Final Report April 2007

JFPR Grant No. 9078-TAJ Community-based Rural Road Maintenance Project

Baseline Survey and Poverty Impact Assessment Report Draft Final Report April 2007

Gregory R. Gajewski, Ph.D. Poverty Impact Specialist and Principal in Charge

Project Implementation Unit Ministry of Transport Republic of Tajikistan

The Louis Berger Group, Inc.

THE LOUIS BERGER GROUP, INC.

TABLE OF CONTENTS

LIST OF ACRONYMS / ABBREVIATIONS / TAJIK WORDS ...... 4 EXECUTIVE SUMMARY ...... 5 KEY FINDINGS ...... 6 1. INTRODUCTION...... 8 1.1. PROJECT DESCRIPTION ...... 8 1.2. OBJECTIVE OF BASELINE SURVEY AND POVERTY IMPACT ASSESSMENT REPORT...... 9 1.2.1. Unique Feature – Development Impact Study with a Control Group ...... 9 2. PRIMARY DATA COLLECTION ...... 9 2.1. DATA/INFORMATION COLLECTION TOOLS...... 9 2.2. LOCATIONS AND SAMPLING...... 10 2.2.1. Small-Sample Surveys...... 11 2.2.2. Focus Group Discussions...... 13 2.2.3. Traffic Counts...... 13 2.2.4. Formats and Methods to Collect Data for Multi-Criteria Analysis...... 13 2.3. TIMING ...... 13 3. SELECTION OF PROJECT ROADS...... 13 3.1. MULTI-CRITERIA ANALYSIS ...... 16 3.1.1. Multi-Criteria Analysis: Form to Assist in the Selection of Project Roads by Mahallas (Communities)...... 17 3.2. SELECTED PROJECT ROADS ...... 18 4. BASELINE CONDITIONS FOR FUTURE MONITORING & EVALUATION AND CONDUCTING POVERTY IMPACT ASSESSMENT – KEY ELEMENTS...... 21 4.1. DEFINING CORRIDOR OF INFLUENCE AND ESTIMATING NUMBER OF BENEFICIARIES...... 21 4.2. DEFINING THE “POOR” AND ESTIMATING POVERTY INCIDENCE ...... 21 4.3. USE OF CONTROL GROUP ...... 23 PART I: BASELINE CONDITIONS...... 24 5. BASELINE CONDITIONS...... 24 5.1. OVERVIEW...... 24 5.1.1. Demographic Profile of the Respondents ...... 26 5.2. HOUSEHOLD SURVEY ...... 28 5.2.1. Number of Household Members ...... 28 5.2.2. Household Income ...... 28 5.2.3. Occupation ...... 29 5.2.4. Household Roles...... 29 5.2.5. Agriculture Products and Livestock ...... 30 5.2.6. Land Ownership ...... 32 5.2.7. Access to a Road Network ...... 33 5.3. PASSENGER SURVEY...... 33 5.3.1. Number of Household Members ...... 33 5.3.2. Passenger Household Income...... 34 5.3.3. Food Insecurity...... 34 5.3.4. HIV/AIDS...... 35 5.3.5. Access to Road Network ...... 35 5.3.6. Access to Markets ...... 35 5.3.7. Access to Social Services (Schools & Hospitals)...... 36

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 2 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.3.8. Travel Mode & Cost ...... 36 5.4. DRIVER SURVEY ...... 37 5.4.1. Number of Household Members ...... 38 5.4.2. Driver Household Income...... 38 5.4.3. Food Insecurity...... 38 5.4.4. HIV/AIDS...... 38 5.4.5. Education...... 39 5.4.6. Access to Road Network ...... 39 5.4.6.1. Travel Distance and Time ...... 39 5.4.6.2. Travel Mode ...... 39 5.4.6.3. Travel Cost ...... 40 5.5. SHOP SURVEY...... 40 5.5.1. Access to Road Network ...... 40 5.5.2. Shop Income (Gross Income)...... 41 5.6. FARMER SURVEY...... 41 5.6.1. Access to Road Network ...... 41 5.6.1.1. Travel Distance and Time ...... 41 5.6.1.2. Travel Cost ...... 42 5.7. DATA SUMMARY TABLES ...... 42 5.7.1. Households ...... 43 5.7.2. Passengers...... 44 5.7.3. Drivers...... 49 5.8. KEY PERFORMANCE INDICATORS ...... 51 5.9. TESTING DATA – TREATMENT ROAD GROUP VS. NON-TREATMENT ROAD (CONTROL) GROUP ...... 52 PART II: POVERTY IMPACT ASSESSMENT...... 56 6. METHODOLOGY AND LIMITATION OF POVERTY IMPACT ASSESSMENT...... 56 6.1. TYPICAL APPROACH AND METHODOLOGY – OVERVIEW ...... 56 6.2. LIMITATIONS OF THE METHODOLOGY AND THE ALTERNATIVE APPROACH ...... 57 6.2.1. Beneficiary Analysis ...... 57 6.2.2. Identification of Key Stakeholder Groups ...... 58 6.2.3. Distribution Analysis ...... 58 7. PROJECT BENEFICIARIES AND STAKEHOLDER GROUPS...... 59 8. EXPECTED BENEFITS TO PROJECT BENEFICIARIES AND PROJECT’S IMPACT ON POVERTY...... 59 8.1. ACCESS TO MARKETS, EDUCATION AND HEALTHCARE ...... 60 8.2. PROVIDE EMPLOYMENT OPPORTUNITIES...... 60 9. STRUCTURAL CONSTRAINTS AND COMPLEMENTARY ACTIONS...... 61 10. NEXT STEPS ...... 62 11. ANNEX I – SURVEY & FOCUS GROUP QUESTIONNAIRES...... 63 12. ANNEX II: TRAFFIC COUNTS...... 64

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 3 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

LIST OF ACRONYMS / ABBREVIATIONS / TAJIK WORDS

A T ADB Asian Development Bank TJS Tajik Somoni

C U CEA Cost-effectiveness Analysis USD United States Dollar COI Corridor of Influence CBO Community-based organization V VOC Vehicle Operating Cost E ENPV Economic Net Present Value W WB World Bank F FNPV Financial Net Present Value Mahalla – Community / village G Jamoat – city/township GDP Gross Domestic Product Rayon – District Oblast – region H HDM Highway Development and Management Model Ha Hectares

I IMF International Monetary Fund

J Jamoat JFPR Japan Fund for Poverty Reduction

M M&E Monitoring and Evaluation Mahalla MCA Multi-criteria Analysis MOF Ministry of Finance MOT Ministry of Transport

P PIA Poverty Impact Assessment PIR Poverty Impact Ratio PIU Project Implementation Unit PPP Purchasing Power Parity PPMS Project Performance Management System

R Rayon District RED Roads Economic Decision Model

S Somoni Tajik currency SWRF Shadow Wage Rate Conversion Factor

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 4 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

EXECUTIVE SUMMARY

This report combines the Baseline Survey Report and Poverty Impact Assessment Report, which are separately mentioned in the Project Inception Report prepared in August 2005. This report was prepared in accordance with the Contract Agreement between the Consultant and Asian Development Bank (ADB) and provides a detailed analysis of the project area, and the baseline from which to measure the impact on poverty alleviation due to the project. The consultancy team developed a plan to conduct the economic, social and poverty impact analysis required by the project. The project area was split into “with project” and “without project” road intervention areas, which serve as the “treatment” and “control” areas, respectively. While a purely scientific approach would assign the candidate rural roads randomly between the two groups, a Multi-Criteria Analysis was used to select the “with project” or treatment roads to allow full community participation.1 At the end of the project, the team will be able to complete a sophisticated analysis that will come close to isolating the effects of the project only on the participating communities’ welfare. The team will evaluate and access how social and political institutions affect poverty and other key indicators as required for the project. The report is divided into two parts for ease of analysis: • PART I: Baseline Conditions Establishes the baseline conditions for the project area and presents a method for future monitoring and evaluation of the key performance indicators. • PART 2: Poverty Impact Assessment Describes the standard method for conducting a prospective poverty impact assessment (PIA) and presents the inapplicability of using this approach for this project. Instead, a more scientific approach will be used to measure the project’s impact of poverty, but it will only be available at the end of the project. The section identifies the project beneficiaries, the likely benefits to project beneficiaries, and how the project’s impact on poverty reduction will be measured over time. The use of a treatment and a control group, which allows for a statistical comparison between those benefiting from the project to those not benefiting from the project, will show, over time, the impact of the project on poverty alleviation. At this time, due to data limitations imposed by the limited size of the project’s budget, along with factors unique to the project, renders it impossible to conduct a traditional prospective poverty impact analysis.

For a prospective PIA there are four pillars: 1) Beneficiary Analysis; 2) Identification of Stakeholder Groups; 3) Distribution Analysis; and 4) Identification of Potential Complementary Actions. For this project, the third pillar – distribution analysis – could not be conducted because of the limited project budget. A huge budget would be required to estimate the expected Economic Net Present Value of the project using HDM-4 or RED. The distribution analysis requires an estimate of the Economic Net Present Value of the project, which was too expensive to estimate given the project’s budget. Moreover, given the very bad conditions of the roads and the very low volume of traffic, collecting data to run RED would yield estimates of the ENPV that would be very inaccurate, aside from being very expensive to collect the required data. With the low levels of traffic and bad road conditions, HDM-4 is inapplicable in any case.

1 Multi-Criteria Analysis (MCA) is a decision-making tool developed for evaluating complex problems. For projects where multiple criteria are used, a logical, well-structured decision-making process is required. Another difficulty in decision making is that reaching a general consensus can be very difficult to achieve. By using MCA the members do not have to agree on the relative importance of the Criteria or the rankings of the alternatives. Each member enters his or her own judgments, and makes a distinct, identifiable contribution to a jointly reached conclusion.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 5 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

To establish baseline conditions for the treatment and control areas, the consultant team conducted surveys of five community groups (households, passengers, drivers, farmers, and shop keepers). Semi-structured formats were also used to conduct focus group discussions as part of the baseline data on the Jamoats in selected areas.

The baseline survey covers approximately 720 km of rural roads in the treatment and control areas. Respondents to the survey provided information on access to markets and other social institutions; household composition and income; poverty and education levels; and access to well maintained roads and transport services. To determine if the populations in the treatment and control areas are statistically different, a t-test was employed on each of the variables for which information was collected (e.g., household income, size). Based on this analysis, it was determined that there are no statistically significant differences. This finding indicates that because baseline conditions of the two areas’ populations are the same from a statistical perspective, then the two areas can be compared after the project’s completion to determine if the project had any statistically significant impact on the tested variables, and if so, the magnitude of project induced changes.

The report provides a monitoring framework for future monitoring and evaluation activities. The key performance indicators identified in the original contract between the Consultant and the ADB are incorporated in this report and baseline conditions are established for each indicator. Project benefits and outcomes are divided into three phases: immediately upon project completion, short term benefits (1-3 years) and medium-term benefits (3-5 years). A method for monitoring the selected indicators is outlined at the end of Part I and presented at the conclusion of the project.

KEY FINDINGS At the local level, households, passengers and drivers responded that better rural roads would improve their overall daily lives in many ways: easier movement, reduction in transport costs, increased trips to marketplaces, increased trips to social institutions, increased sales of products in marketplaces, increase in income sources, and more job opportunities. Traffic volume on the project roads is very low, which is attributed to the level of poverty that exists in this region of Tajikistan, the topography of the region, and the isolation of the villages that are many kilometers distant from larger market centers. Farmers identified difficulties to farming due to: lack of water (79%), lack of land (13%), lack of electricity (4%), and lack of time (4%). Knowledge about HIV/AIDS and its prevention is minimal among the respondents, only 42 percent of passengers responded to have knowledge of HIV/AIDS; followed by 33 percent of drivers who said they had some knowledge of HIV/AIDS. Average household composition of the surveyed community groups exceeds seven household members. The household survey showed households have an average of 7 members per household, the passenger survey showed that passengers have average of 8 members per household, and the driver survey showed that drivers have an average of 8 members per household. Poverty Incidence2

2 The poverty incidence was calculated using the collected data for households, passengers and drivers. See below for a description of how the poverty line was set, and how the incidence of poverty was estimated.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 6 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

• The study determined that in the project area (treatment and non-treatment areas combined), 25% of households are poor, while 75% are non-poor. • The study determined that in the project area (treatment and non-treatment areas combined), 61% of passengers are poor, while 39% are non-poor • The study determined that in the project area (treatment and non-treatment areas combined), 22% of drivers are poor, while 78% are non-poor. T-test Results • Differences between the treatment and non-treatment areas are not statistically significant.

Other Findings At the local level and during focus group discussions, respondents identified the following as the reasons for differences between the “better-off” and the poor in the area: lack of knowledge about business development; lack of financial resources; lack of land, cattle and livestock; lack of access to rural roads; access to only destroyed rural roads; and lack of technology for agriculture development. During focus group discussions, the majority of community members demonstrated willingness to participate in community/village-level maintenance activities to ensure good road conditions.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 7 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

1. INTRODUCTION

Since 1999, the Asian Development Bank (ADB) has been assisting Tajikistan to develop its transport sector. The road sector is the single most important component of transport within the country. The maintenance of roads, which form the economic lifeline of the country, is a necessary, but not sufficient, condition for the development of Tajikistan. Other actions are required to show the poor how to best benefit from the improved roads. As with all small-scale projects, development and poverty reduction come from a holistic approach to development.

Tajikistan is a landlocked country, and its transportation almost entirely depends on roads. The entire road network was built before the country’s independence in 1991 and was well-maintained with substantial budgetary support from the Soviet Union. Inadequate funding since 1991, frequent floods and landslides have left the roads, and particularly the more remote rural roads covering mountainous terrain, in poor to impassable conditions. This constrains the rural population’s access to basic social facilities, especially markets. The Government of Tajikistan established a road fund in the past, but it was closed in 2000 due to the requirements of the International Monetary Fund (IMF). Road maintenance is now funded through the general state budget.

1.1. Project Description

The objective of the project is to alleviate rural poverty and to raise living standards of the rural communities in the project area through increased access to basic social and economic activities. Another important expected outcome of the project is the establishment of an effective, sustainable, and cost-effective community-based road maintenance system in the project area.

A summary of the expected outputs are:

1. Employment and income generation opportunities created for the rural poor through contracts for minor repairs and maintenance of rural roads; 2. 350 kilometers of rural roads improved, and access to villages enabled; 3. Sustainable access to education, health, markets, and regional economic center secured; 4. Institutional capacity in local governments and non-governmental organizations built; and 5. Small and very small contractors and local communities created and empowered to manage and execute maintenance and minor repairs of rural roads.

To achieve the outputs listed above, the project design consists of the following five components:

Component: A Establishment of a Rural Road Maintenance Planning System Component: B Capacity Building in Community-Based Maintenance Work Component: C Community-Based Road Maintenance Work Component: D Project Management, Monitoring & Evaluation Component: E Economic, Social, and Poverty Impact Analysis

This report, Baseline Survey and Poverty Impact Assessment Report 3 , comprises Component E above at this time.

3 This report combines the “Baseline Survey Report” and the “Poverty Impact Report”, which are separately mentioned in the Project Inception Report prepared in August 2005 in order to avoid redundancy.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 8 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

1.2. Objective of Baseline Survey and Poverty Impact Assessment Report

The objective of the Baseline Survey was to establish the baseline conditions before the improvement of selected project roads to measure the project impact on poverty reduction and social and economic development in the corridor of influence (COI). The Baseline Survey also supports the Poverty Impact Assessment of the project, providing the primary data on the socioeconomic conditions of the project area as well as on the local population’s usage of roads, which are critical to assessing the impacts of the project on the local communities. Thus, this report, presenting the baseline conditions and the poverty impact assessment together, provides the basis for future impact assessment.

Specifically, this report:

Presents the approach, methods, and tools used to collect the primary baseline data; Reviews the collected data, and analyzes and establishes the baseline conditions of the project area as well as of the control group; Reports on the qualitative findings from the fieldwork;

1.2.1. Unique Feature – Development Impact Study with a Control Group

This study provides an opportunity to conduct a “real life” experimental experience to assess poverty reduction and development impacts of a rural road project by splitting the project area into “treatment road” and “non-treatment road” groups. The latter group serves as the “control” group, against which the changes observed in the “treatment road” group areas will be compared to separate the project’s impact from others. This type of controlled experiment on rural road interventions has only been done once before by the World Bank in Latin America.4

2. PRIMARY DATA COLLECTION

For establishing the baseline conditions and conducting a poverty impact assessment, data/information directly collected in the field serve as the key inputs. While available secondary sources can provide a general socioeconomic overview of Tajikistan and the project area in an aggregate sense, they are not sufficient to establish the project-area-specific baseline and to conduct a poverty impact assessment – dividing the overall project area into two to have a control group further makes it important that extensive on-the-ground work for data collection be carried out.

2.1. Data/Information Collection Tools

The team used a combination of participatory tools that provide qualitative, information from direct observation, and quantitative data. Specifically, the data/information collection tools that the team used for this study are:

4 The objective of the Peru Rural Roads Project (Phase 1 and 2) was to improve access to social services, markets and income generating activities with gender equity, to help alleviate rural poverty and raise living standards of rural communities. Comprehensive impact surveys were conducted at the end of Phase 1 and at mid-term of Phase 2, the method used compared the roads under the program with a control group not under the program (but that may have been rehabilitated under other programs). Phase 1: http://web.worldbank.org/external/projects/main?pagePK=64283627&piPK=73230&theSitePK=40941&menuPK=228424&Projectid=P037047 Phase 2: http://web.worldbank.org/external/projects/main?pagePK=64283627&piPK=73230&theSitePK=40941&menuPK=228424&Projectid=P044601

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 9 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Small-sample surveys o Shops o Drivers o Farmers o Passengers o Households Focus group discussions Traffic counts Community meetings to fill forms to select roads for multi-criteria analysis (MCA)

The study team designed project-specific survey questionnaires and interview/discussion guidelines and conducted a pilot in May-June 2006. Based on the results of the pilot fieldwork, the final questionnaires and interview/discussion guidelines were completed. The questionnaires and the guidelines are in Annex I.

