency and implementing agency, and the procurement agent designated by the Government of Japan. The procurement agent, acting on behalf of the client, will recruit the Project implementing operators (design and works supervision consultant and works contractors).

Moreover, in the Project, a conference will be established in order to discuss and coordinate the various issues that arise during Project implementation. The conference, composed of representatives from the implementing agency (MPW), Japanese Embassy, JICA Afghanistan Office and procurement agent, will work for smooth Project implementation.

Tender Method (2)

Construction operators that possess the necessary organizational capacity and technical capacity to implement the scale of the Project works are limited in Afghanistan. However, through adopting works specifications that can be handled by local operators, tender method that targets local operators will be implemented in order to select the operator that will become the works contractor.

The works will be implemented as a single lot in consideration of the execution capacity, etc. of local operators.

Moreover, concerning the works contract method in the Project, the quantities clearing method based on the contract items in the BOQ chart will be adopted. Important Points to Consider in Construction and Procurement 2.2.4.2.

The important points to consider in construction and procurement are as follows.

i) As the works will be implemented in an area where houses are dotted alongside the road, the works will be planned with the minimum impact on houses and residents and with emphasis on safety.

ii) As the works will be conducted on a main road, traffic routes will be secured during the works and ample safety measures entailing the appropriate installation of works warning signs and so on will be incorporated.

iii) As the sites are surrounded by a lot of farmland, the works will be planned so as to minimize use of farmland.

iv) Special machinery will be avoided as much as possible, and works methods that can be executed using locally procurable machinery will be adopted.

v) Concrete works will not be implemented during the winter months of December to February.


2-41

Moreover, since river water levels rise during the rainy season from December to March, the works will be executed during the dry season. Concerning bridges, substructure works will be implemented during the dry season, while superstructure works will be planned upon considering water level during the rainy season.

vi) Since it is planned to implement the Project utilizing local contractors, works supervision and technical guidance related to quality control, schedule control and safety control will be strengthened.

Scope of Works 2.2.4.3.

Assuming that the Project will be implemented under the Government of Japan’s Grant Aid Scheme for Conflict Prevention and Peacebuilding, the scope of works on the Japanese side and the Afghanistan side (implementing agency) will be as indicated in Table 2-20.

Table 2-20 Scope of Works

No. Item To be

covered by Grant Aid

To be covered by Recipient

Side

1 To secure lots of land necessary for the implementation of the Project and to clear the sites

2 To ensure prompt customs clearance of the products and to assist internal transportation of the products in the recipient country.

1) Air transportation of the Products from Japan to the recipient country

2) Tax exemption and custom clearance of the Products at the port of disembarkation

3

To accord Japanese nationals whose services may be required in connection with the supply of the products and the services such facilities as may be necessary for their entry into the recipient country and stay therein for the performance of their work

4 To ensure that facilities and the products be maintained and used properly and effectively for the implementation of the Project

5 To bear all the expenses, other than those covered by the JICA Afghanistan Office, necessary for the implementation of the Project

6 To give due environmental and social considerations in the implementation of the Project.

: Indicates the whereabouts of responsibility regarding each item.


2-42

Consultant Supervision 2.2.4.4.

Local Consultant (1)

As there are few consulting engineers in Afghanistan, it is difficult to secure the required level of engineers capable of implementing site supervision. Furthermore, as the quality control standards routinely used on works sites are not established, local consultants cannot be expected to offer supervision experience and technical capacity. In these circumstances, in the Project, through utilizing the Japanese consultant and recruiting a local contractor for construction supervision, the required quality control and progress control and safety management will be conducted. In conducting the construction supervision work, since it is assumed that Japanese will be restricted to visit the site due to security situation, supervision based on remote indications from the control office will be basic. However, Japanese engineer will carry out site inspection for the important parts in quality control as the need arises

Implementation Setup (2)

1) Tender Period The tender procedure will be implemented by the procurement agent (JICS: Japan International Cooperation System).

In conducting the tender, as it is necessary to appropriately carry out the technical clarification work concerning the tender documents and the evaluation of technical proposals and price, the consultant that is contracted by the procurement agent will offer assistance for the technical portion. Accordingly, the consultant will be dispatched at the start of the tender and during the assessment period.

