The Study for the Development of the Master Plan for the Kabul Metropolitan Area in the Islamic Republic of Afghanistan Final Report, Sector Report 8: Transportation 7-1 CHAPTER 7 TRAFFIC MANAGEMENT SYSTEM DEVELOPMENT PLAN 7.1 Parking On-street parking poses serious problems in the urbanized area of Kabul, but it has not received adequate attention so far as compared with road development. On-street parking and resultant overflow of vehicles on the streets create unsightly scenes in the Kabul city. They also obstruct various economic activities, while it is difficult that buildings for offices, shops, hospitals, schools and other purposes to supply parking spaces necessary to meet the demand. Therefore, it is necessary to provide parking facilities in a balance way with effective use of road spaces, parking facilities by the public sector and parking spaces provided by large-scaled buildings by the private sector. In the new city, to avoid such parking related problems, it is important to study measures to control parking and establish a corresponding legal framework from the beginning. 7.1.1 Public off-street parking (1) Justification In the existing urban area, most governmental buildings have parking lots, but there are almost no buildings with parking spaces in commercial areas except large-scaled shops like the Kabul Center that exclusive parking lots are provided by themselves. Therefore, many vehicles are parked in the commercial areas where small shops are located, causing neighboring traffic congestion every day. The public parking with large capacity should be constructed at several locations in the urban area in order to meet parking demand in the city center. However, development of parking facilities with large capacity in the city center may accelerate vehicle inflows into the center, and thus four parking facilities are proposed in the outskirts of the city center, in consideration of spatial relationships with the public transportation network of BRT or LRT to be installed in the future. (2) Development plan The public parking is proposed at four locations shown in Figure 7.1. At-grade parking would be provided in each location for 200 cars respectively in the area of about 6,000m 2 . An indicative plan of the parking is given in Figure 7.2. Table 7.1 Outline of Public Off-street Parking Location Type Parking lots (n) Required area (m 2 ) 1. East of District16 (Qalai ahman) 2. East of District8 (Qala Shar Alam) 3. South of District11 (Sarayi Shamali) 4. East of District5 (Kotai Sangi) At-grade parking 200 6,000 7.1.2 Parking restriction zones and compulsory parking for buildings (1) Justification There is large parking demand for various purposes in the existing urban area but the existing parking facilities are very limited. Consequently, many cars are parked on the streets everyday, causing traffic congestion on neighboring roads as well. Since the most parking demand is generated from buildings for offices or shops, these buildings should be required to develop their own parking facilities for employees, customers and other visitors, depending on the size and use of buildings. The compulsory parking facilities for buildings is the system for each building to prepare parking lots for demand generated from the building itself. Since it is not realistic to require all the areas and buildings to equipped with parking facilities for customers, it is recommended that only areas where on-street parking would cause serious problems to traffic flow or environment should be designated as restrict zone.
Transcript
The Study for the Development of the Master Plan for the Kabul Metropolitan Area in the Islamic Republic of Afghanistan
Final Report, Sector Report 8: Transportation
7-1
CHAPTER 7 TRAFFIC MANAGEMENT SYSTEM DEVELOPMENT PLAN
7.1 Parking
On-street parking poses serious problems in the urbanized area of Kabul, but it has not received adequate attention so far as compared with road development. On-street parking and resultant overflow of vehicles on the streets create unsightly scenes in the Kabul city. They also obstruct various economic activities, while it is difficult that buildings for offices, shops, hospitals, schools and other purposes to supply parking spaces necessary to meet the demand. Therefore, it is necessary to provide parking facilities in a balance way with effective use of road spaces, parking facilities by the public sector and parking spaces provided by large-scaled buildings by the private sector. In the new city, to avoid such parking related problems, it is important to study measures to control parking and establish a corresponding legal framework from the beginning.
7.1.1 Public off-street parking
(1) Justification
In the existing urban area, most governmental buildings have parking lots, but there are almost no buildings with parking spaces in commercial areas except large-scaled shops like the Kabul Center that exclusive parking lots are provided by themselves. Therefore, many vehicles are parked in the commercial areas where small shops are located, causing neighboring traffic congestion every day.