2.2. Locations and Sampling

The Team determined that the design of the primary data/information gathering plan had to meet the highest possible scientific standards given the tight budget constraints. Thus, the Team used a proportional stratified random sampling method for all surveys, except the “Forms to select roads by Mahallas (communities)”, which were completed by every village served by the 720 kilometers of roads under consideration to be included in the project. The locations of the fieldwork are provided in the map.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 10 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

The following sections describe how the team determined the sample size for each sample instrument required for this study. The stratification is done by Rayon and Jamoat.

2.2.1. Small-Sample Surveys

Shops The team determined the survey universe for shops in the project area at the Jamoat level for each of the four Rayons from Jamoat passport data. Because there was a high degree of variation among the shops based on the pilot surveys, the team determined that the sample size should include 22% of the shops in the project area. The sample size was determined and distributed among the project Rayons by the proportion of the total number of shops in the total Project area. These numbers were then adjusted slightly depending on the actual number of shops in the Rayon to ensure a representative sample.

Drivers The team determined the universe of drivers by using the number of registered motor vehicles at the Jamoat level for each of the four Rayons as defined by the Jamoat passport data. Given the degree of variation observed among drivers in the pilot surveys, the team decided to use a survey sample size of 15%, using proportional sampling. The general number of sample surveys was distributed among the project Rayons based on their proportion of the total number of the motor vehicles in the project area. These numbers were then adjusted depending on the actual number of vehicles in the Rayon to ensure a representative sample.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 11 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Farmers The team determined the universe of farmers by using the number of registered farms at the Jamoat level for each of the four Rayons as defined by the Jamoat passport data. Given the degree of variation observed among farms in the pilot surveys, the team decided to use a survey sample size of 20%, using proportional sampling. The general number of sample surveys was distributed among the project Rayons based on their proportion of the total number of the farms in the project area. These numbers were then adjusted depending on the actual number of farms in the Rayon to ensure a representative sample. Commercial farms are typically very large, thus there are a small number of such farms per Rayon.

Passengers There are 5,532 vehicles registered in the project area according to official records. Based on the pilot surveys, the team determined that 25-30% of these vehicles are not working. Subtracting this 25% leaves a total universe of 4,149 vehicles. Again, based on the pilot surveys, the team further determined that 15% of working vehicles are tractors that carry no passengers. That leaves a universe of 3,527 vehicles carrying passengers in the project area. The team determined that sampling 12% of the 3,527 vehicles as passenger-carrying vehicles for the passenger survey was optimal using the proportional sampling method, with slightly over-sampling in Rogun to account for the low number of actual vehicles, giving a total of 423 passengers to be surveyed. The sampling rate was determined because the degree of variation between passengers was relatively small based on the pilot surveys.

Households Given that the number of households in the Project area is so large, the team determined that an overall sampling rate of 5% of the total number of households for this survey would give a representative picture of the project area. The team then applied the proportional sampling method to the Rayons in the project area.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 12 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

2.2.2. Focus Group Discussions

The number of focus group discussions was determined by the number of Jamoats in the four Rayons of the project area. One focus group was conducted in every Jamoat. Mahalla (village) leaders in each Jamoat were strongly encouraged to participate in the focus group discussions. The team also conducted separate focus group discussions for women only to qualitatively assess gender issues.

2.2.3. Traffic Counts

The team took into account the total number of potential project roads. Because there are 218 candidate rural roads in the project area, the team determined that 218 traffic counts be implemented (i.e. one traffic count per road). Traffic counters were placed in villages closest to the nearest paved road. Traffic counts were conducted along the road and road conditions were studied to measure the operating costs of different vehicle classes that use the road or that will likely use the road in the future. Traffic counters documented the number of vehicles traveling each road continuously throughout the day.

2.2.4. Formats and Methods to Collect Data for Multi-Criteria Analysis

The team identified the number of Mahallas in the project area based on the Jamoats’ passport data in each of the four Rayons in the project area. The forms were filled in by Jamoat leaders in all four Rayons in the project area representing the respective Mahallas. The forms were also completed and questions administered during the road selection meetings and community meetings where project team members were present.

Participants who were at the roads selection meeting were the leaders of the respective Jamoats representing their Mahallas. The facilitator prepared the road selection criteria in advance. The criteria were presented in front of the community members to encourage discussion and also create an environment of ownership. The facilitator briefly reviewed the criteria and the scoring system and asked the participants to reach a consensus on the score for each criterion, which generated significant debate.

2.3. Timing

The fieldwork for the baseline, the poverty impact assessment and the MCA for road ranking were simultaneously conducted for the period of September and October, 2006. This ensured that there was no bias in the surveys and interviews. The surveyors/enumerators were not aware of the roads which would be selected for the project (i.e. those who conducted the fieldwork were not informed of whether they were surveying/interviewing a treatment road or a non-treatment road).

3. SELECTION OF PROJECT ROADS

Usually, road rehabilitation projects require traffic counts along the road and an assessment of existing road conditions to estimate vehicle operating costs by type of vehicle using the road. The yearly cost required for improving the road to a given standard is usually estimated using a transport economic model such as HDM-4 (Highway Development and Management System). The models the team normally would also use estimates of the benefits by year in vehicle operating cost savings and in time savings based on hypothetical road improvements. The net benefit streams

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 13 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

obtained from the estimated costs and benefits are then discounted over time to translate them into the current dollar terms. Standard practice is to use a discount rate of 12%, which allows an estimation of the economic net present value (ENPV) of rehabilitation of each candidate road. Ranking each road according to the estimated ENPV from the highest to the lowest enables selection of a set of top-ranking roads for a particular road rehabilitation project.

The team considered the following methods to rank the rural roads:

Highway Development and Management System (HDM-4); Roads Economic Decision Model (RED); Cost-effectiveness Analysis (CEA); and Multi-Criteria Analysis (MCA).

The two models most commonly used are HDM-4 or RED (Road Economic Decision Model). HDM-4, to be relatively accurate, requires an average annual daily traffic (AADT) of over 200, plus road conditions that are not too bad as measured by the international road roughness index (IRRI). For roads with greater than 50 vehicles per day (AADT) and poor road conditions that cannot be handled by HDM-4, RED is the model of choice. However, for roads in poor condition with less than 50 vehicles per day, there is no good model, although a Cost-Effectiveness Analysis may be used.5 As shown in the distribution tables below, the vast majority of the control and treatment roads have less than 50 vehicles per day in traffic, based on the team’s traffic counts (see Appendix II).

Thus the team ruled out the use of either RED or HDM-4. In addition, the road conditions are poor, and this would further reduce the effectiveness of HDM-4, even if the traffic level were high enough to justify the use of the model. CEA requires a significant amount of data collection on road conditions and estimated benefits as well, is not as reliable as RED, and requires a significant budget to collect road condition data and to estimate benefits. Most important, because this is a community-based approach to sustainable rural road maintenance, requiring communities to use their own labor and resources to maintain the roads, the team selected the use of MCA, where community preferences carry a very heavy weight as to which roads will be included in the project.

While MCA may not be the “best” method (i.e., the most objective) according to some transport economists, it is sufficient to achieve the objective of selecting project roads, given the project’s budget constraint and the lack of traffic on the candidate rural roads. Further, since this is a community-based Project, the team views using MCA as a strong advantage in terms of selecting roads that will see high levels of community participation in their maintenance.

5 Lebo, Jerry and Deiter Schelling. “Design and Appraisal of Rural Transport Infrastructure: Ensuring Basic Access for Rural Communities” World Bank Technical Paper No.496, December 1999.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 14 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Treatment Area

Number of Roads 80

40 Total 73

28 10

8 3 5 0 Less Than 50 Between 51 And 100 Between 101 And 150 Between 151 And 200 Greater Than 200

Number of Vehicles Per Day

Non-Treatment

Number of Roads 90

50 Total 40 77

10 19

5 0 11 Less Than 50 Between 51 And 100 Between 101 And 150 Between 151 And 200 Greater Than 200

Number of Vehicles Per Day

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 15 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

3.1. Multi-Criteria Analysis

Selection of roads to be included in the treatment area was based on the following criteria:

(i) Serve the poor and the poorest beneficiaries (ii) Suitable for labor-intensive techniques (iii) Enjoy community commitment and beneficiary involvement (iv) Technically sound and simple (v) Consistent with national priorities (vi) Possess economic potential (vii) Provide access to social facilities and other roads (viii) Have matching community counterpart contributions

To make the assessment process participatory and beneficiary-responsive, the team developed a form to select roads by Mahallas, incorporating as many of the criteria as possible.

The forms to select roads by Mahallas were completed by every Mahalla (village) served by the candidate roads and provided the data/information needed to apply the MCA method for ranking the candidate roads.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 16 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

3.1.1. Multi-Criteria Analysis: Form to Assist in the Selection of Project Roads by Mahallas (Communities) Rayon______Jamoat______Mahalla______

Criteria of selection roads # or name of the road

Access to education Access to health Access to markets Access to farms and other lands Access to the main road Access to Jamoats, Hukomats, etc. Willingness of Community Members to make in-kind or cash contribution of 10% of the cost of improving and maintaining the road for the length of the project (three years)? Is the road cost-effective in your opinion? Are your Mahalla members willing to maintain the road for the very long term, after the project is over? Is the road to benefit disadvantaged groups, such as the poor and poor women? “Very Important” if the road improvement/maintenance will have a no or small impact on the environment, “not important” if the road improvement/maintenance will have a big negative impact on the environment. High support of other local stakeholders (i.e., farmers, civil society (NGO’s), other donors, and religious leaders)? Will the road improvement increase your incomes over the long term? Total

Note: The evaluation criteria on the selection of project roads by MCA are based on the following scores: 1. not important 2. important 3. very important

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 17 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

The rural roads were classified in the following three categories based on the response provided by local communities via this form and the teams direct observations of the roads from both and engineering and an economic perspective.

1) Priority roads that will be financed under the this project 2) Less priority roads that will be left for future donors and to the Government of Tajikistan or be locally sponsored 3) Least priority roads that will not require immediate attention.

The results of the MCA were then subject to a costing exercise by the team’s engineers. Since the project has a fixed budget and requires that roughly 350 kilometers of roads, the roads ranked highest by the MCA were costed for improvement to acceptable standards. Where the likely cost of rehabilitating a road was prohibitive it was excluded from the selected project roads and placed in the control group. Wherever possible, the results of the MCA were given more weight in the selection process than cost or engineering factors.

3.2. Selected Project Roads

A total of 77 roads were selected for rehabilitation and a total of 28 roads were selected for winter and spring maintenance. The areas surrounding these 105 roads are considered the treatment areas. The roads that were not selected for rehabilitation or maintenance serve as the control group.

List of Treatment Roads Length, № № Road Road Amount(TJS) km Varzob 1 Sec-1,2 Takob – Safedorak 0.80 25456.08 2 Sec-3 Takob – Safedorak 0.40 11193.48 3 Sec-4 Takob – Safedorak 0.50 12378.55 4 Sec-5 Takob – Safedorak 0.40 37747.95 5 Sec-6 Takob – Safedorak 0.10 6625.61 Total 2.20 93401.68 Faziabad 1 I-1 Chilchashma 3.00 38028.53 2 I-1A Oftobruy 4.00 46930.63 3 I-5 Stkishloka 4.00 46875.93 4 I-4 Lolagi 1.20 21301.45 5 I-16 Kengeli 3.00 33802.06 6 I-14 Saydjni 2.00 35423.44 7 I-22 Dubeda 1.00 19533.96 8 I-23 Chanoro 2.50 36351.04 9 I-26 Eshono-kulobien 5.50 51233.84 10 I-34 Binisumch 1.80 24813.54 11 I-33 Boboi-Vali 1.00 24319.94 12 I-35 Dorov 2.00 31185.14 13 I-36 Gulhayri miena 2.50 17008.73 14 I-40 Gulteppa 2.50 34472.25 15 I-39 Muminobod 2.00 28076.84

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 18 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

List of Treatment Roads Length, № № Road Road Amount(TJS) km 16 I-43 Miskinobod 3.00 36802.84 17 I-45 Strit Faizaliev, Saidjalol 0.80 19818.37 18 I-46 Chinai 1.50 27722.91 Total 43.30 573701.46 Rogun 1 II-6 Lugurob - Lugurobi bolo 10.00 74360.41 2 II-8 Chashmai - Kullo 3.50 50245.42 3 II-9 Kandak - Lijak 6.00 69872.07 Total 19.50 194477.89 Nurobod 1 III-1 Mujiharf-Shodmoni 9.00 148860.02 2 III-2 Hasandara-Javchi 9.00 132699.30 3 III-3 Layron-Tagikamar 4.00 65797.22 4 III-7 Rohi kalon - Yhch 7.50 63761.30 5 III-33 Rohi kalon - Yhacdara 4.00 46197.88 6 III-6 Nurobod - Tegirmi 9.00 129779.83 7 III-25 Sarikosh - Siyhob 3.00 43620.14 8 III-35 Dehi tag - Kabution 1.50 22662.08 9 III-5 Nurobod - Saydon 6.00 81085.16 10 III-20 Yhch - Btdiho 8.00 68986.90 11 III-38 Sarimazor - Degdonak 4.50 57551.88 12 III-30 Rohi kalon - Obilurd 1.80 26678.59

13 III-22 Gardishi Pandovchi-Saridasht-Bulbuldara 4.00 59758.18 Total 71.30 947438.50 Rasht 1 IV-40 Mashkonak 1.20 20500.46 2 IV-36 Loyoba 1.20 20856.76 3 IV-37 Karoluk 1.10 15560.13 4 IV-43 Shuli bolo 1.30 35033.41 5 IV-109 Chugdabien 3.00 42330.91 6 IV-116 Nigoba 3.00 42803.67 7 IV-110 Shilhob 8.00 82846.06 8 IV-104 Chorcharog 5.00 39380.57 9 IV-114 Oluchako 1.00 21675.53 10 IV-117 Strit Ayni 1.50 18786.06 11 IV-122 Strit Husenzoda 1.00 14454.34 12 IV-22 Poche poen 4.50 64813.43 13 IV-35 Shinglich 6.00 39289.68 14 IV-29 Dehai - Hojaali 2.00 23882.77 15 IV-26 Shoindara 5.00 65766.68 16 IV-49 Nisheren 2.20 45674.42 17 IV-52 Bedaki bolo 2.70 35139.61 18 IV-7 Kalandak 5.00 64194.76

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 19 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

List of Treatment Roads Length, № № Road Road Amount(TJS) km 19 IV-2 Duoba 2.50 36993.17 20 IV-5а Hilmoni-Patkinamo 2.00 33080.30 21 IV-11 Lolazoron 0.50 9040.92 22 IV-15 Gumush - Boloshahr 6.00 77186.61 23 IV-8 Dahani Gumush 5.00 45388.65 24 IV-86 Hijborak 4.00 51361.85 25 IV-90 Yhak Past 2.00 41560.40 26 IV-92 Yarhab 2.00 37399.36 27 IV-59 Nimichak 0.90 12251.08 28 IV-58 Jafri bolo 2.50 35518.47 29 IV-60 Himich - 2 2.40 33164.17 30 IV-57 Yldamich 2.00 27728.04 31 IV-55 Shahrinav 1.20 14486.71 32 IV-53 Hufak 1.50 23364.50 33 IV-69 Hisorak 3.00 34700.31 34 IV-72 Shuldur 1.50 18200.19 35 IV-62 Hoit - 2 4.00 45407.32 36 IV-64 Purko 2.30 24147.27 37 IV-94 Askalon 3.00 30256.53 38 IV-99 Chakiho 2.00 26900.78 Total 105.00 1351125.88 SUBTOTAL 241.30 3160145.41

The list of selected roads for winter and spring maintenance

№ п/п № Road Title of the roads Length, km

Faziabad 1 I-41 Kashkaraha 3.00 2 I-42 Saroy 2.30 3 I-31 Kalai dasht 1.70 4 I-32 Ochildi 2.00 Total 9.00 Rogun 1 II-1 Rohi kalon - Javoni - Gulisurh 18.00 2 II-2 Rohi kalon -Dehkanabad 17.00 Total 35.00 Nurobod 1 III-19 Sebak - Farkak 3.00 2 III-21 Saripul - Pfndovchi - Pitta 3.50 3 III-43 Furudgoh - Langar - Sinjit 4.20 4 III-48 Hasandara-Shahtut 4.50 5 III-41 Mujiharf - Chepak 2.50 Total 17.70

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 20 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

The list of selected roads for winter and spring maintenance

№ п/п № Road Title of the roads Length, km

Rasht 1 IV-4 Zarifi 4.50 2 IV-6 Chuhtak 6.00 3 IV-19 Gujmot 5.00 4 IV-10 Di Mullobadal 1.50 5 IV-42 Varduch 1.00 6 IV-38,39 Kizrok - Kachamandi 2.00

IV-93,95,97, Runov -Bulkos,Kull,Zuhbed…. 7 98,100,101,102,103 11.00 8 IV-23 Poje bolo 4.00 9 IV-33 Kavrak 2.00 10 IV-66,68 Yhchi bolo,yhchi miyna 7.00 11 IV-32 Ruvoz 3.00 Total 47.00 SUBTOTAL 108.70

4. BASELINE CONDITIONS FOR FUTURE MONITORING & EVALUATION AND CONDUCTING POVERTY IMPACT ASSESSMENT – KEY ELEMENTS

The objective of this study is to assess the current poverty situation and to monitor and evaluate how road rehabilitation will benefit various stakeholders over time, including socially vulnerable groups such as the poor and women. The study also aims to measure the project impact on poverty and development as accurately as possible therefore clearly defining the corridor of influence (COI) and “the poor” is essential. The following sections explain how the study identified COIs and poverty.

4.1. Defining Corridor of Influence and Estimating Number of Beneficiaries

First, using length data of the selected road Total Estimated Number of Beneficiaries sections, a 10-kilometer-wide ribbon of terrain #% with the project road in the center6 is defined as Total Beneficiaries 332,359 100% the project's corridor of influence (COI). This is a Poor 83,090 25% standard approach for defining a project’s Non-Poor 246,594 74% immediate COI. The total number of beneficiaries is estimated by multiplying the COI of each Table 1: Total Estimated Number of Beneficiaries (Treatment) project road by the relevant region’s population density. Based on this approach the total number of beneficiaries is 332,359 out of which 25% are poor and 74% non-poor.