2) Works supervision period During the construction period, the consultant will implement on-site guidance and technical guidance centering on the quality supervision, schedule supervision and safety supervision and so on that are required for Project implementation. Moreover, reporting on the works progress and contents of work will be conducted with respect to the procurement agent and Ministry of Public Works. Also, discussions, examinations and proposals of solutions will be conducted when technical problems occur.

3) Construction supervision system As the supervision system, the supervision office will be located in Kabul.

Concerning the construction supervision setup, the Japanese consultant will assign a work chief and permanent technical supervisor and locally recruit a road engineer, structural engineer, cost estimation manager, drivers, office staffs and so on.


2-43

Quality Control Plan 2.2.4.5.

Based on the following major quality control items, the supervisor will confirm whether constructed facilities and supplied materials conform to quality and working form specified in the contract documents.

i) Checking of the working drawings and the specifications of materials

ii) Inspection of the material plant and checking the result of material inspection if necessary

iii) Supervision of the working form and finishing condition.

Table 2-21 Main Quality Control Plan Construction

name QM items inspection method frequency

Earth work Degree of

compaction Sand replacement method each after compaction

Backfilling work

Carried soil test

grain size test 1 item / borrow pit

formwork Finished work visual, dimension inspection

and Photo all member

Reinforcement works

Material mill certification report every after carrying in

Assembly test visual inspection (pitch and

cover thickness) all member

Concrete work

Material

cement ： intensity test each parts aggregate ： grain size test

water ： quality test of

water （ as need arises）

temperature, slump and air

content

before placing concrete Traial batch

concrete laboratory sample

(1sample/day)

or compressive strength test

laboratory sample (1sample/day)

Plant data site sealed box cure 7and 28days later

Interlocking work

Material intensity test every after carrying in

Asphalt pavement work

Material aggregate density test before construction

work Base course

work Material grain size test

before construction work


2-44

Procurement Plan 2.2.4.6.

Suppliers of construction materials and equipment are shown as follows:

Table 2-22 Suppliers of construction materials and equipment

Name of materials and equipment

Country of origin Remarks Local Japan Third

nation [Materials]

Reinforcement bars Import from Russia Cement Import from Pakistan Concrete aggregates Asphalt Iran, Pakistan, Uzbekistan Road marking Pakistan, India Road lighting, poles Germany, Turkey, Pakistan [Construction machinery] Concrete crusher Lease Back hoe Ditto Concrete cutter Ditto Motor grader Ditto Road roller Ditto Tire roller Ditto Vibratory roller Ditto Asphalt finisher Ditto Dump truck Ditto Concrete mixer Ditto

Initial Operation Guidance Plan 2.2.4.7.

There will be no initial operation plan in the Project.

Soft Component (Technical Assistance) Plan 2.2.4.8.

There will be no soft component plan in the Project.


2-45

Implementation Schedule 2.2.4.9.

Implementation schedule of the Project after exchange note (E/N) is assumed as shown in Table 2-23.

Table 2-23 Project Implementation Schedule 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

Tend

er

Con

stru

ctio

n

Notes on Construction Planning (1)

1) Preparation Period Preparation period was provided to cover the necessary period for procurement of materials and equipment, establishing temporary facilities such as site office, accommodation, warehouse, etc., as well as site survey and surrounding condition survey.

2) Security and Safety The constructions scheduling shall be carried out considering security and safety during the construction period. Especially, it is necessary to secure passage and movement of the habitants and pupils/students near villages and schools during construction period. It is also necessary to secure the safety of the habitants in the vicinity during the temporary works for the transportation of the materials and equipment.

3) Workability It is difficult to say that the capability of the contractors in Afghanistan is good and it is expected to employee the residents in the vicinity for the Project so that it can be presumed that the speed of the work will be slower than usual construction. The effect of these factors shall be considered in the construction scheduling.