The public parking with large capacity should be constructed at several locations in the urban area in order to meet parking demand in the city center. However, development of parking facilities with large capacity in the city center may accelerate vehicle inflows into the center, and thus four parking facilities are proposed in the outskirts of the city center, in consideration of spatial relationships with the public transportation network of BRT or LRT to be installed in the future.
(2) Development plan
The public parking is proposed at four locations shown in Figure 7.1. At-grade parking would be provided in each location for 200 cars respectively in the area of about 6,000m2. An indicative plan of the parking is given in Figure 7.2.
Table 7.1 Outline of Public Off-street Parking
Location Type Parking lots (n) Required area (m2)1. East of District16 (Qalai ahman) 2. East of District8 (Qala Shar Alam) 3. South of District11 (Sarayi Shamali) 4. East of District5 (Kotai Sangi)
At-grade parking 200 6,000
7.1.2 Parking restriction zones and compulsory parking for buildings
(1) Justification
There is large parking demand for various purposes in the existing urban area but the existing parking facilities are very limited. Consequently, many cars are parked on the streets everyday, causing traffic congestion on neighboring roads as well.
Since the most parking demand is generated from buildings for offices or shops, these buildings should be required to develop their own parking facilities for employees, customers and other visitors, depending on the size and use of buildings. The compulsory parking facilities for buildings is the system for each building to prepare parking lots for demand generated from the building itself. Since it is not realistic to require all the areas and buildings to equipped with parking facilities for customers, it is recommended that only areas where on-street parking would cause serious problems to traffic flow or environment should be designated as restrict zone.
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Figure 7.1 Proposed Sites for Public Off-street Parking in Existing City Area
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Figure 7.2 Image of Public Off-street Parking
(2) Development plan
No parking zones may be designated initially in the Kabul center for 500ha, the southwest Kabul for 200ha, and the northwest Kabul for 100ha (Table 7.2). Compulsory parking provision for new buildings and developments should apply to various commercial, business and public facilities. In the new city, the area planned as central business area or commercial area should be designated as parking restrict zone.
Most parking demand in urban areas in Japan is covered by compulsory lots that the local government establishes. The commercial and its surrounding areas are targeted as control areas for parking, and buildings there are divided into two categories: specific buildings from which many vehicles traffic is generated, and others for non-specific buildings. The buildings with the floor area exceeding some standard are subject to compulsory parking. The required number of parking lots is defined by the
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kind of buildings and its scale.
The unit rates for parking lot provision vary for different cities. The rates are naturally lower for cities where public transport is well developed. The criteria and standards applicable to different facilities are illustrated in Table 7.3. More specific criteria and standards should be developed by MoUD that would fit to conditions in Kabul.
Table 7.2 Proposed Area for Parking Restrict Zone
Zone Land use Area (ha) Note Kabul City center Commercial, business 500 Southwest Kabul Commercial 200 Northwest Kabul Commercial 100 Roadside commercial
Table 7.3 Examples of Compulsory Parking Facilities for Buildings
Building classification Class Category Example
Specific
Office Government office, bank Warehouse Logistics center, distribution center Theater Hall Accommodation Hotel Restaurant Café, restaurant Exhibition Museum, zoo, botanical garden Amusement Casino, gamble Gym Sports club, training field Hospital More than 20 beds
Non specific University Others
Building under restrictions Classification Commercial zone Surrounding area
Target area definition Floor area of Specific building Floor area of non specific 0.5
Floor area of Specific building
Area (m2) 1,000 2,000
Unit area for parking lot
Building Unit area
Parking restricted zone Surrounding area Department, office 200m2 200m2 Warehouse, factory 250m2 300m2 Other specific building 250m2 250m2 Non-specific building 550m2 -
Source: Standard for Compulsory Parking Facilities for Buildings, Yokohama, Japan
7.2 Intersections
7.2.1 Flyovers/underpasses
(1) Justification
Intersections become bottlenecks as the traffic increases. In general, signaled intersections can handle larger traffic than roundabouts. If the traffic further increases, level intersections can not deal with the traffic, and flyovers would become necessary. On a road with more than four lanes, left-turn vehicles cannot turn due to heavy traffic coming from the opposite side, and thus cause traffic congestion of following vehicles.