4.2. Defining the “Poor” and Estimating Poverty Incidence

6 A Corridor of Influence (COI) is generally defined as a 15-kilometer-wide area on both sides of each road (thus 30-kilometer-wide ribbon of terrain). However, because Tajikistan’s topography makes access to the road considerably more difficult than relatively flat topography, COIs for the Project were thus adjusted by narrowing the area to a 5-kilometer-wide band on both sides of the road.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 21 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Defining “the poor” is a key element needed to establish the baseline and for future monitoring and evaluation (M&E) and thus to assess the project’s effects on poverty alleviation at the end of the project. In this study, the team defined the poor as “those who live on less than USD 2.15 per day at purchasing power parity (PPP)” in accordance with the latest available international poverty line.7 This poverty line translates into 47.06 Somoni (2003 Somoni) per month with the 2000 conversion factor of 0.3596 Somoni per USD.

Tajikistan experienced the annual average inflation of 16.4%, 7.1%, and 7.1% for years 2003, 2004, and 2005, respectively. The Consultant inflated 47.06 Somoni using these rates and estimated that the 2006 Somoni equivalent of the international poverty line of USD 2.15 per day is 62.83 Somoni per month. This number was applied in this study to estimate the poverty incidence and the number of poor beneficiaries.

Using this poverty line, the team estimated that the project area’s poverty incidence is 25%, with 27% in the treatment road area and 22% in the non-treatment road (control) area8. (More detailed information regarding the poverty as well as other socioeconomic indicators of the project area is provided in Section 5.)

The team collected income and expenditure data in monetary terms to estimate poverty incidence. However, people generally tend to underreport their incomes. Since most people exclude the money value of home-grown food items from their reported incomes and expenditures, the team corrected for this type of underreporting. To correct for the likely underreporting of incomes and expenditures of those who consume agricultural products from their private plots, the team used: 1) the international poverty lines as guidelines; and 2) the data obtained on the percent of the total household food consumption satisfied by household agricultural production. This method was used for an ADB PPTA in Timor Leste by the consultant and subsequently approved by the ADB and further ADB views this approach as a “best practices” method.9

The steps described below include an example of adjusting a reported per capita income of 58.33 Somoni (Item A in the table below) of a person who also indicated that 35% (Item B) of his/her household food consumption comes directly from his/her private plots:

1. 58.33 Somoni (Item A) is the person's income per capita before adjustment, and 35% (Item B) is the estimated percentage of the respondent's household food consumption met by his/her household agricultural production.

2. The international poverty lines are USD 2.15 PPP a day for the poor and USD 1.08 PPP a day for the very poor. These PPP poverty line equals 62.83 Somoni and 31.54 Somoni 10 , respectively.

7 “Republic of Tajikistan: Poverty Assessment Update”, Report No.: 30853-TJ, 6 January 2005, Human Development Sector Unit, Central Asia Country Unit, Europe and Central Asia Region, World Bank. Pp. 1-5. 8 These are the household survey figures 9 See Francesco Tornieri, Miho Ihara, and Gregory Gajewski. “Designing Socially Inclusive and Gender-Responsive Transport Projects: A Case Study on the ADB Timor-Leste Road Sector Improvement Project,” Manila, Philippines, Asian Development Bank, Forthcoming Peer-Reviewed Monograph, 2007. 10 With the 2000 conversion factor of 0.3596 Somoni per USD, the international extreme poverty line of USD 1.08 PPP is equal to 23.62 Somoni in 2003, according to “Republic of Tajikistan: Poverty Assessment Update” (World Bank, January 2005). As in the case of estimating the Somoni equivalent of the international poverty line of USD 2.15 PPP, the Somoni equivalent of the extreme poverty line was estimated based on the 2000 conversion factor and was inflated up to 2003. Therefore, the Consultant updated the Somoni equivalent of the extreme poverty line to 2006 by applying annual average inflation of 2003, 2004, and 2005 (the same method that the Consultant applied to update the poverty line of USD 2.15 PPP) and estimated that the 2006 extreme poverty line is equal to 31.54 Somoni.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 22 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

3. The poverty line of USD 2.15 PPP (or 62.83 Somoni) (Item C) is assumed to be the expenditure amount necessary for a person to purchase the minimum but sufficient amount of food and basic household items. The poverty line of USD 1.08 PPP (or 31.54 Somoni) is considered the food threshold, below which people are unable to secure enough food to meet daily caloric requirements. (Item D).

4. The households’ estimated percentage of food consumption met by agricultural production was converted into monetary terms for each observation by applying the food threshold, 31.54 Somoni (Item D). In the example below, the household food consumption directly satisfied with household food production reported by the respondent is 35% (Item B). Therefore, the estimated monetary amount equals 11.04 Somoni (Item E), which is derived by simply multiplying the food threshold by 35% (Item B).

5. The sum of the reported income per capita, 58.33 Somoni (Item A), and the estimated monetary amount equivalent to the household consumption met by household agricultural production, 11.04 Somoni (Item E), is considered as the adjusted income per capita, which is 69.37 Somoni (Item F) in this example.

Table 2: Per Capita Income Adjustment Method Example: A person with: a) a reported monthly per capita income of TJS 58.33 (Item A); and b) 35 percent of total household (HH) food consumption satisfied with HH agricultural consumption (Item B) A BCDEF (Monthly) Income per capita (before HH Consumption satsified National Poverty Estimated Food Convert item B into (Monthly) Adjusted adjustiment) with HH production Line (2006) Threshold (2006) monetary terms income per capita Reported (TJS per month) Reported --Item B x Item D Item A + Item E 58.33 35% 62.83 31.54 11.04 69.37

4.3. Use of Control Group

The effects of any particular project can be most clearly identified and measured when there are two identical groups. One of the groups is included in the project and the other, excluded and monitored as the control group. Having a control group enables separating the project-induced effects from the general development that takes place without the project. However, having a control group for a real-life development project is often difficult. One of the major difficulties in creating a control group for a development project is an ethical one. A control group needs to be identical to the group that will receive a development project, and this means that the groups of people who equally need development assistance are divided into two, with the “unlucky” group not receiving the project benefits.

This project, however, selected the roads using a multi-criteria analysis, and the roads that were not selected for rehabilitation or maintenance are considered to be the “control group”. The control group was not chosen at random, but rather those that ranked low using the MCA described earlier in the report.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 23 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

PART I: BASELINE CONDITIONS

5. BASELINE CONDITIONS

5.1. Overview

The results of the Socioeconomic Baseline Survey complemented by focus group discussions are presented in this section. The survey questionnaires along with the focus group discussion questionnaires are presented in Annex I. The Socioeconomic Baseline provides the baseline profile of the treatment and non-treatment areas, against which the future impact can be compared, thus enabling the monitoring and evaluation (M&E) of the project’s impact over the next three years.

A unique method is used to determine the net effect of the project on the selected project indicators. The method includes: selecting two sets of roads to serve as the treatment/project roads and non- treatment/control roads; conducting baseline surveys and collecting preliminary data; monitoring progress on the project’s indicators through time and finally calculating the difference in progress between the two groups at the end of the project. To calculate the benefits of the proposed project, the method was customized to take into consideration Tajikistan’s terrain, transport infrastructure and traffic volume. A control group has rarely been used to determine the effects of an infrastructure project on a community. This is a good opportunity to show the extent of benefits such projects have on communities’ economic growth and development and to determine whether or not the project indicators in the non-treatment area remain little changed, while significant progress is made in the treatment area because of the project’s implementation.

Select project roads. This gives us two sets of roads: Treatment Roads and Control Roads

About 350 350 kilometers of kilometers of roads Project (Treatment) not covered by the Roads project (Control) roads

Conduct detailed Baseline Surveys on samples of both sets of roads (Control Roads and Treatment Roads) to collect the estimates of the project's indicators

Annual monitoring and evaluation on samples of both sets of roads to measure progress on the project's indicators

At end of project, take gross changes in indicators from project (treatment) roads and subtract the gross change in indicators from roads not in project (control) roads, and this gives the: NET EFFECT OF THE PROJECT ON THE INDICATORS

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 24 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

The baseline survey encompassed five local community groups: households, passengers, drivers, farmers and shop owners located in areas around the project candidates’ roads. Results for each group survey were separated into treatment and non-treatment (control) groups to evaluate whether or not there are significant differences between the two groups’ tested variables before the project begins. A t-test was conducted for each survey variable (i.e. income, distance traveled, household members) to determine if any statistical differences exist between the two groups. The t- test assesses whether the means of two groups are statistically different from each other. The t-test results show that the difference between the two groups is not statistically significant and the null hypothesis was accepted with a 0.05 significance level for many of the tested variables.11 The table below depicts the average income of three community groups in the treatment (T) and non- treatment (NT) areas. There is little difference between the income levels of the treatment and non- treatment groups.

Income - Difference Between Means

160

140

120

100

80 Mean 60

0 TNTTNTTNT

Passengers' Income Drivers' Income Households' Income

The treatment area is defined as the set of areas surrounding the roads selected for rehabilitation and maintenance. The non-treatment area is defined as the set of areas surrounding the roads that will not be rehabilitated under this project. Table 3 outlines the sample size by group and by treatment and non-treatment road areas. Any differences in sample sizes from the project’s design described above are due to data collection problems encountered in the field.

Table 3: Baseline Survey Sample Sizes Treatment Non-Treatment Total Observations % of total sample #obs % #obs % Total size Households 641 52% 598 48% 1239 46% Passengers 219 47% 243 53% 462 17% Drivers 350 51% 334 49% 684 25% Farmers 136 60% 92 40% 228 8% Shop owners 46 45% 57 55% 103 4%

11 The null hypothesis = no difference in means.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 25 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Treatment Non-Treatment Total Observations % of total sample #obs % #obs % Total size Total 2716 100%

5.1.1. Demographic Profile of the Respondents

Tajikistan is administratively dividend into five regions.12 There are a total of 58 Rayons, 4 Districts of Dushanbe and 17 cities subordinated either to the Republic or the Oblast. There are 356 Jamoats and 13 towns classified as rural.13 According to the World Bank’s 2005 estimate, Tajikistan has a population of 6.5 million.14 The respondents were surveyed in four different Rayons of Tajikistan: Faziabad, Nurabod, Rasht and Rogun. The study is based on a proportional sampling of the population throughout the selected regions. The average population size of a Rayon is approximately 112,000.15 The map below shows the locations of the four Rayons where the surveys were administered to the communities.

Of the total sample observations, 46 percent are households, 17 percent are passengers, 25 percent are drivers, 8 percent are farmers and 4 percent are shop owners. The length of the surveys and the amount of questions asked of the respondents varied between community groups due to time and environment. The drivers and passengers surveys were administered in public places (i.e. on the particular roads and/or at bus stations) with minimal privacy which may have affected responses. In contrast, household surveys were conducted at the respondents’ residence in a private setting with unlimited time for responses.

The following sections present the survey results by community group, complemented with the information collected through informal interviews and focus group discussions.

12 Sugd Oblast, Khatlon Oblast, Gorno-Badagakashan Oblast, RRS (Regional Republic Subordination) which consists of 13 autonomous districts and Dushanbe. 13 Socioeconomic Atlas of Tajikistan 2005, World Bank, DFID, 14 World Bank Data and Statistics for Tajikistan, Last Retrieved: January 30, 2007 15 This figure is the average population per administrative unit based on the estimated national population total reported by the World Bank.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 26 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Map: LOCATION OF RAYONS 8 - Roghun Source: Socioeconomic Atlas of Tajikistan

10-Rasht

6 - Fayzobod

9 - Nurobod

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 27 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.2. Household Survey

A total of 1239 households were surveyed; 641 households in the treatment Table 4: Household areas and 598 households in the non-treatment areas. The majority of Heads (Gender) respondents identified themselves as the heads of their households. Out of M 89% the total, 89 percent were male and only 11 percent were women. According F 11% to national data, women make up 50 percent of the total population.16

5.2.1. Number of Household Members

Table 5: Number of The households surveyed had an average of 7 members per household; People per Household however 16 percent of the households had 10 or more members. Household % Members (Total) The average age of household members is 26 years of age, with 62 percent 0 0% of the household population aged between 15-64 years of age. These data 1 0% are comparable to World Bank data, which indicate 40 percent of the 2 2% population aged 0-14, 56 percent of the population aged 15-64 and 4 3 4% percent aged 65 and older. 4 9% 5 13% The survey also requested information on education levels for each of the 6 15% household members. Only 1 percent of household members have no 7 17% education. Ten percent completed college or technical school, and 9 8 14% percent of members have a university degree, 2 percent with a Bachelors 9 10% degree and 7 percent with a Masters degree. The remainder of respondents 10 6% have either completed middle school (19%) or simply finished primary 11 4% school (24%). In many rural areas, children stop going to school after primary school because of the distance and time required to reach the 12 4% nearest school. According to national data, the adult literacy rate is very 13+ 2% high, reaching 99.5 percent for the population 15 years and older which may be attributed to the Soviet legacy. The lack of investment in the transport sector may contribute to the decline in literacy rates and the inability of the state to maintain the strong Soviet legacy of high education levels and literacy rates.

When households were asked about how rural roads improvement would impact their lives, 95 percent of respondents stated that better roads would provide for easier movement and that if better roads existed their travel would increase. This response was consistent among households in both the treatment and non-treatment areas.

5.2.2. Household Income Table 6: Level of Education, Household Members Level of Education % The baseline survey requested the actual High school 38% household income per month. People generally Primary School 24% tend to underreport their incomes, and it is Middle School 19% likely that the reported figures for the baseline College, technical school 10% survey is even further underreported, given University Education (masters degree) 7% that many of these households produce some University Bachelor Degree (3-4 course) 2% food for household consumption. As noted None 1% earlier, the average size of households among

16 World Bank Basic Demographic Data, 2004

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 28 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

those surveyed for this project is estimated at about 7 members. Tajikistan’s population is nearing 7 million with a per capita income of $394 in 2006, which is equivalent to about 1230 somoni per year. Households included remittances in their total household cash income, sent by household members living outside of the country and outside of the household’s district, classified as a ‘labor migrant’. For the purposes of this report and since it cannot be determined if all households included remittances in their total household income, ‘labor migrants’ incomes are not included in the household’s total cash income per month to avoid discrepancies in reporting. Labor migrants’ incomes skew the results of the total household cash income, providing a false impression of households being better off in their particular district, rayon or village. When labor migrants’ incomes are excluded from the total amount, data shows that more than half of households earn between 100-300 somoni a month, which is considerably less than the reported per capita income.

Table 7: Household Income % (labor % (without labor Household Income (per month) migrants) migrants) Less than 100 somoni 19% 19% 100-300 somoni 38% 55% 300 – 500 somoni 26% 21% 500-1000 somoni 22% 6% 4% More than 1000 somoni 0% Somoni/$ Exchange Rate = 3.12/$

Table 8: Household Members' Occupation 5.2.3. Occupation Occupation % Student 19% Each household was asked to report on the occupation of each of the household members. All members are considered to be living in their Housewife 17% family dwelling, except for the labor migrants. After the breakup of the Unemployed 15% Soviet Union and as a result of the civil war that plagued Tajikistan for Labor Migrant 13% more than five years, many Tajiks fled the country to find work in Employer 9% neighboring countries. Thirteen percent of household members are Farmer 8% labor migrants, and often are the only forms of financial support for the Pensioner 8% family. Remittances have played an important role as one of the drivers Worker 5% of Tajikistan's robust economic growth during the past several years. Businessman 4% The volume of official remittances has significantly increased since 2001 State Employee 1% and now represent close to 12 percent of GDP (2004).17 Other 0% Women and children are the largest percentage of household members. Data indicates that 17 percent of household members are housewives and 19 percent of household members are students18. The remainder of the household members is classified as workers (5%), employers (9%), state employees (1%), farmers (8%), businessmen (4%), unemployed (15%) and pensioners (8%), and it is assumed that the individuals who serve in these occupations, for the most part, are the men in the household.

5.2.4. Household Roles

17 Report No. 35771-TJ – Tajikistan Policy Note Enhancing the Development Impact of Remittances, Poverty Reduction and Economic Management Unit Europe and Central Asia, the World Bank, June 2006. 18 Based on this survey, students are classified as younger than 14 years of age. The household survey investigated the occupation of those household members older than 14 years of age.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 29 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

The household survey investigated the role of men, women and children in the home and the impacts that road rehabilitation and improvements would have on them as they perform their daily activities. Household activities seem to be divided among the men, women and children of the household but based on the data; the women and children undertake the majority of household activities. Gender should be considered as an important concern in designing infrastructure projects, and understanding how road projects impact the daily routines and activities of men and women is essential to the effectiveness and sustainability of the project.

Planning in infrastructure projects can at times be inadvertently “gender blind,” meaning that the projects are deemed to be “gender neutral” or to have no differential impacts or effects on men and women. In actuality, however, the case is often the opposite and women and men experience different benefits or constraints. This is one of the leading motivations for facilitating women only focus group discussions. Factors that affect these outcomes include differences between men and women’s time use and gender roles. As can be seen by the below table, the burden of activities within the house fall on the women and children, whereas the men are responsible for activities outside of the home to include: buying food, selling agricultural products and attending village meetings, all activities that require travel and use of the road network. The respondents were permitted to provide more than one answer to each activity, so in some cases, a mixture of individuals are performing the household activities (i.e. males and females (MF), females and children (FC), females only (F), men only (M) and so forth).

Table 9: Household Activities and Roles Household Activities M MF MFC MC F FC C Bring water for the household 0% 0% 0% 0% 41% 58% 0% Buy food 95% 1% 0% 0% 3% 1% 0% Build / repair house 97% 1% 0% 0% 3% 1% 0% Take care of children 1% 7% 0% 0% 65% 27% 0% Sell agricultural products in kiosk or market 94% 2% 0% 0% 3% 0% 0% Take care of livestock 4% 20% 41% 3% 6% 25% 1% Cook 0% 0% 0% 0% 89% 10% 0% Washing clothing 0% 0% 0% 0% 81% 19% 0% Make decisions on the household's important issues 54% 43% 0% 0% 3% 0% 0% Attend village meetings 95% 2% 0% 0% 3% 0% 0% Wage labor 63% 13% 21% 0% 2% 1% 0% Farming 16% 15% 56% 10% 1% 1% 0% Make decisions on household's spending 56% 40% 0% 0% 3% 0% 0%

5.2.5. Agriculture Products and Livestock

Families in rural Tajikistan survive primarily on agriculture products. Agriculture sector growth has made a powerful contribution to post-war economic recovery in Tajikistan, accounting for approximately one third of overall economic growth from 1998 to 2004.19 The household survey investigated the types of crops produced by the households and for what use (i.e. for personal use, for sale, or for other purposes). According to the survey’s data, honey and fruits are the main goods produced in the areas. Of those households that produced large quantities of honey (between 100- 500 kg), 91 percent produced honey to sell in markets or to other households in the area, whereas 77 percent of fruits were produced (between 100-500 kg) for personal use. Without a reliable road

19 Republic of Tajikistan Priorities for Sustainable Growth: A Strategy for Agriculture Sector Development in Tajikistan, World Bank- SECO Report, June 2006.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 30 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

network, the rural population faces major challenges in transporting their agricultural goods to markets.