(Procurement Agency Contract) (Detailed Design/Cost Estimation/Preparation of Bidding)Documents

(Tender Notice/Tender Documents Distribution/Tender)

(Signing Contract/Employer’s Approval)

(Evaluation/Contract Negotiation)

(Total 4.5 months)

(Preparation Works)

(Structure Construction)

(Reinstatement and

(Total 24.5 months)

(Earthworks)

(Pavement Works)


2-46

Determination of Construction Period (2)

Required duration of work was estimated from the quantities of works and productivity of the contractor. As the Project will be carried out for more than a year, termination of work during winter season to avoid the effect of snowfalls and frost is considered for determine the construction period. Consequently, 24.5 months in total is required for the completion of the Project.

Scope of Works (3)

1) Earthworks The earthworks include excavation, transportation and compaction for cutting and filling to construct the roadbed. The lack of materials for embankments will be obtained from borrow pit and transportation from quarries is included. Dismantling of the existing structures and pavements shall include disposal of demolished concrete and pavement materials which shall be disposed adequately.

2) Road (Pavement) Works Road (Pavement) works covers the works for asphalt pavement works including sub-base course and base course as well as curbstones for the median strip..

3) Structure Works Structure works covers reinforcement works from procurement to assembly, formworks from fabrication and removal, concrete works including pouring and curing.

4) Drainage Works Drainage works is to construct the u-shaped gutter (pitched stone) at site along the village area. Drainage gutters will be provided in the median at curved section where superelevation is required. The water will be drained from catch pits through discharge ditch. Concrete covers will be casted at temporary yard and installed at site.


2-47

2.3. Obligations of Recipient country

i) Ensure the necessary conveniences for Project officials (Japanese and third country nationals) regarding their entry to, stay and safety in Afghanistan.

ii) Exempt/Bear any tariffs or domestic taxes that may otherwise be levied on services, materials and Japanese nationals concerned with the Project.

iii) Properly operate the roads and auxiliary facilities that are constructed under the grant aid, and make sure that appropriate maintenance is continued.

iv) Bear all the costs that are required for constructing the facilities, and transporting and installing the supplied materials/equipment, but are not covered by the grant aid.

v) Make an effort to continue the related work which are not covered by the grant aid by securing the Afghanistan’s budget.

vi) Take a responsibility to make the existing houses and/or facilities relocate from planned areas of roads.


2-48

2.4. Project Operation and Maintenance Plan

Organization Chart of Afghanistan side 2.4.1.

The organization for implementation from Afghanistan government is the Ministry of Public Works (MPW). The organization structure of the MPW is shown as below.

Figure 2-24 MPW Organization Chart

Road Maintenance 2.4.2.

Road maintenance is divided into routine maintenance and periodic maintenance. Routine maintenance entails cleaning road surface and ditches and replacing road lights, while periodic maintenance entails surface repairs such as overlay, patching and marking, etc.

In order to conduct the above maintenance, it is necessary to implement periodic road inspection patrols.

The following table shows control items and their frequency of implementation.

Table 2-24 Road Maintenance Items and Frequency DESCRIPTION FREQUENCY REMARKS 1 Routing Maintenance 1.1 Ditch and Drain Cleaning 2 times/year 1.2 Lamp Change 1 time/3 years 1.3 Traffic sign repairer 1 time/10 years 2 Periodic Maintenance 2.1 Resurfacing 1 time/10 years 2.2 Pavement marking 1 time/7 years

2 1 Rank 2

2

1 Rank 2

1 Rank 2 1 Rank 2 1 Rank 2 1 Rank 2 1 Rank 3 1 Rank 2 1 Rank 2 1 Rank 2 1 Rank 2 8 Rank 2 1 Rank 2 1 Military 1 Rank 2 1 Rank 2

1 Rank 2 1 Rank 2 1 Military 1 Rank 2

Technical Deputy Minister

1

Admin-Finance Deputy Minister

Over Rank1Over Rank

Directorate Minister Office

Directorate of Internal Audit

Minister

Minister Advisor office

Rank1Rank 2

Plan & Engineering of

Road Construction

Services Directorate

Procurement Directorate

Zones Directorate

Salangs Maintenace Department

Road Toll Directorate

Survey and Design

Directorate

Project Quality,Control

and Implementation

Railways Directorate

Coordination of Property and

Execution Directorate

Strategic&Sensitive Points

Maintenace Department

Programs Directorate

Accounting & Finance Directorate

Maintenance Directorate

Work and Operation Directorate

Road Construction and Maintenace Deputy Minister

Over Rank 1

Gender Directorate

Admin and Finance

Department

Road Construction Department

Human resource

Directorate

1 Rank 2


2-49

2.5. Project Cost Estimation

Initial Cost Estimation 2.5.1.