The crossing points both of arterial roads or radial road and ring road near the city center represent such a case. Improvement of intersections by grade separation would be difficult in the city center due to land constraints.. Therefore, crossing of the KCIRR and radial roads is proposed as flyover or
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underpass as a rule. The west and south of KCIRR are to be newly constructed, and it is comparatively easy to develop crossing with overpass or underpass. The east and north of KCIRR are sections for widening, and it is necessary to improve crossing style.
(2) Development plan
For crossing new construction roads, flyover or underpass should be applied on the crossing point between the roads with more than four lanes in principle. However, grade separated crossing in the existing urban area is out of question due to land limitation or difficulty in construction. The crossing points on the KCIRR and the KCORR are subject to grade separation, and many of them are intersections between the KCIRR and arterial roads.
The 16 locations for flyover or underpass are proposed as illustrated in Figure 7.3, and their structures shall be determined according to the characteristics and conditions of local sites.
Figure 7.3 Proposed Sites for Flyover/Under-path at Intersections
Figure 7.4 Typical Cross Sections of Fly-over and Under-path Intersections
7.2.2 Roundabout improvement and signalization
(1) Justification
Roundabouts are considered safer as vehicles slow down as they enter the intersections and proceed without the time loss when the traffic is relatively small. The capacity of roundabout to deal with the traffic is smaller than signaled intersections. The maximum traffic that can be handled by a roundabout with four roads of single lane in one direction is limited to 20,000-25,000 vehicles or 500-600 vehicles per direction (Figure 7.5). The signaled intersection can handle 900-1,000 vehicles per direction. Roundabouts with increasing traffic should be converted to signaled intersections.
Source: Roundabouts: An Informational Guide, 2000, US Department of Transport
Figure 7.5 Maximum Traffic Volume at Roundabout
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The crossings of roads with heavy traffic in urban areas or of the artery roads in suburban areas should be improved as intersections with flyover or underpass. Moreover, the crossing points without signals where increasing traffic volume is expected from the road hierarchy should be improved with the installation of signals as soon as possible.
Roundabouts may remain at the following intersections:
- Within residential areas where safe and quiet living spaces area expected - Where the road classification or function changes such as at the entrance to a residential area
to indicate the changes to drivers - In suburbs where traffic is not heavy and control of vehicle speed is desirable
The following principles may be applied to roundabouts existing in different areas (Figure 7.6).
(i) Roundabouts in residential areas of District 11 and surrounding areas should remain as they are.
(ii) Smaller roundabouts inside the KCIRR should be converted to signaled intersections.
(iii) Roundabouts outside the KCIRR should remain as they are.
(iv) Roundabouts connecting the KCIRR with radial roads should be converted to grade separation.
(v) Large roundabouts inside the KCIRR should be signalized.
The following principles should be applied to other intersections.
(a) Inside the KCIRR, intersections on major artery, artery and secondary roads should adopt signalization as a matter of principle, except those within residential areas.
(b) Outside the KCIRR and in the new city, intersections on major artery, artery and secondary roads should be installed with signals, except the intersections between secondary roads and those within residential areas.
Note: Road Network is indicated by Future Road Network
Figure 7.6 Existing Roundabouts in Existing City Area Classified by Scale
Major intersections except exiting roundabouts should be improved by installing signals in the existing urban area and the new city area as follows.
Legend
Large Size
Middle Size
Small Size
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(a) Traffic signals should be installed at crossing points of Major arterial roads, Arterial roads and Secondary roads inside the KCIRR in the existing urban area in principle. However, this should not apply to intersections in residential areas.
(b) Traffic signals should be installed at crossing points of Major arterial roads, Arterial roads and Secondary roads, except crossing points between two Secondary roads outside the KCIRR, and in the new city area as a matter of principle. However, intersections in residential areas should be excluded.
(2) Development plan
Schematic drawings of traffic signal installation are given in Figure 7.7. The proposed improvements of intersections are summarized in Table 7.4.