The cotton sector is central to Tajikistan’s economic growth and poverty reduction strategy. However, cotton is not grown in the mountainous project area. Not only does cotton provide employment to about 80% of the country’s rural labor force, but cotton fiber is also Tajikistan’s second largest export,20 contributing almost one-fifth of total export revenues. Almost 75% of the extreme poor live in cotton growing areas.21

Table 10: Total Amount of Crop Production (kg) in the Project Area Fruits Grape Honey Milk Meat Eggs Potatoes Other kg <50 0% 8% 2% 3% 52% 3% 0% 49% 50=<100 1% 22% 8% 12% 24% 14% 3% 27% 100=<500 34% 66% 85% 49% 24% 25% 51% 22% 500=<1000 21% 2% 4% 29% 0% 43% 22% 1% 1000=<5000 42% 2% 1% 8% 0% 14% 21% 1% 5000=< 1% 0% 0% 0% 0% 0% 2% 0%

Table 11: Crop Production for Personal Use and For Sale in the Project Area Fruits Grape Honey Milk Meat Eggs Potatoes Other For For For For For For For For For For personal For For For For For For personal personal personal personal personal personal personal sale sale use sale sale sale sale sale sale kg use use use use use use use <50 0% 0% 8% 0% 54% 0% 3% 0% 51% 0% 3% 0% 0% 0% 51% 0% 50=<100 6% 0% 23% 0% 39% 6% 12% 0% 24% 8% 14% 0% 5% 0% 31% 28% 100=<500 77% 19% 67% 71% 7% 91% 52% 25% 24% 92% 27% 26% 76% 38% 18% 56% 500=<1000 15% 33% 2% 29% 0% 3% 27% 55% 0% 0% 43% 32% 16% 25% 0% 17% 1000=<500 2% 48% 0% 0% 0% 0% 7% 20% 0% 0% 12% 42% 4% 33% 0% 0% 5000=< 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 3% 0% 0%

20 Aluminum, produced in the far northern segment of the country, is the number one export. 21 Sattar, Sarosh and Shabih Mohib. Tajikistan Cotton Farmland Privatization – Poverty and Social Impact Analysis (PSIA) of Reforms, World Bank , July 2006

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 31 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Tajikistan has significant livestock resources, owned privately by households. The share of the state/collective sector in livestock ownership had declined from 47 percent in 1991 to about 24 percent in 2001.22 The survey reports that the most commonly owned livestock are horses and donkeys. Seventy-five percent own beehives, which explain the high production of honey among the households; some of them own as many as 10 to 30 beehives.

Table 12: Livestock Ownership in the Project Area Livestock

Cow Bull Calf Horse Rabbit Donkey # (number) (number) (number) (number) (number) (number) 1 56% 85% 62% 94% 33% 96% 2 31% 15% 34% 3% 0% 4% 39%1%3%0%0%0% 4 3% 0% 1% 0% 67% 0% 51%0%0%0%0%0% 60%0%0%1%0%0% 70%0%0%2%0%0% 80%0%0%0%0%0%

Goat Sheep Fowl # (number) (number) (number) Bee (hive) <3 10% 10% 1% 1% 3=<5 40% 32% 4% 0% 5=<10 38% 46% 41% 16% 10=<30 11% 12% 53% 75% 30=<50 1% 0% 1% 7% 50=<100 0% 0% 0% 1% 100=< 0% 0% 0% 0%

5.2.6. Land Ownership

All households surveyed for this baseline study own some land used to cultivate wheat, vegetables, fruits, grapes, honey, milk, meat, eggs, potatoes, and other agricultural crops. Approximately 43 percent own less than 100 square meters, followed by 17 percent of households owning between 30,000-40,000 square meters, 11 percent owning between 20,000-30,000 square meters, 9 percent owning between 40,000-50,000 square meters, and only 5 percent owning equal to or more than 50,000 square meters. The inequality of land distribution is evident in these data, which indicate that almost half of households own less than 100 square meters while another forty percent owns more than 20,000 square meters. This may be attributed to the way land was distributed after Tajikistan’s independence from the Soviet Union in 1991.

During the Soviet period, the country’s sparse agricultural land was organized into state farms (Sovkhozes) and collective farms (Kolkhozes). Sovkhozes were managed directly by the government, while kolkhozes were managed by an administration elected by the members of the farm and approved by the regional Party committee. Both types of farms were large (typically more than 1,000 hectares) and were kept under the close supervision of the state, which set production plans and received monthly reports on their operations. Beyond its role as economic entity and place of

22 FAO/WFP CROP AND FOOD SUPPLY ASSESSMENT MISSION TO TAJIKISTAN, 7 August 2001

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 32 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

employment, the kolkhoz/sovkhoz was a principal unit of social organization in rural Tajikistan. Each family in the area was given a house with an adjacent household plot for growing food for household consumption. In return, the family was expected to work on the large farm. The workers were organized into brigades, each of which was responsible for cultivating a certain portion of the land. The kolkhoz/sovkhoz management paid salaries to the workers and was also responsible for providing for their health, education, and social welfare. After independence, the government slowly began to break up these large state and collective farms into smaller, more efficient private farms. The first effort to privatize land was in 1992, when the law “On Land Reform” was passed. This law established the basic principles of land reform and set up a special land fund from the excess land not being used by the kolkhozes/sovkhozes. Individuals could apply for land from the special fund to start their own, independent “dehkan farms”, but not all individuals have access to land ownership and many kolkhoz/sovkhozes are still operating in many districts and several households are tenants on these large farms.

Though many of the survey respondents own some land and are able to produce agricultural crops for personal use to sustain their families and for generating income by selling products in nearby markets, many face difficulties in farming. The primary difficulty noted by the survey respondents is the lack of water (79%), followed by lack of land (13%), lack of electricity (4%), and lack of time (4%).

5.2.7. Access to a Road Network

The survey investigated household’s access to Table 13: Nearest All Season Road (Distance to Travel) roads and other social services to include Distance % markets, schools and hospitals (later parts of the more than 10 km 14% study will discuss these results among 8km – 10km 3% passengers and drivers). The household survey 5km-7km 10% investigated the distance and time needed to 3km-4km 24% travel to the nearest all season road. 1km -2km 32% less than 1 km 17% The vast majority of households live less than 10 km from the nearest all season road, with only 14 Table 14: Nearest All Season Road (Time to travel) percent traveling more than 10 km to the nearest all Time % season road and 17 percent residing less than 1 km. more than 3hrs 12% Travel time is also not as burdensome as might be 2hrs-3hrs 16% expected in these rural areas, with 46 percent of 1hr-2hrs 4% respondents traveling in less than 30 minutes to the less than 1 hour 22% nearest all-season road, and 12 percent taking more less than 30 minutes 29% than 3 hours to reach the nearest all season road. less than 15 minutes 17%

5.3. Passenger Survey

A total of 462 passengers were surveyed, 219 passengers in the treatment Table 15: Passengers (Gender) areas and 243 passengers in the non-treatment areas with 95 percent of all male 95% passenger respondents being male and only 5 percent of all passenger respondents being women. All passenger respondents are Tajik. female 5%

5.3.1. Number of Household Members

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 33 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Table 16: Number of The passenger survey had an average of 8 members per household, although Household Members 19 percent of the households had 10 or more members. Household % Members (Total) When passengers were asked about how rural roads improvement would 10%impact their lives, 100 percent of respondents stated that better roads would 20%provide for easier movement and increased travel. This response was 33%consistent among passengers in both the treatment and non-treatment areas. 44%

56% Villages’ development priorities are being considered along with road 621% improvement projects. If the village population is able to produce goods for 713% sale, then the road’s condition will be the major factor influencing the 818% village’s economic development. The following points were mentioned by the 914% 10 7% villagers in the focus group discussions as the main ways of how the road 11 4% improvement project will affect their living conditions: 12 5% 1) accessibility to Table 17: Benefits Local Communities Expect 13 2% markets; 2) close Benefits Local Communities Expect % 14 0% proximity for schools; easier movement 100% 15 1% 3) decrease in cost for buying and selling reduction in transport cost 93% products; 4) timely product transportation to increased trips to market places 84% markets; 5) decrease in transportation costs; increased sales of products in market places 88% 6) timely transportation of patients to more job opportunities 61% hospitals and clinics. increase in income sources 56% increased trips to social institutions 72% Community members during the focus group Note: The sum does not equal 100 percent because some discussions already demonstrated their respondents provided multiple answers willingness to support the road improvement activities by mobilizing their resources for road rehabilitation in some villages. Participants unanimously agreed that they are willing to conduct community /village –level maintenance activities aimed at maintaining good road conditions.

5.3.2. Passenger Household Income

The baseline requested actual household incomes. Only Table 18: Passengers Total Household Income 16 percent of households earn equal to or more than Total Income % 550 somoni per month. This figure includes the earning Less than 50 somoni 2% of every household member and income earned from 50-300 somoni 33% selling agricultural produce, money received from 300-550 somoni 49% relatives and any other form of cash received by the More than 550 somoni 16% household as a whole. The largest percentage of Somoni/$ Exchange Rate = 3.12/$ respondents (17%) earns between 300 to 350 somoni per month and the smallest percentage of respondents (1%) earn between 50 to 100 somoni.

5.3.3. Food Insecurity

When passengers were asked whether or not they suffered food insecurity, only 2 percent of respondents answered yes. Families who reported a shortage in food also stated that it was typically for more than 3 months out of the year.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 34 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.3.4. HIV/AIDS

Survey results indicate that 42 percent of total respondents know about HIV/AIDS and some indicated knowledge on how to prevent HIV/AIDS, compared to 58 percent that do not know about the disease and do not know how to prevent it.

Although Tajikistan has few reported HIV/AIDS Table 19: Knowledge of HIV/AIDS infections, the country is gripped by a serious drug Do you know what HIV/AIDS is? % crisis. There is ample evidence from other regions Yes 42% that drug trafficking, injecting drug use, and HIV No 58% infection are closely woven together. Of the 45 If yes, do you know how to HIV-infected persons reported by the end of 2001, prevent HIV/AIDS? % 33 were intravenous drug users, according to Yes 42% 23 official statistics. Some reports estimate that No 58% between 30 to 50 percent of Tajikistan's economic activity is linked to narcotics trafficking. One report found that 30 percent of the population is economically dependent on the illicit drug business. This compounds the difficulties for officials and NGOs. The number of Tajiks using hard drugs, such as opium and heroin, appears to be increasing very rapidly.24

5.3.5. Access to Road Network

The passenger survey evaluated the respondents’ access to a number of destinations by investigating the average time, distance, travel mode and cost associated with accessing the road network, markets and social services.

Many of the respondents travel less than 2 km to the nearest all season road, with 35 percent traveling between 1 km – 2 km and 16 percent traveling less than 1 km. Eleven percent travel more than 10 km to arrive to the nearest all season road from their residence. Travel time to nearest all season roads may be decreased with improved and rehabilitated roads. Based on survey results, about 75 percent of passengers responded that travel time to nearest all season road totals one hour or less. Only 9 percent of passengers responded that travel time would total more than three hours. A summary table displaying the reported data for treatment and non-treatment areas is provided in section: 5.7 Data Summary Tables.

5.3.6. Access to Markets

On average, distance to the nearest marketplace is greater than the distance to the nearest all- season road. About 39 percent of survey respondents traveled more than 10 km to the nearest marketplace compared to the 11 percent that traveled more than 10 km to the nearest all season road. Thirty-two percent travel less than 5 km to the nearest marketplace and 29 percent travel between 5 km and 10 km. Only 1 percent of passengers travel more than 40 km to the nearest market place. Travel time to the nearest market place ranges between 10 minutes to more than an hour and a half. Seventy-four percent travel less than forty minutes, while approximately 13 percent travel more than forty minutes to the nearest market place.

23 World Bank Report on HIV/AIDS in Central Asia, March 12, 2002 24 World Bank Report on HIV/AIDS in Central Asia, March 12, 2002

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 35 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Other marketplaces are often quite far, making it difficult for many individuals to buy and sell products and to access basic services to sustain the household. About 54 percent of passengers travel more than 30 km to other marketplaces, which is approximately 20 km more than the average distance traveled to the nearest market place. Thirty-six percent of passengers responded that the distance traveled to reach other marketplaces is more than 200 km, whereas only 1 percent of the passengers responded that they traveled more than 40 kilometers to reach the nearest market place. These data indicate that unless roads are in good condition and affordable transport services are available, passengers will most likely not travel to other market places.

All passengers were asked what factors would cause them to travel to other market places that provide more opportunities for both buying and selling products. The majority of passengers (29%) responded that they would travel to other marketplaces if transport methods were more frequently available, whereas 21 percent responded that if the main roads were in better condition they would travel longer distances. The remainder of passengers responded they would travel to other marketplaces if rural roads were in better condition (4%), transport was less expensive (17%), other market places were closer (20%), and 9 percent attributed their traveling farther distances to other reasons. Inadequate transport services to other marketplaces may be attributed to the distance and time needed to reach the other markets. Travel to other marketplaces if... % Not only does distance play a factor in transport methods more frequently available 29% the availability of such services, but bad road conditions increase travel time, main roads better condition 21% making it very difficult for drivers and/or other market places closer 20% other vehicle operators to provide such transport was less expensive 17% transport services to areas that are far other reasons 9% away. rural roads better condition 4%

5.3.7. Access to Social Services (Schools & Hospitals)

Hospitals and schools are considerably closer than other destinations in both the treatment and non- treatment areas, and it can be inferred that if these social services were any further, passengers would most likely not travel to them. Approximately 55 percent of passengers travel less than 1 km to schools, and 44 percent travel between 1 km and 5 km. Distance to hospitals is comparable to that of schools, 70 percent travel less than 1 km to hospitals and 23 percent travel between 1 km and 5 km. All passengers responded that they travel to hospitals for one of two reasons: routine checkups and vaccinations (50%), and for emergency situations (50%).

Travel time to hospitals ranges between fifteen minutes to thirty-five minutes. Thirty-one percent of passengers take less than twenty minutes to travel to hospitals, approximately 53 percent take between 20-40 minutes to travel to hospitals, and 14 percent responded that it takes them more than 55 minutes to travel to hospitals. Travel to schools takes less time than hospitals, 65 percent take less than 20 minutes, and 31 percent take between 20 - 40 minutes, and approximately 2 percent take more than 55 minutes to travel to schools. Children travel to school on foot, so it is reasonable that the distance traveled to schools is not more than 5 kilometers, otherwise many children would not attend schools, because of the time needed to arrive to their destination if they live farther away.

5.3.8. Travel Mode & Cost

Walking is the most common form of transport for the surveyed passengers. To the nearest all season road, 71 percent of passengers walk, 17 percent travel by truck and 2 percent travel by

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 36 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

tractor. To the other marketplace, 2 percent walk, 1 percent travels by horse (or donkey), 41 percent by car or taxi, 45 percent by microbus or minibus, 6 percent by bus and approximately 3 percent by small or medium trucks. All passengers responded that they walk to the children’s schools, whereas to the nearest hospital, 35 percent of passengers walk, 35 percent travel by car or taxi, 20 percent travel by microbus or minibus, 5 percent travel by medium or big bus, and approximately 2 percent travel by small or medium trucks.

Travel cost to the nearest market place ranges between 1-10 somoni. 92 percent of respondents pay between 1-5 somoni, 6 percent pay between 5-10 somoni and 1 percent pays less than 1 somoni to travel to the nearest market place. The other marketplace is the most expensive destination for passengers, 33 percent pay between 1-5 somoni, 17 percent pay between 5-10 somoni, 9 percent pay between 20-25 somoni, 12 percent pay between 30-35 somoni and about 10 percent pay more than 35 somoni to travel to other marketplaces. Majority of passengers responded that their children walk to schools, so there is no cost associated with their travel. Travel cost to hospitals does not exceed 10 somoni, 89 percent of respondents pay between 1-5 somoni, 3 percent pay less than 1 somoni and 7 percent pay between 5-10 somoni.

Table 20: Travel Cost (Passengers) Nearest Market Place Other Marketplace Hospitals Less than 1 somoni 1% 0% 3% 1-5 somoni 92% 33% 89% 5-10 somoni 6% 17% 7% 20-25 somoni - 9% - 25-30 somoni - 17% - 30-35 somoni - 12% - More than 35 - - somoni 10% Somoni/$ Exchange Rate = 3.12/$

5.4. Driver Survey

A total of 684 drivers were surveyed as part of this project, 350 drivers in the treatment areas and 334 drivers in the non-treatment areas, with the majority of the drivers transporting passengers (71%) more than any other type of cargo. Fifteen percent of drivers carry between fifteen to twenty-five passengers, 7 percent carry between five and fifteen passengers at one time, whereas 77 percent carry only between one and five passengers at one time. The remainder of the drivers responded that they transported food and other products, 8% and 21% respectively.