The costs for EIA which must be undertaken by Afghanistan side are indicated in Table 2-25.

Table 2-25 Costs undertaken by Afghanistan side

Items Description Amount （million US$） Remarks

Environmental and Social Consideration

Compensation 13.7

Assistance 0.7 Cost for Implementation and other costs

1.7

Grand Total 16.1

Operation and Maintenance Cost 2.5.2.

Operation and Maintenance Cost of MPW has been planned in Table 2-26.

Table 2-26 Operation and Maintenance Cost DESCRIPTION FRIQUENCY COST US$

(per Km per Year) 1 Routing Maintenance 1.1 Ditch and Drain Cleaning 2 times/year 700 1.2 Lamp Change 1 time/3 years 100 1.3 Traffic sign repairer 1 time/10 years 100 2 Periodic Maintenance 2.1 Resurfacing 1 time/10 years 20,000 2.2 Pavement marking 1 time/7 years 500


2-50

2.6. Other Relevant Issues

Construction Stage 2.6.1.

i) Since objective road is heavily-trafficked major arterial road and there is no alternative road around this road, it is necessary to secure the diversion road even in construction stage so as not to interfere current traffic.

ii) Since there are a lot of irrigation canal across the objective road, it is necessary to secure substitute canal so as not to cut off the flow.

In-service Stage 2.6.2.

The periodic maintenance work is indispensable to keep the road in good condition after opening the traffic. Especially side drains and culverts should be cleaned before and during rainy season, otherwise accumulated water might lead to the erosion of road.


3-1

Project Evaluation Chapter 3

3.1. Project Preconditions

Preconditions for Project Implementation 3.1.1.

The MPW, which has jurisdiction over the construction work in the Project, has implemented roadwork projects under assistance from the Government of Japan and other donors in the past, and it is deemed to possess ample capacity for implementing road construction predicated on overseas technical cooperation. However, the most critical precondition for Project implementation is that the local side appropriately carries out the relocation of houses and facilities within the planned ROW.

External Conditions for Achieving the Overall Project Plan 3.1.2.

The Project aims to conduct road widening from two lanes to four lanes on the Charikar Road running north from Kabul, specifically targeting the section of approximately 26 kilometers up to the intersection with Bagram Road. As traffic volume on this section already greatly exceeds the capacity of a two-lane road, the Project has a high degree of relevance. Moreover, in view of the strong necessity to widen the road further north to Charikar, it is desirable to compile an improvement plan for this section.

3.2. Project Evaluation

Relevance 3.2.1.

As was indicated in the background of the Project in Chapter 1, the Project is consistent with the development policy of Afghanistan and assistance plans of the Government of Japan. Since the Project will make a contribution to shortening travel times between Charikar and Kabul and alleviating traffic congestion in built-up sections, it has a high degree of relevance.

Effectiveness 3.2.2.

(1) Quantitative effects

Table 3-1 Indicators of Quantitative Effects

Indicator Current Value (2011) After Project Implementation

(2017: 3rd year after going into service)

Required time 40 minutes 30 minutes Average running speed 40 km/h 53 km/h Traffic volume 19,189 vehicles/day*1 27,220 vehicles/day*2

*1: Calculated through multiplying the results of the daytime traffic volume survey (15,991 vehicles) by the daytime-nighttime ratio of 1.2

*2: The rate of growth in traffic volume is estimated as 6% per year.


3-2

(2) Qualitative effects

Project implementation will bring about the following qualitative effects. i) Through carrying out road widening, the capacity will increase, congestion will be

mitigated and travel times will be reduced. ii) Constructing a median strip will prevent major accidents involving frontal collisions, etc.,

while installing sidewalks and lights, etc. in built-up areas will improve the safety of pedestrians.

iii) Through carrying out the repair and overlay of the existing road in tandem with the widening, future maintenance costs and upgrading costs will be reduced.

iv) Improvement of a trunk road will lead to promotion of industry and expansion of transportation capacity, and this will contribute to economic development.