Figure 7.7 Schematic Drawing of Traffic Signal
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Table 7.4 Summary of Improvement of Existing Roundabouts and Intersections
Intersections (n) Location Note
Roundabout (current status) 9 District 11 Outside of KCIRR Front of airport
Not signalized
Roundabout (with Signals) 13 District 5, CBD Abolition of roundabout (with signals)
16 CBD
Abolition of roundabout (flyover or underpass)
5 Proposed KCIRR route
Signalization About 40 Existing City Area Signalization About 30 New City Area Total signals About 100 KMA
7.3 Road Safety
7.3.1 Medians for wider roads
(1) Justification
Since many wider roads in the Kabul city do not have medians, vehicles make turns at any point along the roads, causing traffic congestion and threat to pedestrian safety. Provision of medians on wider roads would facilitate NMT crossing.
(2) Development plan
Medians should be provided on existing roads with four or more lanes. The total road length of 33.5km would be covered. Some medians may take a form of separation by simple concrete blocks, but protective structure for NMT should be provided as much as possible.
7.3.2 Marking and pedestrian overpasses
(1) Justification
Very limited pedestrian crossings are provided in the Kabul city. Even the marking for NMT crossings is limited or fading away. Without signalization, pedestrians and bicycles have difficulties in crossing roads of heavy traffic.
(2) Development plan
In the city center, marking of NMT crossings should be undertaken together with signalization. At intersections with heavy traffic, pedestrian bridges should be installed. In suburbs, NMT crossings should be provided in areas where the development is taking place either as marking or pedestrian bridges if the traffic is heavy. However, since the vehicles can travel at high speed on arterial roads with few signals, it is desirable to develop the pedestrian bridges along the roads with heavy traffic in particular. The facilities for NMT crossings are proposed as shown in Table 7.5. NMT crossing by bridge is illustrated in Figure 7.8.
Table 7.5 Pedestrian Crossing Facilities
Facilities Locations (n) Note
Pedestrian bridge City center area 10 CBD Surrounding areas 20 Inside KCIRR
Road marking for NMT 50 (signal site)
Any (arterial in suburb)
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10 cm WIDE REFLECTIVE WHITE BROKEN LINES 3.0 m LONG WITH 6.0 m SPANCING INBETWEEN
10 cm WIDE REFLECTIVE WHITE BROKEN LINES 3.0 m LONG WITH 6.0 m SPANCING INBETWEEN.THEY SHALL BE SOLID LINE WHERE LANE CHANGE IS PROHIBITTED.
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Figure 7.8 Pedestrian Bridge Crossing Wide Road and Marking
7.4 Operation System
7.4.1 Parking operation
Parking facilities are effective in reducing the incoming traffic into the city center, and thus should be operated properly with inflow control and fee collection for incoming vehicles. The size of the facilities should be determined to be just sufficient to reduce the incoming traffic at a necessary level. Their operation may be by public fund, the operating organizations of the LRT, or private companies to be established with contributions by private companies.
7.4.2 Control of illegal parking
The traffic congestion in the city center is caused partly by on-street parking. The reduction of in-coming vehicles presents a fundamental solution, and the introduction of the BRT and LRT would contribute to it. To encourage the conversion from private vehicles to public transportation, control of illegal parking should be enforced together with the incentives to make the public transportation attractive.
7.5 Other Measures
7.5.1 Resolution of road blocking
The traffic on some major roads is blocked in some areas of the Kabul city for security reasons such as the areas around the Presidential residence, government offices and diplomatic facilities. The proposed plan for road development is based on the resolution of these blocks.
7.5.2 One-way control of traffic
One-way traffic control is employed extensively in the existing urbanized areas in the city. This is considered effective for smooth flow of traffic, given the present road network, especially complicated
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road network in commercial areas.
More elaborate traffic control would be necessary as the LRT is introduced in the future. In particular, traffic ban on roads in the central commercial areas should be enforced to allow the LRT and public transport to operate effectively. Pedestrian zones should be established centering on the LRT facilities in the central areas including the Old City to provide safe and comfortable corridors for walking.