The drivers were surveyed by the project’s interviewers on the respective roads they were traveling. Ninety-eight percent of driver respondents are Tajik, 2% Kyrgyz, and 1% Russian. All drivers were asked how many times they traveled the particular road during the last month. The results show that about 59 percent traveled the current road between 15-35 times in the last month, whereas 39 percent traveled between 1-15 times in the last month, and 2 percent traveled between 55-65 times in the last month.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 37 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

The average age of drivers is 46 years of age. All drivers surveyed were Table 21: over 20 years of age, with the majority (42%) between forty and fifty years Drivers’ Age % of age. Drivers were surveyed in all four districts, 43 percent of 20yrs-30yrs 3% respondents in Faziabad, 22 percent of respondents in Nurabod, 53 percent 30yrs-40yrs 17% in Rasht and 55 percent in Rogun. 40yrs-50yrs 42% 50yrs-60yrs 31% 5.4.1. Number of Household Members 60yrs-70yrs 7%

Household % The driver survey had an average of 8 members per household, although 18 Members (Total) percent of the households had 10 or more members. 11% 20%5.4.2. Driver Household Income 31% 45%The baseline survey also asked the respondents on their actual household 54%incomes. Only 26 percent of households earn more than 1,000 somoni per 623% month, which is equivalent to approximately $320/month. Drivers are 714% significantly better off then passenger households with 34 percent of 820% households earning between 300-500 somoni, 31 percent earning between 914% 500-1000 somoni, and the smallest percentage of respondents (1%) earning 10 8% less than 100 somoni per month. Later discussion of poverty incidence 11 5% amongst all these groups will be discussed to display and compare per capita 12 4% 13 1% earnings, but for purposes of the survey, all respondents were asked to 14 0% report total household earnings, as well as percentage of household food consumption that is satisfied by household production. These results suggest there is little competition between providers of Income % transport services in the project area. Less than 100 1% 100-300 somoni 9% 5.4.3. Food Insecurity 300-500 somoni 34% 500-1000 somoni 31% When drivers were asked whether or not they suffered food More than 1000 somoni 26% insecurity, only 1 percent of respondents answered yes. Somoni/$ Exchange Rate = 3.12/$

5.4.4. HIV/AIDS

The level of knowledge about HIV/AIDS appears minimal among drivers. Sixty-seven percent of drivers professed to have no knowledge of HIV/AIDS and 68 percent are unaware of how to prevent the disease.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 38 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.4.5. Education

All drivers surveyed for the baseline study had some type of education, though they were at varying levels. The highest level of education completed by drivers is a university education Level of Education % with 3 percent of drivers completing a Masters None 0% degree, 6 percent completing a Bachelors Primary School 1% degree, 44 percent completing college and University Education (masters degree) 3% or/technical schooling, 40 percent completing Middle School 6% high school, 6 percent completing middle school University Bachelor Degree (3-4 course) 6% and 1 percent completing primary school. High school 40% College, technical school 44% 5.4.6. Access to Road Network

5.4.6.1. Travel Distance and Time

Drivers were asked about the total distance traveled, total travel time per trip and frequency of travel in a given month. A majority of the respondents (49%) travel less than 25 km during a given trip. Only 5 percent of respondents traveled 225 km or more in a given trip. Traveling long distances on roads in poor condition not only causes damage to vehicles, but it also increases travel time which may not be worth the compensation in comparison to traveling shorter distances, but making more trips. Transporting passengers longer distances will provide passengers with additional access to markets and social services and also increase drivers’ income. Drivers will be able to increase fees for longer distances traveled and reduce travel time. However, with better roads, there may develop more competitive transport services markets, putting downward pressure on fares and freight rates.

Total travel time per trip was not more than 3 hours for a majority of the respondents. Eighty-three percent of drivers traveled less than three hours during a given trip with almost 47 percent of those respondents traveled less than 50 minutes per trip. Only 17 percent of drivers travel more than three hours per trip.

5.4.6.2. Travel Mode

The most common method of transport for the surveyed drivers is by car, with 66 percent traveling by car on a daily basis. This is followed by microbuses and medium trucks, 14 percent and 11 percent respectively. Other modes of transportation include tractors, pickup trucks, and buses, 4 percent, 2 percent and 1 percent respectively. All drivers surveyed owned their own vehicle but did not own more than one.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 39 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.4.6.3. Travel Cost

Table 22: Vehicle Repair More than 70 percent of drivers responded that repairs were Average cost for necessary due to bad rural road conditions. About 34 percent Vehicle Repair % of drivers spend less than 100 somoni/month on vehicle repairs, Less than 100 24 percent spend between 100-200 somoni/month, 14 percent somoni/month 34% spend between 200-300 somoni, and 12 percent spend 100-200somoni/month 24% between 300-600 somoni whereas 17 percent pay 600 or more 200-300 somoni 14% somoni for repairing their vehicles. 300-400somoni 5% 400-500somoni 5% 5.5. Shop Survey 500-600somoni 2% More than 600somoni 17% A total of 103 shops were surveyed as part of this project, 46 Repairs caused by shops in the treatment areas and 57 shops in the non-treatment bad road conditions % areas. 10%-20% 6% 20%-30% 4% Shops were surveyed in all four districts, 22 percent of 30%-40% 8% respondents in Faziabad, 19 percent of respondents in Nurabod, 40%-50% 7% 49 percent in Rasht and 10 percent in Rogun. Most (83%) of the 50%-60% 3% shops surveyed are retail type Table 23: # of Shop 60%-70% 17% shops/businesses followed by 11 percent Employees 70%-80% 38% gas stations, 2 percent vehicle repair Employees % 80%-90% 13% shops 1 percent wheat/flour mills, and 2 128% 90%-100% 5% percent did not specify the type of shop. 243% When shops were asked what impact the 322% maintenance and improvement of rural roads would have on their business, 47% 93 percent responded that business would increase as a result of the road 50% maintenance and rehabilitation projects. 60% 70% The shops that were surveyed for this study were located in the rural areas of Tajikistan. The shops are typically family owned small shops that hire 1-4 employees.

5.5.1. Access to Road Network

The shops survey investigated the average time it takes and the distance traveled to the nearest all-season road. The vast majority of shops are located less than 10 km from the nearest all season road, with only 8 percent traveling more than 10 km to the nearest all season road and 35 percent traveling less than 1 km. Travel time is also minimal with 65 percent of respondents traveling in less than 30 minutes to the nearest all season road, and only 7 percent taking more than 3 hours to reach the nearest all season road.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 40 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.5.2. Shop Income (Gross Income)

The winter and spring are the slowest seasons for the surveyed shops, whereas in the summer and fall, business is fairly moderate. This is attributed to the milder weather temperatures and the lack of snow in the warmer months. Forty-two percent responded that Table 24: Total Gross Shop the summer season is the best for their type of business, and 50 Revenue percent specified that the fall is the best season for their business. Total Gross Revenue % Total gross revenue varies among shops, 48 percent of shop Less than 50somoni 2% keepers responded that their shop brought in a total income over 50-300 somoni 44% 550 somoni in the preceding month, followed by 44 percent 300-550 somoni 8% accruing between 50-300 somoni, 8 percent accruing between 300-350somoni 4% 300-550 somoni and only 2 percent making less than 50 somoni in More than 550 somoni 48% the preceding month.

5.6. Farmer Survey

A total of 228 farmers were surveyed as part of this project, 136 farmers in the treatment areas and 92 farmers in the non-treatment areas. Farmers were surveyed in all four districts, 45 percent of respondents in Faziabad, 7 percent of respondents in Nurabod, 42 percent in Rasht and 6 percent in Rogun.

Farmers were asked about the different agricultural goods that they may produce, including wheat, vegetables, fruits, grapes, meat, fowl, eggs, milk, honey, potatoes, animal feed, and livestock. A majority of farmers, 72 percent, sell their products in the nearest market on the nearest road followed and 24 percent sell their products at the market in Dushanbe. Others (1- 4%) sell products to the middlemen who come to their farm or at the nearest village.

5.6.1. Access to Road Network

5.6.1.1. Travel Distance and Time

The farmers’ survey investigated the average time and the Table 25:Nearest All Season distance traveled to the nearest all-season road. The majority of Road (Distance to Travel) farmers live less than 10 km from the nearest all season road, Distance % with only 5 percent traveling more than 10 km to the nearest all less than 1 km 7% season road and 7 percent traveling less than 1 km. Travel time 1km-2km 46% 3km-4km 31% is also not as considerable as expected in these rural areas with 5km-7km 7% 54 percent of respondents traveling in less than 30 minutes to 8km -10km 3% the nearest all season road, and only 3 percent taking more than greater than 10km 5% 3 hours to reach the nearest all season road.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 41 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.6.1.2. Travel Cost

Farmers were asked to estimate what portion of their expenditures are transport expenses. A majority, with 54 percent, estimated that their expenditures on transport total less than 1000 somoni Table 26: Transport Expenditures % per year, followed by 29 percent estimating between Less than 1000 somoni 54% 1000 and 2000 somoni, 11 percent estimating between 1000-2000 29% 2000-3000 somoni and finally 4 percent estimating that 2000-3000 11% transport expenditures totaled more than 3000 somoni More than 3000 4% per year.

5.7. Data Summary Tables

Below are data tables that summarize the results for both the treatment and non-treatment (control) groups surveyed for this study. The tables provide data for ease of comparison and future monitoring and evaluation between the treatment and non-treatment areas for households, passengers and drivers.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 42 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.7.1. Households HOUSEHOLD SURVEY Total Household Cash Income Household Composition Cash Income/month T NT Total # of Household Members T NT Total Less than 100 somoni 21% 16% 19% 00% 0% 0% 100-300 somoni 56% 53% 55% 11% 1% 1% 300-500 somoni 18% 24% 21% 22% 4% 3% 500-1000 somoni 5% 6% 6% 34% 9% 6% More than 1000 somoni 0% 0% 0% 4 9% 14% 11% Average Total Household Expenditures 5 15% 16% 16% Average Total Expenditures/Month T NT Total 6 19% 15% 17% Less than 100 somoni 1% 2% 1% 7 16% 14% 15% 100-300 somoni 40% 52% 46% 8 15% 11% 13% 300-500 somoni 20% 21% 20% 97% 8% 7% 500-1000 somoni 31% 22% 27% 10 5% 5% 5% More than 1000 somoni 8% 4% 6% 11 4% 2% 3% Note: Somoni/$ Exchange Rate = 3.12/$ 12 3% 2% 2%

13+ 1% 0% 0%

Land Ownership (m2) T NT Total Access to Road Network <100 40% 46% 43% Distance to Nearest All-Season Road T NT Total 100=<1000 2% 2% 2% more than 10 km 21% 8% 14% 1000=<10000 4% 8% 6% 8km – 10km 1% 5% 3% 10000=<20000 9% 6% 7% 5km-7km 15% 4% 10% 20000=<30000 10% 12% 11% 3km-4km 18% 29% 24% 30000=<40000 18% 15% 17% 1km -2km 29% 35% 32% 40000=<50000 10% 7% 9% less than 1 km 16% 18% 17% 50000=< 7% 4% 5% Time Traveled T NT Total more than 3hrs 17% 7% 12% Note: 1 hectare (ha) = 10,000 m2 2hrs-3hrs 21% 11% 16% 1hr-2hrs 4% 3% 4% less than 1 hour 13% 31% 22% less than 30 minutes 28% 30% 29% less than 15 minutes 16% 18% 17%

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 43 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.7.2. Passengers

PASSENGERS SURVEY Total Household Cash Income Household Composition Cash income/month Treatment Non-Treatment Total # of Household Members Treatment Non-Treatment Total <50somoni 3% 1% 2% 10%0%0%50=<100somoni 1% 0% 1% 21%0%0%100=<150somoni 2% 2% 2% 33%2%3%150=<200somoni 7% 12% 10% 43%5%4%200=<250somoni 10% 8% 9% 57%6%6%250=<300somoni 11% 12% 11% 6 13% 27% 21% 300=<350somoni 18% 17% 17% 7 15% 12% 13% 350=<400somoni 10% 12% 11% 8 18% 18% 18% 400=<450somoni 10% 12% 11% 9 15% 13% 14% 450=<500somoni 6% 5% 5% 10 8% 7% 7% 500=<550somoni 4% 5% 5% 11 5% 4% 4% >=550 18% 14% 16% 12 7% 4% 5% Average Total Household Expenditures 13 3% 0% 2% Average Total Expenditures/mo Treatment Non-Treatment Total 14 0% 0% 0% <50somoni 0% 0% 0% 15 1% 1% 1% 50=<100somoni 0% 0% 0% 100=<150somoni 9% 14% 11% 150=<200somoni 9% 4% 6% 200=<250somoni 14% 16% 15% 250=<300somoni 8% 12% 10% 300=<350somoni 21% 17% 19% 350=<400somoni 9% 11% 10% 400=<450somoni 8% 10% 9% 450=<500somoni 4% 4% 4% 500=<550somoni 6% 5% 6% >=550 11% 7% 9% Note: Somoni/$ Exchange Rate = 3.12/$

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 44 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

PASSENGERS SURVEY PASSENGERS SURVEY Access to Nearest All Season Road Access to Nearest Marketplace Distance traveled (km) Treatment Non-Treatment Total Distance traveled (km) Treatment Non-Treatment Total a) 10km> 16% 8% 11% <1km 2% 3% 3% b) 8km=>10km 3% 5% 4% 1=<5 km 26% 32% 29% c) 5km=>7km 11% 2% 7% 5=<10 km 32% 26% 29% d) 3km=>4km 28% 25% 26% 10=<15 km 26% 20% 23% e) 1km=>2km 29% 41% 35% 15=<20 km 7% 3% 5% f) 1km< 14% 19% 16% 20=<25 km 3% 7% 5% Travel Time (hrs.) Treatment Non-Treatment Total 25=<30 km 0% 1% 1% a) 3hrs> 13% 5% 9% 30=<35 km 0% 4% 2% b) 2hrs=>3hrs 3% 4% 4% 35=<40 km 2% 2% 2% c) 1hr=>2hrs 19% 7% 13% 40=<45 km 0% 1% 1% d) 1hr=< 25% 24% 24% 45=<50 km 0% 0% 0% e) 30mins=< 23% 35% 30% 50=<55 km 0% 0% 0% f) 15mins=< 17% 25% 21% >=55 0% 0% 0% Travel Mode Treatment Non-Treatment Total Travel Time (mins) Treatment Non-Treatment Total a) Walk 71% 74% 71% <10min 1% 2% 2% b) donkey or horse 0% 0% 0% 10=<20min 22% 19% 21% c) microbus 1% 2% 1% 20=<30min 25% 25% 25% d) Truck 17% 11% 17% 30=<40min 26% 26% 26% e) Bicycle 7% 11% 7% 40=<50min 8% 9% 9% f) Car 0% 0% 0% 50=<60min 0% 0% 0% g) Tractor 2% 2% 2% >=100 5% 2% 4% h) Other 0% 0% 0% Cost Treatment Non-Treatment Total <1 somoni 1% 2% 1% 1=<5 somoni 95% 90% 92% 5=<10 somoni 5% 6% 6% 10=<15 somoni 0% 0% 0% 15=<20 somoni 0% 0% 0% 20=<25 somoni 0% 0% 0% >=25 somoni 0% 0% 0% Note: Somoni/$ Exchange Rate = 3.12/$

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 45 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

PASSENGERS SURVEY PASSENGERS SURVEY

Access to Other Marketplace Access to Other Marketplace

Distance Traveled (km) Treatment Non-Treatment Total Travel Mode Treatment Non-Treatment Total

<10km 10% 7% 9% a) Walk 2% 2% 2% 10=<20km 22% 13% 18% b) Horse (donkey) 1% 2% 1% 20=<30km 17% 17% 17% c) Porter 0% 0% 0% 30=<40km 3% 8% 5% d) bicycle 0% 0% 0% 40=<50km 7% 5% 6% e) motorcycle 0% 0% 0% 50=<60km 3% 0% 1% f) car or taxi 57% 27% 41% 70=<80km 1% 1% 1% g) microbus or minibus 32% 56% 45% 90=<100km 1% 0% 0% h) Medium or big bus 3% 8% 6% 100=<110km 0% 0% 0% i) small truck 0% 2% 1% 110=<120km 0% 0% 0% j) Medium truck 3% 2% 2% 120=<130km 0% 0% 0% k) tractor 0% 0% 0% 130=<140km 0% 1% 0% l) Other 0% 0% 0% 140=<150km 4% 1% 2% PASSENGERS SURVEY 150=<160km 0% 0% 0% Access to Other Marketplace 160=<170km 0% 2% 1% Cost Treatment Non-Treatment Total 170=<180km 0% 0% 0% <1 somoni 0% 0% 0% 180=<190km 2% 3% 2% 1=<5 somoni 37% 29% 33% >=200 32% 40% 36% 5=<10 somoni 18% 15% 17% 10=<15 somoni 0% 1% 0% PASSENGERS SURVEY 15=<20 somoni 0% 1% 0% Access to Other Marketplace 20=<25 somoni 13% 6% 9% Travel Time (mins) Treatment Non-Treatment Total 25=<30 somoni 7% 26% 17% <50mins 42% 34% 38% 30=<35 somoni 7% 17% 12% 50=<100mins 13% 13% 13% >=35 16% 5% 10% 100=<150mins 3% 2% 2% 150=<200mins 1% 0% 0% Note: Somoni/$ Exchange Rate = 3.12/$ 200=<250mins 12% 7% 9% 250=<300mins 11% 7% 9% 300=<3500mins 10% 25% 18% 350=<400mins 7% 12% 10% 400=<450mins 0% 0% 0% 450=<500mins 0% 0% 0% >=500 2% 0% 1%

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 46 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

PASSENGERS SURVEY PASSENGERS SURVEY Access to Schools Access to Schools Distance traveled (km) Treatment Non-Treatment Total Travel Time (mins) Treatment Non-Treatment Total <1km 61% 52% 55% <1mins 1% 0% 0% 1=<5 km 38% 48% 44% 1=<5 mins 0% 3% 1% 5=<10 km 0% 0% 0% 5=<10 mins 10% 9% 9% 10=<15 km 0% 0% 0% 10=<15 mins 24% 30% 27% 15=<20 km 0% 0% 0% 15=<20 mins 24% 30% 27% 20=<25 km 0% 0% 0% 20=<25 mins 15% 20% 18% 25=<30 km 0% 0% 0% 25=<30 mins 2% 0% 1% 30=<35 km 0% 0% 0% 30=<35 mins 10% 12% 11% 35=<40 km 0% 0% 0% 35=<40 mins 0% 2% 1% 40=<45 km 0% 0% 0% 40=<45 mins 2% 1% 1% 45=<50 km 0% 0% 0% 45=<50 mins 0% 0% 0% 50=<55 km 0% 0% 0% 50=<55 mins 0% 0% 0% >=55 0% 0% 1% >=55 2% 3% 3% Travel Mode Treatment Non-Treatment Total Cost Treatment Non-Treatment Total a) Walk 99% 100% 100% <1 somoni 0% 0% 0% b) Horse (donkey) 0% 0% 0% 1=<5 somoni 0% 100% 50% c) Porter 0% 0% 0% 5=<10 somoni 0% 0% 0% d) bicycle 0% 0% 0% 10=<15 somoni 0% 0% 0% e) motorcycle 0% 0% 0% 15=<20 somoni 0% 0% 0% f) car or taxi 0% 0% 0% 20=<25 somoni 100% 0% 50% g) microbus or minibus 0% 0% 0% 25=<30 somoni 0% 0% 0% h) Medium or big bus 0% 0% 0% 30=<35 somoni 0% 0% 0% i) small truck 0% 0% 0% >=35 0% 0% 0% j) Medium truck 0% 0% 0% k) tractor 0% 0% 0% Note: Somoni/$ Exchange Rate = 3.12/$ l) Other 0% 0% 0%

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 47 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

PASSENGERS SURVEY PASSENGERS SURVEY Access to Hospitals Access to Hospitals Distance traveled (km) Treatment Non-Treatment Total Travel Time (mins) Treatment Non-Treatment Total <1km 70% 5% 70% <1mins 0% 0% 0% 1=<5 km 27% 36% 23% 1=<5 mins 2% 0% 1% 5=<10 km 1% 30% 5% 5=<10 mins 0% 3% 2% 10=<15 km 0% 16% 1% 10=<15 mins 18% 10% 14% 15=<20 km 0% 4% 1% 15=<20 mins 18% 10% 14% 20=<25 km 0% 7% 0% 20=<25 mins 20% 17% 19% 25=<30 km 0% 1% 0% 25=<30 mins 8% 14% 11% 30=<35 km 0% 2% 0% 30=<35 mins 21% 21% 21% 35=<40 km 0% 0% 0% 35=<40 mins 2% 2% 2% 40=<45 km 0% 1% 0% 40=<45 mins 2% 3% 3% 45=<50 km 0% 0% 0% 45=<50 mins 2% 0% 1% 50=<55 km 0% 0% 0% 50=<55 mins 0% 0% 0% >=55 0% 0% 0% >=55 10% 17% 14% Travel Mode Treatment Non-Treatment Total Cost Treatment Non-Treatment Total a) Walk 39% 33% 35% <1 somoni 2% 4% 3% b) Horse (donkey) 0% 1% 0% 1=<5 somoni 91% 87% 89% c) Porter 0% 0% 0% 5=<10 somoni 7% 8% 7% d) bicycle 0% 0% 0% 10=<15 somoni 0% 0% 0% e) motorcycle 0% 0% 0% 15=<20 somoni 0% 0% 0% f) car or taxi 39% 32% 35% 20=<25 somoni 0% 0% 0% g) microbus or minibus 12% 26% 20% 25=<30 somoni 0% 0% 0% h) Medium or big bus 4% 7% 5% 30=<35 somoni 0% 0% 0% i) small truck 1% 1% 1% >=35 0% 0% 0% j) Medium truck 2% 0% 1% k) tractor 0% 0% 0% Note: Somoni/$ Exchange Rate = 3.12/$ l) Other 0% 0% 0%

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 48 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.7.3. Drivers DRIVERS SURVEY DRIVERS SURVEY Household Composition Average Cost of Vehicle Repair Treatment Non-Treatment Total # of Household Members Treatment Non-Treatment Total <100 somoni/month 36% 32% 34% 10%1%1%100=<200somoni/month 22% 25% 24% 20%0%0%200=<300 somoni 14% 13% 14% 31%1%1%300=<400somoni 5% 5% 5% 45%6%5%400=<500somoni 6% 4% 5% 54%4%4%500=<600somoni 2% 1% 2% 6 24% 22% 23% >=600somoni 15% 20% 17% % of Vehicle Repair caused by 7 16% 13% 14% bad rural road conditions 8 19% 21% 20% Treatment Non-Treatment Total <10% 0% 0% 0% 9 12% 16% 14% 10%=<20% 8% 3% 6% 10 7% 8% 8% 20%=<30% 5% 2% 4% 11 5% 4% 5% 30%=<40% 8% 8% 8% 12 4% 3% 4% 40%=<50% 6% 7% 7% 13 2% 1% 1% 50%=<60% 3% 3% 3% 14 0% 0% 0% 60%=<70% 14% 20% 17% Total Household Cash Income 70%=<80% 37% 39% 38% Cash Income/Month Treatment Non-Treatment Total 80%=<90% 15% 11% 13% <100 somoni/month 0% 1% 1% 90%=<100% 4% 6% 5% 100=<200somoni/month 1% 2% 2% >=100% 0% 0% 0% 200=<300 somoni 7% 7% 7% 300=<400somoni 20% 18% 19% Average Total Household Expenditures 400=<500somoni 15% 15% 15% Average Total Expenditures/Mont Treatment Non-Treatment Total 500=<600somoni 9% 13% 11% <100 somoni/month 0% 1% 1% 600=<700somoni 10% 12% 11% 100=<200somoni/month 4% 4% 4% 700=<800somoni 4% 4% 4% 200=<300 somoni 15% 13% 14% 800=<900somoni 4% 4% 4% 300=<400somoni 24% 20% 22% 900=<1000somoni 1% 1% 1% 400=<500somoni 14% 21% 17% 1000=<1100somoni 4% 1% 3% 500=<600somoni 9% 11% 10% >=1100 23% 22% 23% 600=<700somoni 4% 4% 4% 700=<800somoni 5% 2% 4% 800=<900somoni 1% 2% 2% 900=<1000somoni 3% 4% 3% 1000=<1100somoni 1% 0% 1% >=1100 21% 17% 19%

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 49 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

DRIVERS SURVEY Travel/Transport DRIVERS SURVEY Distance Traveled Treatment Non-Treatment Total Vehicle Information <25km 50% 47% 49% Vehicle Type Treatment Non-Treatment Total 25=<50km 18% 23% 21% a) Motorcycle 0% 0% 0% 50=<75km 9% 5% 7% b) Car 64% 68% 66% 75=<100km 5% 0% 3% c) jeep 1% 1% 1% 100=<125km 4% 8% 6% d) microbus or minibus 16% 12% 14% 125=<150km 2% 0% 1% e) bus 1% 1% 1% 150=<175km 0% 1% 1% f) pickup truck 2% 2% 2% 200=<225km 7% 5% 6% g) medium truck 12% 11% 11% >=225km 5% 6% 5% h) tractor 4% 5% 4% Travel Time Treatment Non-Treatment Total i) other 0% 0% 0% <25mins 16% 12% 14% 25=<50mins 30% 36% 33% Cargo Type Treatment Non-Treatment Total 50=<75mins 27% 20% 24% a) passengers 70% 72% 71% 75=<100mins 5% 4% 4% b) food 9% 6% 8% 100=<125mins 6% 9% 8% c) other products 21% 22% 21% 125=<150mins 0% 0% 0% Average # of Passengers Treatment Non-Treatment Total 150=<175mins 1% 1% 1% <1 passenger 0% 0% 0% 200=<225mins 0% 0% 0% 1=<5 passengers 75% 80% 77% 225=<250mins 3% 5% 4% 5=<10 passengers 0% 1% 1% 250=<275mins 1% 1% 1% 10=<15 passengers 5% 7% 6% 275=<300mins 0% 0% 0% 15=<20 passengers 18% 10% 14% 300=<325mins 7% 6% 6% 20=<25 passengers 1% 1% 1% 325=<350mins 0% 0% 0% >=25 passengers 0% 1% 0% 350=<375mins 1% 2% 2% Average Amount of Food or >=375 2% 5% 4% Other Items Treatment Non-Treatment Total Frequency (in last month) Treatment Non-Treatment Total <1 ton 11% 5% 9% <5times 2% 2% 2% 5=<15times 37% 38% 37% 1=<5 tons 41% 41% 41% 15=<25times 44% 41% 43% 5=<10 tons 22% 27% 25% 25=<35times 15% 18% 16% 10=<15 tons 26% 24% 25% 35=<45times 0% 0% 0% 15=<20 tons 0% 2% 1% 45=<55times 0% 0% 0% 20=<25 tons 0% 0% 0% 55=<65times 2% 2% 2% >=25 tons 0% 0% 0% >=65times 0% 0% 0%

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 50 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.8. Key Performance Indicators

The Consultant identified the following as key performance indicators for future M&E, based on the agreement between the Consultant and the ADB for the Community-Based Rural Road Maintenance Project in Tajikistan. As mentioned above, these indicators are the minimum socioeconomic indicators that should be monitored and evaluated.

Table 27: Monitoring Framework: Indicators and Mechanism25 Timing of Benefits or Outcomes Baseline Reference Monitoring Indicators A. Immediately Upon Project Completion - Sec 5.2.7 Travel time to markets, schools, and healthcare facilities - Sec 5.3.5 1. Reduced Travel Time -Sec 5.4.6.1 -Sec 5.5.1 Key Performance Indicator = Average travel time to -Sec 5.6.1.1 markets, schools, and healthcare facilities reduced by 20% - N/A Number of person-days of employment created 2. Employment Generation Key Performance Indicator = At least 70,000 person-days of employment created - Sec 5.2.7 Rural road network restored to good condition (in km) The - Sec 5.3.5 length of roads should be classified into (i) paved roads, -Sec 5.4.6.1 (ii) roads with gravel or crushed stone or stabilized soil 3. Rural Road Network restored -Sec 5.5.1 surfaces, and (iii) earth roads graded or drained. -Sec 5.6.1.1 Key Performance Indicator = More than 350 km of rural road network restored to good condition in the project area

- N/A Small-scale contractors developed for maintenance 4. Number of contractors developed Key Performance Indicator = The capacity of at least 25 small-scale contractors developed for executing road maintenance - Sec 4.2 The number of poor households in the project area 5. Reduced poor households Key Performance Indicator = The number of poor households in the project area reduced by 10% B. Short-Term Benefits (within 1-3 years)

- Sec 5.3.8 Increased traffic volumes on local roads 1. Lower transport cost -Sec 5.4.6.3 - Sec 5.6.1.2 Bus and freight fares - N/A Jamoats with bus services (%) 2. Improved transport services Bus frequency to Jamoat center (buses/day) Vehicle ownership (vehicles/1,000 people) 3. Increased economic activity Transport expenses (%) Frequency of visits to Jamoat markets - Sec 5.3.7 Travel time to the nearest school and clinic Middle school dropout rates (boys and girls) 4. Increased access to social services Percentages of babies in the project area delivered in hospitals

C. Medium-Term (with 3-5 years) - Sec 4.2 Number of new or renovated houses 1. Increased rural incomes Rural income per head (TJS per year) 2. Reduced poverty incidence Poverty rate (%)

25 Community-Based Rural Road Maintenance Project Republic of Tajikistan Project Performance Management System (PPMS)

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 51 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

5.9. Testing Data – Treatment Road Group vs. Non-Treatment Road (Control) Group

The baseline conditions for all community groups in both the treatment and non-treatment areas are very similar and there is very little variance between the two areas. The treatment roads were selected based on a multi-criteria analysis, cost and engineering constraints and by evaluating the baseline conditions in both areas, the consultant will be able to use the upcoming annual M&E surveys to measure the changes in the below variables to measure the impact of the new road infrastructure.

The t-test was performed on each tested variable for each community group survey. The t-test evaluated whether or not there was a significant difference between the means of the two groups for each variable. If the t value that is calculated is above the threshold chosen for statistical significance (the 0.05 level), then the null hypothesis that the two groups do not differ is accepted, and the results confirm that the difference between the means of the two groups is not statistically significant. For the households, there is a statistically significant difference between the two groups’ income per capita and expenditure per capita. The higher value of the two was used as well as the average of the two amounts, to evaluate whether or not the results would differ. While this difference is not expected, now that it is noted in the baseline, the follow-up M&E will take these differences into account so that only changes from the baseline are attributed to the impact of the project.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 52 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Households - Testing the Difference b/w Treatment and Non-Treatment Groups Adjusted Per cap Income Per cap Expenditure Higher Value Average TNTTNTTNTTNT

t-test (2tail) (Null = No difference in means) 0.00000 0.00006 0.02028 0.42358 Null Reject Reject Reject Accept

t-Test: Two-Sample Assuming Unequal Variances Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Mean 48.63586 58.34059 89.11531 78.5622 94.58957 88.48944 72.29603 70.78117 Variance 701.2934 1276.903 3052.535 1280.659 2816.656 1491.058 1470.789 769.3862 Observations 577 532 641 598 641 598 641 598 Hypothesized Mean Difference 0 0 0 0 df 975 1105 1169 1166 t Stat -5.103794 4.01642 2.324374 0.800502 P(T<=t) one-tail 2E-07 3.15E-05 0.010138 0.211792 t Critical one-tail 1.646418 1.646234 1.646158 1.646162 P(T<=t) two-tail 4E-07 6.31E-05 0.020276 0.423583 t Critical two-tail 1.9624 1.962113 1.961995 1.962001

The t-test results are displayed below for passengers and drivers.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 53 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Passengers - Testing the Difference b/w Treatment and Non-Treatment Groups Adjusted Nearest Market Place Other Marketplace Per Capita Income Distance (km) Time (min) Distance (km) Time (mins) TNT T NT T NT T NT T NT t-test (2tail) (Null = No difference in means) 0.85 0.92 0.58 0.04 0.76 Null Accept Accept Accept Reject Accept

t-Test: Two-Sample Assuming Unequal Variances Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Mean 62.12871 61.64661 Mean 9.51032 9.590947 Mean 35.74886 34.30992 Mean 92.7399 112.809375 Mean 184.494382 175.789744 Variance 801.8652 692.6825 Variance 69.87475 76.32512 Variance 895.3013 657.0612 Variance 8574.594 11787.4599 Variance 129333.8333 18145.105 Observations 219 243 Observatio 219 243 Observatio 219 242 Observatio 198 224 Observatio 178 195 Hypothesized Mean Difference 0 Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 df 446 df 458 df 432 df 419 df 222 t Stat 0.18892 t Stat -0.101327 t Stat 0.551676 t Stat -2.049094 t Stat 0.304044724 P(T<=t) one-tail 0.425121 P(T<=t) one 0.459668 P(T<=t) one 0.290728 P(T<=t) one 0.020538 P(T<=t) one0.380689305 t Critical one-tail 1.648277 t Critical on 1.648187 t Critical on 1.648388 t Critical on 1.648498 t Critical on 1.651746359 P(T<=t) two-tail 0.850242 P(T<=t) two 0.919335 P(T<=t) two 0.581455 P(T<=t) two 0.041075 P(T<=t) two 0.761378609 t Critical two-tail 1.965297 t Critical tw 1.965157 t Critical tw 1.96547 t Critical tw 1.965642 t Critical tw 1.970707345 Passengers - Testing the Difference b/w Treatment and Non-Treatment Groups Children Schools Hospital Household members Distance (km) Time (mins) Distance (km) Time (mins) Total Male Female TNT T NT T NT T NT T NT T NT T NT t-test (2tail) (Null = No difference in means) 0.10 0.53 0.38 0.03 0.05 0.00 0.82 Null Accept Accept Accept Reject Accept Reject Accept

t-Test: Two-Sample Assuming Unequal Variances Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Mean Mean 0.901111 1.023958 Mean 16.90701 17.91079 Mean 12.45138 7.952893 Mean 26.90411 31.69136 Mean 8.041096 7.572016 Mean 4.082569 3.563786 Mean 3.977169 4.00823 Variance Variance 0.441523 0.867072 Variance 362.7172 217.2889 Variance 5718.416 55.06563 Variance 470.2798 645.7101 Variance 7.002891 5.749957 Variance 2.583013 2.156038 Variance 2.407733 1.942081 Observations Observatio 216 240 Observatio 214 241 Observatio 219 242 Observatio 219 243 Observatio 219 243 Observatio 218 243 Observatio 219 243 Hypothesized Mean Difference Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 df df 432 df 400 df 222 df 459 df 442 df 442 df 440 t Stat t Stat -1.63334 t Stat -0.62293 t Stat 0.876529 t Stat -2.184015 t Stat 1.988642 t Stat 3.603939 t Stat -0.225425 P(T<=t) one-tail P(T<=t) one 0.051563 P(T<=t) one 0.266843 P(T<=t) one 0.190845 P(T<=t) one 0.014733 P(T<=t) one 0.023678 P(T<=t) one 0.000175 P(T<=t) one 0.410877 t Critical one-tail t Critical on 1.648388 t Critical on 1.648672 t Critical on 1.651746 t Critical on 1.64818 t Critical on 1.648308 t Critical on 1.648308 t Critical on 1.648324 P(T<=t) two-tail P(T<=t) two 0.103126 P(T<=t) two 0.533685 P(T<=t) two 0.38169 P(T<=t) two 0.029467 P(T<=t) two 0.047357 P(T<=t) two 0.000349 P(T<=t) two 0.821753 t Critical two-tail t Critical tw 1.96547 t Critical tw 1.965912 t Critical tw 1.970707 t Critical tw 1.965146 t Critical tw 1.965346 t Critical tw 1.965346 t Critical tw 1.96537