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CHAPTER 8 IMPLEMENTATION PLAN
8.1 Costs and Maintenance
8.1.1 Investment costs
The total amount of investment costs for all the proposed projects is shown by category in Table 8.1. The total investment cost amounts to US$2,595.5million. By far the largest amount is for road development projects, accounting for 72.3% of the total. Public transport projects, traffic management projects and logistics projects have shares of 24.3%, 3.4% and 0.8%, respectively.
The investment costs are allocated to different phases according to the implementation schedule. The total investment cost in each phase is 27.9% in Phase 1, 31.8% in Phase 2 and 40.3% in Phase 3 as shown in Table 8.2.
Table 8.1 Summary of Cost Estimation for Transport Projects
Project category Initial cost (US$106)
Total Phase 1 Phase 2 Phase 3
Roads 1,876.9640.2
(34.1%) 660.1
(35.2%) 576.6
(30.7%)
Public transport and logistics 631.336.3
(3.4%) 125.6
(20.6%) 469.4
(76.0%)
Traffic management 87.346.9
(53.7) 39.3
(45.0) 1.1
(1.3)
Total 2,595.5723.4
(27.9%) 825.0
(31.8%) 1,047.1 (40.3%)
Table 8.2 Breakdown of Cost Estimation for Transport Projects by Phase
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Project name/Category Initial cost (US$106)
Total Phase 1 Phase 2 Phase 3North Industry Area Access Road RD 6.9 6.9 Urban Renewal of Chamar Qalaywazir Abad RD 2.4 2.4 New Kabul River Bridge RD 7.5 7.5 Boundary Roads (Existing City) RD 77.5 9.3 68.2 Expansion of Secondary Road Network RD 83.9 83.9Pavement of Community Roads RD 67.0 67.0 Integrated Bus Terminals PT/LG 8.2 8.2 City Bus Terminals (Existing City) PT/LG 6.8 6.8 City Bus Terminals (New City) PT/LG 7.2 7.2 City Bus Centers in CBD PT/LG 6.0 6.0 BRT (Existing City) PT/LG 69.7 69.7 BRT (New City) PT/LG 48.7 48.7 LRT* PT/LG 464.3 464.3Public Truck Terminals PT/LG 20.4 15.3 5.1Public Off-Street Parking TM 1.1 1.1Up-grading Intersection of KCIRR TM 47.2 25.7 21.5 Improvement of Roundabout TM 34.7 18.9 15.8 Road Safety and Pedestrian Crossing TM 4.3 2.3 2.0
Total - 2,595.5 723.4 825.0 1,047.1
Note: KCORR: Kabul city outer ring road; KCIRR: Kabul city inner ring road; BRT: bus rapid transit; LRT: light rail transit; RD: Road; PT/LG: public transport; TM: traffic management
* The investment costs for LRT is estimated only up to 2025. Additional US$928.7million will be needed beyond 2025.
8.1.2 O&M costs
The operation and maintenance (O&M) costs for the proposed transport facilities have been estimated based on the measures summarized in Table8.3. In addition, the O&M costs for existing artery roads in the urbanized area have also been estimated.
Table 8.3 Measures for O&M Cost Estimation
Transport facilities Measure for estimation Note Roads (at-grade section) 3% of initial cost/year Bridges 1% of initial cost/year Tunnels 1% of initial cost/year Buildings (bus and truck terminals) 3% of initial cost/year Parking 3% of initial cost/year Bus fleet 1% of equipment cost/year LRT (all the related facilities) 1% of investment cost/year Signals 3% of initial cost/year Existing roads except projects above - Refer to unit price for 2-lane roads
- 3% of total length/year Arterial roads in existing city
The total annual O&M costs in 2025, when most proposed projects will be completed, is US$58.8 million (Table 8.4). The total O&M during the planning period is US$514.5 million, consisting of US$51.5 million in Phase 1, US$195.0 million in Phase 2 and US$268.0 million in Phase 3. The total project cost, including both the investment and the O&M costs, is US$3,110 million, of which the O&M costs have a 16.5% share.
8.1.3 Annual cash flow for transport projects
The project costs, including both the investment and the O&M costs, are distributed to each year up to 2025 as shown in Figure 8.1. As seen from the figure, the total annual cost will increase initially, but stay around US$150-200 million thereafter until 2025, when the cost increase significantly as the LRT is introduced.