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 54 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Drivers - Testing the Difference b/w Treatment and Non-Treatment Groups Adjusted Overall Travel Vehicle Repair Income Per Capita Distance Time Frequency (# times) Cost/Month % caused by bad road conditions TNT T NT T NT T NT T NT T NT t-test (2tail) (Null = No difference in means) 0.91 0.66 0.14 0.91 0.02 0.02 Null Accept Accept Accept Accept Reject Reject

t-Test: Two-Sample Assuming Unequal Variances Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Mean Mean 144.5505139 145.896354 Mean 56.56514 58.99222 Mean 83.80058 94.8173653 Mean 17.26857 17.18318318 Mean 366.700048 512.8123123 Mean 59.33043 63.09337349 Variance Variance 21097.40954 30523.8358 Variance 4965.435 5643.94 Variance 8702.392 10608.2218 Variance 110.197 86.33080068 Variance 423112.4078 910879.1968 Variance 501.4777 364.0244877 Observations Observatio 350 334 Observatio 350 334 Observatio 346 334 Observatio 350 333 Observatio 347 333 Observatio 345 332 Hypothesized Mean Difference Hypothesiz 0Hypothesiz 0Hypothesiz 0Hypothesiz 0 Hypothesiz 0Hypothesiz 0 df df 648 df 674 df 666 df 677 df 583 df 665 t Stat t Stat -0.109281823 t Stat -0.435319 t Stat -1.46033 t Stat 0.112695 t Stat -2.32342662 t Stat -2.356435 P(T<=t) one-tail P(T<=t) one 0.456506398 P(T<=t) one 0.331735 P(T<=t) one 0.072336 P(T<=t) one 0.455153 P(T<=t) one0.010249634 P(T<=t) one 0.00937 t Critical one-tail t Critical on 1.647208509 t Critical on 1.647118 t Critical on 1.647145 t Critical on 1.647107 t Critical on 1.64747148 t Critical on 1.647148 P(T<=t) two-tail P(T<=t) two 0.913012796 P(T<=t) two 0.66347 P(T<=t) two 0.144671 P(T<=t) two 0.910306 P(T<=t) two 0.020499267 P(T<=t) two 0.01874 t Critical two-tail t Critical tw 1.963631589 t Critical tw 1.96349 t Critical tw 1.963532 t Critical tw 1.963474 t Critical tw 1.964041289 t Critical tw 1.963538 Drivers - Testing the Difference b/w Treatment and Non-Treatment Groups Household members Age Total Male Female T NT T NT T NT T NT t-test (2tail) (Null = No difference in means) 0.36 0.82 0.43 0.01 Null Accept Accept Accept Reject

t-Test: Two-Sample Assuming Unequal Variances Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Variable 1 Variable 2 Mean Mean 7.768571 7.613772 Mean 3.744986 3.719033 Mean 4.040115 3.960725 Mean 45.84286 47.71557 Variance Variance 5.089554 4.556086 Variance 2.179034 2.208697 Variance 1.923674 1.480271 Variance 80.74028 76.17411 Observations Observatio 350 334 Observatio 349 331 Observatio 349 331 Observatio 350 334 Hypothesized Mean Difference Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 Hypothesiz 0 df df 682 df 676 df 674 df 682 t Stat t Stat 0.9221 t Stat 0.228353 t Stat 0.794528 t Stat -2.764914 P(T<=t) one-tail P(T<=t) one 0.178401 P(T<=t) one 0.40972 P(T<=t) one 0.213584 P(T<=t) one 0.002924 t Critical one-tail t Critical on 1.647091 t Critical on 1.647111 t Critical on 1.647118 t Critical on 1.647091 P(T<=t) two-tail P(T<=t) two 0.356803 P(T<=t) two 0.819441 P(T<=t) two 0.427168 P(T<=t) two 0.005848 t Critical two-tail t Critical tw 1.963448 t Critical tw 1.963479 t Critical tw 1.96349 t Critical tw 1.963448

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 55 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

PART II: POVERTY IMPACT ASSESSMENT

6. METHODOLOGY AND LIMITATION OF POVERTY IMPACT ASSESSMENT

This section first explains the prospective poverty impact assessment (PIA) method that is usually applied to typical ADB road feasibility studies, followed by limitations and challenges to using this method for this particular project, and finally presentation of the alternative method for assessing the project’s potential impacts on poverty reduction. The new method is scientifically sound, while the prospective results alone are forecasts that cannot be verified without careful follow-up.

6.1. Typical Approach and Methodology – Overview

For typical ADB-funded road feasibility studies, the team applies the method that builds on the ADB Guidelines as described in the ADB’s Incorporating Poverty Impact Assessment into the Economic Analysis of Projects and the ADB’s Handbook on Poverty and Social Analysis. It also takes into account recent discussions and advances made by the ADB to conduct poverty impact assessments for roads projects. Following the evolving thinking about alternative approaches to the Distribution Analysis, the analysis distributes net economic benefits (i.e., the estimated economic net present value (ENPV) of the project), and not the pure “development effect,” which is defined in the Handbook as the difference between the ENPV and the financial net present value (FNPV). By distributing the ENPV, the distribution analysis includes the “development effects” in the distribution table itself.26

There are four pillars to a PIA: 1) Beneficiary Analysis; 2) Identification of Stakeholder Groups; 3) Distribution Analysis; and 4) Identification of Potential Complementary Actions.

Beneficiary Analysis requires estimating the number of project beneficiaries, and the number of poor (and very poor, if the data allow further disaggregation) beneficiaries.

A Distribution Analysis for a prospective PIA shows how estimated net economic benefits (discounted) and the estimated cost of hiring the local labor (which, in the case of distribution analysis, is considered “economic benefits” to the labor after taking into account the opportunity costs) are distributed between identified key stakeholder groups, including the poor and the government. Thus, the analysis relies on the results of the economic analysis undertaken to conduct the feasibility study, which in turn relies on traffic counts and detailed analysis of the potential gains from improving the road network that allow estimation of vehicle operating cost savings and time savings. It is also critical to identify the most important stakeholder groups that are relevant for the specific projects. In addition to results of the economic analysis, small-sample surveys and key informant interviews undertaken specifically in the project area provide essential input to estimating how the net economic benefits are distributed among stakeholder groups. The distribution analysis enables computing the Poverty Impact Ratios (PIRs), calculated in terms of the share of the net benefit of the project received by the poor stakeholders in the total net economic benefits.

The PIRs show the proportion of net economic benefits (discounted over the life of the project) that accrue to the poor (and the very poor). Thus, PIRs should be compared to the poor’s income share in GDP.

26 See “Methods in Distribution and Poverty Impact Analysis: Practices and Clarifications,” by Gregory Gajewski and Marc Luppino, Paper commissioned by the ADB, and presented at the Western Economic International Association 2004 Annual Meeting in Vancouver, Canada.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 56 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

In addition, over time, the project will enhance the economic growth within the COI and the nation, so this is estimated as benefits accruing to the “Economy in General,” and shown in the Distribution Analysis. A Keynesian-type multiplier is applied to the project’s estimated net economic benefits to produce this estimate. This more broadly defined increase in economic growth, while included in the Distribution Analysis, is not included in the distribution analysis.

The financial and economic cost of the project to the government and the impact on the government’s budget is not covered by the analysis here. The analysis does consider the government as a user and provider of transport services in the Distribution Analysis.

Potential Complementary Actions are tools that should be used to increase the number of poor beneficiaries and the share of net benefits accruing to the poor from the project. For road projects they include, changes in competition policies and the regulatory framework to encourage competition in the transport sector. More competition will push down transport service prices, and thus pass more benefits to the users; and the highest concentration of poor is among the users of transport. The analysts also typically recommend as a complementary action that additional agricultural extension services be provided to the poor farmers so they can learn how to grow cash crops that can be profitably transported to market due to the lower transport costs brought by the Project. Complementary Actions are identified through the above analysis and the fieldwork for the PIA.

6.2. Limitations of the Methodology and the Alternative Approach

The standard approach and methodology of a prospective PIA briefly described in the section above, however, is not entirely applicable to this Community-based Rural Road Maintenance Project. As mentioned above, there are four pillars to a PIA: 1) Beneficiary Analysis; 2) Identification of Stakeholder Groups; 3) Distribution Analysis; and 4) Identification of Potential Complementary Actions. For this project, the third pillar – distribution analysis – could not be conducted primarily because of the limited project budget. A huge budget would be required to estimate the expected Economic Net Present Value of the project using HDM-4 or RED. The distribution analysis requires an estimate of the Economic Net Present Value of the project, which was too expensive to estimate given the project’s budget. Moreover, given the very bad conditions of the roads and the very low volume of traffic, collecting data to run RED would yield estimates of the ENPV that would be very inaccurate, aside from being very expensive to collect the required data. With the low levels of traffic and bad road conditions, HDM-4 is inapplicable in any case.

6.2.1. Beneficiary Analysis

The beneficiary analysis draws on several sources, available statistical data, key informant interviews, focus group discussions, and a set of small-sample surveys, to estimate the number of beneficiaries and the number of poor beneficiaries.

First, using maps of the selected road sections, a 10-kilometer-wide ribbon of terrain with the project road in the center27 is defined as the project's COI. This is a fairly standard approach to defining a project’s immediate COI. By multiplying the COI of each project road by the relevant region’s population density, total number of beneficiaries of the project is estimated. Then, applying the incidence of poverty, which was obtained from the household surveys conducted in the field, to the total beneficiaries yields the estimates of total number of poor (and very poor) beneficiaries.

27 A Corridor of Influence (COI) is generally defined as a 15-kilometer-wide area on both sides of each road (thus 30-kilometer-wide ribbon of terrain). However, because the geography of Tajikistan is characterized as being very mountainous that makes access to the road considerably more difficult than relatively flat topography, COIs for the Project were thus adjusted by narrowing the area to a 5-kilometer-wide band on both sides of the road.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 57 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

In addition to those who will benefit from the lower transport costs and induced economic and social development for the general economy, there are a number of construction jobs that will be created as part of the Project. Those who will benefit from these new jobs are often grouped with the Project’s beneficiaries identified by the method described above. However, these new jobs are temporary, and while a number of unemployed poor laborers will benefit, the degree to which they will benefit is smaller compared to the users of the roads and those who live within the road network’s COI. From the engineering and economic assessment of the project, the analysis draws on the forecast labor costs associated with the project, translates these into person-years of employment, and then estimates the share of jobs that will go to poor unemployed laborers using the shadow wage rate conversion factor (SWRF) from the economic analysis.

The team has applied this method and estimated the project’s beneficiaries (See Section 4.1) at the time of the baseline survey. For the follow-up M&E exercises, the team will re-estimate the number of beneficiaries and compare them to the results of the baseline.

6.2.2. Identification of Key Stakeholder Groups

For the Distribution Analysis, the discounted net economic benefits estimated in the engineering and economic evaluations are distributed, to the extent possible, among key stakeholder groups identified specifically for the project. For a typical road feasibility project, the key stakeholders often include:

Users of passenger transport; Users of freight transport; Vehicle operators; Vehicle owners; Labor; and The Government

These key stakeholder groups are identified through close analysis of the information from available secondary sources as well as extensive field work, which include key informant interviews, focus group discussions, and small-sample surveys. However, because the ENPV was not estimated for budget and methodological reasons described above, no distribution analysis was done. The team has identified appropriate stakeholder groups for the PIA of this project in the sections above.

6.2.3. Distribution Analysis

The nature of the project, the Community-based Rural Road Maintenance Project, makes it inappropriate to apply the standard prospective distribution analysis approach. The distribution analysis distributes the discounted net economic benefits of the project among the identified key stakeholder groups. Estimating the net economic benefits of a road project heavily depends on generated/diverted traffic, which in turn relies on the existing traffic on the roads. Generally, transport economists, using transport economic analysis tools such as HDM-4, quantify the project’s economic benefits measured in terms of VOC and time savings due to the improved road conditions and road upgrading, applying the projected generated and diverted traffic. The difference between the estimated savings and the investment costs is the net economic benefits of the project.

However, the selected rural roads to be rehabilitated under this project have very low traffic at present because of one or more of the following reasons:

People generally do not own vehicles;

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 58 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

There are not much transport services provided on these roads; and The roads conditions have deteriorated so much that they are often not passable.

What this means is that the standard economic analysis would not be able to compute the net economic benefits of this project due to the low volumes of traffic on the roads and the extremely poor conditions of the roads. Aside from the huge amount of funds required to collect the road condition data, with low traffic, HDM-4 is inapplicable, and with very bad road conditions and low traffic, RED estimates are very inaccurate.

Therefore, instead of examining the narrowly defined prospective net economic benefits of road projects measured in terms of VOC and time savings, the team will measure the project’s benefits with other indicators – both qualitative and quantitative indicators – in a more comprehensive manner.

7. PROJECT BENEFICIARIES AND STAKEHOLDER GROUPS

Based on the poverty incidence estimated Total Estimated Number of Beneficiaries above, of the total beneficiaries of about #% 330,000 in the project's corridor of influence Total Beneficiaries 332,359 100% (COI), the number of poor people is Poor 83,090 25% estimated to be 83,090, and the non-poor, Non-Poor 246,594 74% 246,594. The number of total beneficiaries was estimated by applying the population density of Districts, where the project roads are located, to the size of each project road's COI. A project road's COI is defined as a 5-kilometer- wide area on both sides of the road plus half a circle with 5-kilometer radius on both ends of the road. In general, for many other projects, the COI of a road project is defined as 15- kilometer-area on both sides of the road, but due to Tajikistan’s mountainous topography, the size of COI was appropriately adjusted to have a more realistic estimate of the number of beneficiaries. The estimated number of beneficiaries is presented below.

8. EXPECTED BENEFITS TO PROJECT BENEFICIARIES AND PROJECT’S IMPACT ON POVERTY

Tajikistan is the poorest and among the most fragile of the CIS countries, and is burdened with failing infrastructure, inadequate health systems, and weak institutions. Fragile states suffer from a variety of factors that cause rampant poverty and damage human development. Several of these include: violent conflicts, pandemic diseases, natural disasters, economic shocks, and extensive environmental damage.28 These factors hinder poverty reduction in a developing country. Tajikistan suffered through more than five years of civil strife and as evidenced by World Bank research, conflict and civil war is hinders development29. Tajikistan is currently trying to rebuild and stregthen its infrastructure and insititutions while continuing on the path of economic growth and stability.

Enhancing social opportunities and human capabilities works most effectively towards the prevention of poverty risks, because this strengthens the ability of the vulnerable (i.e. the poor) to resist risks

28 “Poverty Reduction and Human Security” Institute for International Cooperation, Japan International Cooperation Agency. March 2006 29 Paul Collier et al. Breaking the Conflict Trap: Civil War and Development Policy. New York and Washington, DC: Oxford University Press and the World Bank, 2003

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 59 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

and to fight against poverty. The World Bank emphasizes that poverty has three dimensions: lack of income and assets, voicelessness and powerlessness, and vulnerability. 30 Effectively reducing poverty and eventually eradicating it around the world, requires expanding opportunities and promoting access and security. By providing the poor with roads for access to services and goods, their opportunities for conducting business and trade, receiving an education, and accessing health care services increases and provides them with a sense of empowerment and security which are all essential to human development.31

The benefits of transportation are realized on multiple levels. Transport improvement projects provide benefits to the poor and other road users in several different forms:

improve access to markets, education, healthcare etc…, provide income generating opportunities, decrease in vehicle operating costs, time savings, and increase in capital and recurrent costs.

8.1. Access to Markets, Education and Healthcare

Access to markets, education and healthcare are essential in sustaining an economy, and ensuring the viability of a state. Sometimes the transport constraint is explicitly acknowledged as a dimension of poverty, though more often it is implicitly assumed in the need to create greater access (e.g. to employment opportunities, educational and health facilities, agricultural development, social inclusion and networking). Though there is a distinct difference between urban and rural transport projects, we will focus primarily on rural transport projects where benefits to the poor are seen more profoundly.

In rural areas, where the poor survive primarily on subsistence agriculture, addressing the needs of poor farmers should be the primary objective. Enabling poor farmers to grow different crops is widely seen as one of the most effective ways to reduce poverty and hunger. In this context there is evidence to show that road investments and improved access to transport services can be effective in lowering input prices and increasing agricultural production. The contribution that transport makes to final market prices varies with a range of factors such as commodity type, transport efficiency, marketing practices, and travel distance. Thus investment in transport infrasctructure is likely to be most successful when accompanied by actions on other fronts to obtain cost reductions and encourage economic growth.

In general, local access roads in poor rural and urban areas make only a modest contribution to national income growth, but they are likely to have a direct and significant impact on the daily life of the poor. On the other hand, inter-city transport modes such as trunk roads, rail and shipping are of strategic significance to a national economy. They are provided with the objective to stimulate and facilitate national income growth; their impacts on poverty reduction are likely to be indirect

8.2. Provide Employment Opportunities

30 World Bank, Voices of the Poor Report Series (2002) 31 Human development is defined as “the process to expand people’s choices to lead lives they value.” UNDP Human Development Report, 1994.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 60 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

The provision of transport services, including the construction and maintenance of transport infrastructure, generates demand for labor (often unskilled labor) and provides income-earning opportunities for the poor. If a transport project generates jobs for the poor who are otherwise unemployed or under-employed, it contributes to the reduction of poverty. In many developing countries, the construction aspect of transport sector development is often viewed equally important as the service aspect of the sector in promoting economic growth.32

Throughout Tajikistan, villagers were very supportive of the road improvements and expressed their desire to participate in the proposed road maintenance and rehabilitation process. They were also willing to provide community-level maintenance activities within their capacity, such as cleaning the sides and drainages and repairing small damages.

9. STRUCTURAL CONSTRAINTS AND COMPLEMENTARY ACTIONS

The fieldwork done for the baseline study and the subsequent M&E exercises require that analysts develop an in-depth understanding of the project’s effects through understanding how relevant markets function and how the institutions that will be involved in the project affect the flow of the project’s benefits and costs to its stakeholders. Often, market and institutional imperfections unique to the project’s geographic, political and social context impede or block the flow of benefits to the intended beneficiaries, including poor beneficiaries. These are termed structural constraints. By conducting this current study, analysts gained insight into potential structural constraints, and are able to recommend policy actions, termed “complementary actions,” that can be tied to the project loan or grant. The complementary actions can thus remove or ameliorate structural constraints so that more of the benefits flow to the expected recipients.

The key structural constraints evident when the team did the fieldwork for the baseline was that most villages were very isolated from markets due to long distances to the nearest big town, poor road conditions that limit available transport services, masking transportation very costly. As a result, many farmers and rural residents do not produce goods for the market. By improving road conditions, there will be more transport service providers, and the costs of transport will fall. As this happens, a key complementary action will be to teach the farmers to grow more cash crops for the market. It will also be important to teach them how to market their goods now that they are more closely connected with the rest of the nation’s economy.