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Table 8.4 O&M Cost Estimation
Project category O&M cost (US$106)
Annual(2025)
Period (present-2025) Total Phase 1 Phase 2 Phase 3
Roads 51.1 447.2 46.7 170.3 230.2 Public transport and logistics 5.1 41.1 1.3 15.1 24.7 Traffic management 2.6 26.2 3.5 9.6 13.1
Figure 8.1 Changes in Total Annual Cost of Transportation Projects
8.2 Implementation Schedule
The implementation schedule of all the proposed transportation projects has been prepared as shown in Figure 8.2. The projects in the existing city area, arterial network construction in the new city and roads for public transportation system such as bus exclusive lanes or LRT should be started during Phase 1, and other projects would follow. The BRT should be prepared by the beginning of Phase 2 at the latest.
8.3 Recommendations
8.3.1 Steady implementation of proposed projects
The number of trips is projected to increase by 2.7 times in the KMA as its economy develops and population increases. Of the total, the share of transport by private means would increase from 22% at present to 31% by 2025. This implies that the conversion from the use of larger vehicles such as buses to smaller private vehicles would proceed. Consequently, the traffic demand in the KMA would increase from 560,000PCU/day at present to 1,782,600PCU/day by 3.2 times.
To maintain the same service levels as the present road services, the area of road would have to increase by 2.7 times, and the transport capacity of artery roads will have to increase by 3.2 times. It is obvious such massive expansion would involve prohibitively large costs under the topographic conditions in the KMA. Also, the adverse environmental impact of road projects will have to be minimized. In view of these, the following measures are recommended.
(1) Reduction of traffic concentration in particular areas
Proposed projects: All the road projects of missing links, the Dehsabz periphery road, and pavement of community roads
Am
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Figure 8.2 Implementation Schedule for Transportation Projects
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(2) Bottleneck resolution and control of on-street parking
Proposed projects: Upgrading intersections of the KCIRR, improvement of roundabouts, bus terminals, public off-street parking, and NMT crossings
(3) Road development corresponding to road functions and traffic safety
Proposed projects: The secondary road network in the Kabul city, pavement of secondary roads, road safety
(4) Establishment of efficient road network
Proposed projects: The north-south axis and the west-east axis, the ring roads, the new city road network, and all the missing links
(5) Establishment of adequate road system for newly developing areas
Proposed projects: The urban renewal roads, all the missing links, the new city access roads, and the boundary roads of the existing urban area
(6) Promotion of more efficient transportation by mass transit modes
Proposed projects: The BRT, bus terminals and LRT
(7) Conversion from private vehicle use to public transportation
Proposed projects: The BRT, bus terminals, LRT, and public off-street parking near LRT stations
(8) Traffic control to eliminate incoming traffic of large size trucks from outside
Proposed projects: The ring roads, Dehsabz periphery road, integrated bus terminals, and public truck terminals
8.3.2 Provision for future transport system
There exist other transportation projects conceived in the KMA. They include the new Kabul international airport, railway network development, national highway network and others. It is recommended that the proposed transport projects should be planned with reserve areas to accommodate these projects for their promotion as necessary.
8.3.3 Management of transportation system
Many stakeholders are involved in the development and use of the KMA transportation system. They include the Ministry of Urban Development, Ministry of Public Works, Ministry of Transportation, Ministry of Commerce and Industry, Kabul municipality, Ministry of Interior, Dehsabz City Development Authority and other government organizations as well as residents, enterprises and other users. The implementation of the transport projects as proposed would require coordination between these them. It is recommended that a metropolitan transport coordination council be established for consistent implementation of the proposed projects according to the master plan.
8.3.4 Organizational management
Transport enterprises undertaking operation of various transport facilities should initially be public entities, considering their public nature and large initial investments involved. As such public enterprises continue their operation, their efficiency may be reduced due to political considerations and need to offer comprehensive service coverage. While it is desirable that private capacities should be utilized by some incentive measures, the public entities in charge should first be made autonomous and then privatization be pursued in steps.
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APPENDIX-1: TRAFFIC SURVEY SHEET
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