While the incidence of poverty is low, this is because most households are self sufficient or nearly so in growing their own food. In addition, remittances make life better for many who send family members abroad to work and send money home. Yet this places a strain on households as families are forced to break up in order to have a decent living. By improving road conditions and lowering the cost of transport services, households will benefit from the farm extension services, and increase their incomes by growing more for the market. Also, households dependent on their small plots for food are vulnerable to crop failures; this type of vulnerability is very serious for the poor and those near poverty as it can threaten their very existence. While vulnerability is not studied here, by increasing the size and diversity of products grown and allowing more villagers to go to the towns to work in non-farm jobs, this will decrease vulnerability. Thus another complementary action is to provide vocational training to workers so they can secure better non-farm jobs, be less vulnerable, and earn a higher income. All this together may mean that family members who now must work abroad may be able to return home, thus improving social cohesion. The follow-up M&E surveys will capture this effect as it occurs.

32 Gannon, Colin and Zhi Liu. “Poverty and Transport” (World Bank 1997).

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 61 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

Since the central government is unable or unwilling to supply good rural road maintenance, the results show that people on the project roads are willing and generally capable of being taught to use a community-based approach to road maintenance. This will spur the development of local contractors, create labor for the local residents and reduce vulnerability and social isolation. Thus the results of the team’s work to date show that the project is likely to be a success in terms of improving the quality of life for the project’s beneficiaries. The follow-on M&E results compared to the baseline results will confirm the degree to which the project is a success in reducing poverty and improving the lives of the beneficiaries.

10. NEXT STEPS The key to the success of the project is for the surveys to remain unchanged, for the same areas and even possibly the same people to be interviewed, and for the same survey enumerators be used in the follow-up annual monitoring and evaluation exercises. In this way any surveyor-induced bias will remain the same, and the differences noted between the M&E results and the baseline will measure the true impact of the project. Also, the control and treatment groups must remain the same, so that the true effects of the project can be estimated by subtracting the change in indicators observed in the control group from the changes in the indicators for the treatment group to derive the net effect of the project on the key indicators.

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 62 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

11. ANNEX I – SURVEY & FOCUS GROUP QUESTIONNAIRES

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 63 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

12. ANNEX II: TRAFFIC COUNTS

JFPR Grant No. 9078-TAJ: Community-based Rural Road Maintenance Project 64 Baseline Survey and Poverty Impact Assessment Report: Draft Final Report April 2007 THE LOUIS BERGER GROUP, INC.

JFPR Grant No. 9078-TAJ Community-based Rural Road Maintenance Project

Baseline Survey and Poverty Impact Assessment Report Draft Final Report April 2007

ANNEX I – SURVEY & FOCUS GROUP QUESTIONNAIRES

The Louis Berger Group, Inc.

Detailed Household Interview

We conduct research on road rehabilitation project of the Asian Development Bank. We would like to learn how future improvements of the roads in your community. Your answers will help us design a better road sector, which will improve the well-being of the country’s population. The questionnaire is anonymous, and we will not record your name or your family name.

District______Jamoat______Village______Road Number______Date: ______Interviewer______

1. Are you the head of the household?______(Yes/No) 2. Gender of respondent______(Male/Female) 3. How far is the nearest all-season road that is used frequently by motorized vehicles from your house? a) more than 10 kilometers b) 8 – 10 kilometers c) 5 – 7 kilometers d) 3 – 4 kilometers e) 1 – 2 kilometers f) Less than 1 kilometer

4. How long does it take for you to walk or reach by non-motorized transport the nearest all-season road that is frequently used by motor vehicles? a) more than 3 hours b) 2 – 3 hours c) 1 – 2 hours d) Half an hour to an hour e) 15 to 30 minutes f) Less than 15 minutes

Detailed Household Interview Page 1 of 6

5. List all the household members (including children) their age, levels of education, job/occupation, and income per month: Occupation Income (elder 14 years) per month Level of education(elder Worker -1 6 years) In Employer - 2 somoni None - 1 (teacher, doctor) Primary School - 2 Name of State employer -3 members Middle School(8-9 Gender Farmer -4 family grades) - 3 Businessman – 5 code beginning Male - 1 High School (10-11 from the Women - 2 grades) - 4 Labour migrant -6 head of household College, Technical -5 Unemployed -7 University Bachelor Pensioner – 8 degree (3-4 course) - 6 Housewife – 9 University Education(Master Student – 10 degree -7 Other - 11

1 2 3 4 5 6 7 8

Detailed Household Interview Page 2 of 6 6. What is your households' total expenditure?

# Item Per Month Per Year 1 Food 2 Cigarettes, alcoholic beverages 3 Clothing

Weddings, funerals, religious events

Soap, toiletries, and cleansers 4 Education 5 Electricity 6 Fuel for vehicles

Agricultural expenses (fertilizer, seeds, animal feed)

Fuel, wood, coal, for house, etc. 7 Hospitals and clinic services

Medicine

Transport 8 Construction materials for house repair 9 Taxes 10 Other, specify ______7. Do you produce any agricultural products (such as vegetables, grains, meat, etc.)? Yes / No (circle one) 8. How much land do you own for your lifetime or rent to produce agricultural products? Own / Rent (circle one or both)

# Kind of land hectare hundred part 1 Backyard 2 Garden 3 Farm lands 4 Household farmer land (portion) 5 President lands 6 Rent land Total

Detailed Household Interview Page 3 of 6

9. What crops do you produce? (List all the agricultural crops you produce and reason for the production). including Agricultural Total (kg.) For personal For sale For other Crops tons) use purposes

1 wheat

2 vegetables 3 fruits 4 tobacco 5 Grapes 6 Honey Milk Meat Eggs Potatoes Other 10. What are the major difficulties you face in farming? a) lack of fertilizer, b) lack of skills, c) lack of man power, d) lack of credit e) lack of transport f) high transport costs g) bad road conditions h) Other 11. What livestock do you raise? Livestock Number 1 Cow 2 Bull 3 Calf 4 Sheep 5 Goat 6 Horse 7 Rabbit 8 Donkey 9 Fowl

Detailed Household Interview Page 4 of 6 12. Do you own any machines for farming? Yes / No (circle one) If Yes, a) Tractor b) Car c) Truck d) Hand-planting tool e) Plow (animal pulled, or human pulled)

13. In your household, who usually does the following household activities?

Household Female Children Male Activities Bring water for the 1 household 2 Buy food 3 Build / repair house 4 Take care of children Sell agricultural 5 products in kiosk or market 6 Take care of livestock 7 Cook 8 Washing clothing Make decisions on the 9 household's important issues Attend village 10 meetings 11 Wage labor 12 Farming Make decisions on 13 household's spending

14. How would improved rural roads affect you? (circle all that apply and explain) a) Easier movement Would you travel more often? Yes / No (circle) b) Reduction in transportation cost c) Increased trips to market places d) Increased sales of products in market places

Detailed Household Interview Page 5 of 6 e) More job opportunities f) Increase in income sources How? Explain______g) Increased trips to social institutions (such as hospitals, clinics, schools, banks, etc.) h) Other, explain______

Detailed Household Interview Page 6 of 6

Questionnaire for Passengers – We conduct research on community-based rural road improvement and maintenance financed by the Asian Development Bank. We would like to learn how future improvements of the roads will change your community. Your answers will help us design a better road sector, which will improve the well-being of the country’s population. The questionnaire is anonymous, and we will not record your name or your family name.

Date: ______traveling on rural road number______Rayon______

1. Location of your household ______(provide town/village name and District)

2. How far is the nearest all-season road that is used frequently by motorized vehicles from your house? a) more than 10 kilometers b) 8 – 10 kilometers c) 5 – 7 kilometers d) 3 – 4 kilometers e) 1 – 2 kilometers f) Less than 1 kilometer

3. How long does it take for you to walk or reach by non-motorized transport the nearest all- season road that is frequently used by motor vehicles? a) more than 3 hours b) 2 – 3 hours c) 1 – 2 hours d) Half an hour to an hour e) 15 to 30 minutes f) Less than 15 minutes

4. How do you get to the nearest main road? (a) walk (c) donkey or horse (e) microbus (g) truck (b) bicycle (d) car (f) tractor (h) other 5. How often do you travel to your nearest market place per month? (circle one) a) once c) 5-8 b) 2-4 d) 8+ 6. How far is the nearest market place from your house? ______kilometers 7. What are the transport methods on the main road that you use most frequently to reach the nearest market? (circle up to three) a) Walk e) By bicycle j) By truck b) By horse or donkey f) By motorcycle k) tractor c) By cart pulled by person g) By car or taxi l) Other, explain ______d) By cart pulled by horse h) By microbus ______or donkey i) By bus 8. How long does it take you to get to your nearest market place using the methods you identified? ______minutes / hours (circle) 9. How much does it cost you to get to your nearest market place? ______somoni (one way)

Questionnaire for Passengers Page 1 of 5

10. How often is motorized transport available from your nearest road to your nearest market place? (circle one) a) Several times a day d) Other, explain ______b) Once a day c) Once a week 11. Would you go to other market places if (circle all that apply): a) The rural roads are in better condition b) The main roads are in better condition c) Transportation was less expensive d) Transportation methods (such as buses, trucks, etc.) were more frequently available e) The other market places were closer f) Other reasons, explain ______Other Market 12. How far away is the other market place from your house? ______kilometers 13. How often do you travel to your second nearest market place per month? (circle one) MATCH ABOVE a) Never c) 1-4 e) 9-16 b) Less than once d) 5-8 f) 17+ i. If you answered "never," why? Explain______(→and go to Q16) 14. What is the transport method you would use to reach the second nearest market? (circle all that apply) a) Walk f) By car or taxi k) tractor b) By horse(donkey) g) By microbus or minibus l) Other, explain ______c) By porter h) By medium or big bus ______d) By bicycle i) By small truck e) By motorcycle j) By medium truck 15. How long does it take you to get to your second market place using the method you identified for Q13? ______minutes/hours 16. How much does it cost you to get to your second nearest market place using the method you identified for Q13? ______somoni (one way)

Schools 17. How far is your children’s school from your house? ______kilometers 18. How do your children go to school?

a) Walk b) By horse(donkey) c) By porter

Questionnaire for Passengers Page 2 of 5

d) By bicycle e) By motorcycle f) By car or taxi g) By microbus or minibus h) By medium or big bus i) By small truck j) By medium truck k) tractor l) Other, explain ______19. How long does it take your children to get to school using the method you identified for Q24? ______minutes / hours (circle) 20. How much does it cost you to get to school using the method you identified for Q24? ______Somoni (one way) Hospital / Polyclinic 21. How far away is your hospital / polyclinic? ______kilometers 22. How do you go to the hospital / clinic / health center? a) Walk f) By car or taxi k) tractor b) By horse(donkey) g) By microbus or minibus l) Other, explain ______c) By porter h) By medium or big bus ______d) By bicycle i) By small truck e) By motorcycle j) By medium truck 23. How long does it take you to get to the hospital / clinic / health center using the method you identified for Q29? ______minutes / hours (circle) 24. How much does it cost you to get to the hospital / clinic / health center using the method you identified for Q29? ______somoni (one way)

25. Do you go to the hospital/health center for (circle all that apply): a) Routine check-ups and vaccinations b) In emergency situations c) Other, explain______

Other Frequent Destinations Other than your market places, what is your most frequent destination outside your village/town (Only one place)? a) Hukomat b) Jamoat c) farm where you work d) visit relatives e) non-farm workplace f) town clinic g) Other, Explain______

Questionnaire for Passengers Page 3 of 5

26. How often do you travel to the destination per month? a) Less than once c) 5-8 e) 17+ b) 1-4 d) 9-16 27. How far is the destination from your house? ______meters / kilometers (circle) 28. What is the transport method you use most frequently to reach the destination? (circle one) a) Walk f) By car or taxi k) tractor b) By horse(donkey) g) By microbus or minibus l) Other, explain ______c) By porter h) By medium or big bus ______d) By bicycle i) By small truck e) By motorcycle j) By medium truck 29. How long does it take you to get to the destination using the method you identified for Q20? ______minutes / hours (circle) 30. How much does it cost you to get to the desitination using the method you identified for Q20? ______somoni (one way) Rural Road Improvement 31. How would improved rural roads affect you? (circle all that apply and explain) a) Easier movement Would you travel more often? Yes / No (circle) b) Reduction in transportation cost c) Increased trips to market places d) Increased sales of products in market places e) More job opportunities f) Increase in income sources How? Explain______g) Increased trips to social institutions (such as hospitals, clinics, schools, banks, etc.) h) Other, explain______Information on the Respondent 32. How many people live in your household?______(number) Male______Female______33. What is your total household cash income (including the earning of every household member, money they earn from selling agricultural produce, money they receive from their relatives, etc.)? ______somoni per month 34. Does your household produce any agricultural produce for household consumption? If so, how much of your household food consumption is satisfied with your household's production? (What percentage of the food you and your household members eat annually come directly from your vegetable garden/farm?) ______percent 35. What are the average total expenditures of your household (this includes all the spending of the household, such as school fees, farm inputs, clothing, cigarettes, electricity, fuel, medicines, food, etc.)? ______somoni per month / year (circle one)

Questionnaire for Passengers Page 4 of 5

36. During the last one year, did you feel that there were times when you and your family did not have enough food to eat? Yes / No (circle one) If Yes, could you estimate how many days, weeks, months? Mark necessary______

37. What is your ethnicity? (circle one) a) Tajik d) Kyrgyz f) Other, explain ______b) Uzbek e) Tatar ______c) Russian 38. Do you know what HIV/AIDS is? Yes / No (circle) 39. If yes, do you know how to prevent HIV/AIDS? Yes / No (circle) 40. Gender of respondent______(Male/Female)

Questionnaire for Passengers Page 5 of 5

Questionnaire for Vehicle Operators – We conduct research on a community-based rural road improvement and maintenance project funded by the Asian Development Bank. We would like to learn how future improvements of the roads in your community will affect your life. Your answers will help us design a better road sector, which will improve the well-being of the country’s population. The questionnaire is anonymous, and we will not record your name or your family name.

Note for Surveyors: Find those vehicle operators who use the project rural road.

Date: ______traveling on rural road number______Rayon______

1. Distance usually traveled ______kilometers Usual Travel Time ______minutes / hours (circle) 2. During last month, how many times did you use the road you are traveling on now? ______times (one-way trips) 3. What type of vehicle do you drive? a) Motorcycle e) Bus i) Other, explain ______b) Car f) Pick-up truck ______c) Jeep g) Medium truck d) Microbus or minibus h) Tractor 4. What type of cargo do you usually transport? (Circle all that apply) a) Passengers c) Other products b) Food 5. If you usually carry passengers, how many do you carry at once on average? ______persons 6. How much passenger fee do you charge per person? ______somoni ______kilometers

Questionnaire for Vehicle Operators Page 1 of 3

7. Are there any minimum or maximum passenger fees set, except by agreement between passengers and drivers? Yes / No (circle one), if Yes, explain______8. If you usually carry food or other items, how much do you transport at once on average? ______kilograms / Tons (circle) 9. What is the freight rate do you charge? ______somoni per ______kilograms per ______kilometers 10. Are there any minimum and maximum freight rates set, except by agreement between drivers and freight shippers? Yes / No (circle one), if Yes, explain______11. How much do you earn by driving the vehicle? ______somoni per month / year (circle) 12. You are: (circle one) a) Owner of the vehicle b) Renting the vehicle (→Please go to Q17) c) Hired by a private company as a driver (→Please go to Q19) d) Hired by the government as a driver (→Please go to Q20) e) Hired by other organizations (such as UN, etc.), including NGOs, as a driver (→Please go to Q20) f) Other, explain ______13. How many vehicles do you own? ______vehicles 14. If you own more than one vehicle, do you rent them out? For how much per month? Yes / No (circle one) ______somoni per month 15. How much do you pay on average for vehicle repair for the vehicle you drive? ______somoni per month / year (circle) a) How much of the total repair do you think is caused by bad rural road conditions? ______percent (→Please go to Q21) Those who are renting vehicles 16. Approximately how many vehicles are owned by the person or company that you rent your vehicle from? ______vehicles 17. What vehicle leasing fee do you pay? ______somoni per month (→Please go to Q20) Private Company Driver 18. Approximately how many vehicles does your company/boss own? ______vehicles a) How much of the total repair is caused by bad rural road conditions? ______percent Information on the Respondent 19. How many people live in your household?______(number)

Questionnaire for Vehicle Operators Page 2 of 3

Male______Female______20. What is your total household cash income (including the earning of every household member, money they earn from selling agricultural produce, money they receive from their relatives, ,etc.)? ______somoni per month 21. Does your household produce any agricultural produce for household consumption? If so, how much of your household food consumption is satisfied with your household's production? (What percentage of the food you and your household members eat annually come directly from your private plot) ______percent 22. What are the average total monthly expenditures of your household (this includes all the spending of the household, such as school fees, farm inputs, clothing, cigarettes and alcohol, electricity, fuel, medicines, food, etc.)? ______somoni per month 23. During the last one year, did you feel that there were times when you and your family did not have enough food to eat? Yes / No (circle one) If Yes, could you estimate how many months, weeks, days (mark necessary) 24. What is your ethnicity? (circle one) a) Tajik d) Kyrgyz f) Other, explain ______b) Uzbek e) Tatar ______c) Russian 25. Do you know what HIV/AIDS is? Yes / No (circle) 26. Do you know how to prevent HIV/AIDS? Yes / No (circle) 27. Age ______years old 28. Highest level of education completed: (circle one) a) None d) High School (10-11 f) University Bachelor grades) degree (3-4 course) b) Primary School e) College, Technical g) University c) Middle School(8-9 School Education(Master grades) degree)

Questionnaire for Vehicle Operators Page 3 of 3 Questionnaire for Farmer

District______Jamoat______Village______Rural Road Number______Name of farm______

1. How far is the nearest all-season road that is used frequently by motorized vehicles from your farm? a) more than 10 kilometers b) 8 – 10 kilometers c) 5 – 7 kilometers d) 3 – 4 kilometers e) 1 – 2 kilometers f) Less than 1 kilometer

2. How long does it take for you to walk or reach by non-motorized transport the nearest all-season road that is frequently used by motor vehicles? a) more than 3 hours b) 2 – 3 hours c) 1 – 2 hours d) Half an hour to an hour e) 15 to 30 minutes f) Less than 15 minutes

3. What kind of agricultural products do you produce? What part of this do you sell or consume?

As a For For Charity Total Percent personal sale New column for Agricultural (tons/kilograms of total use (%) (%) seeds for next Crops Or number of output season animals) In-kind salary payments (%) 1 wheat

2 vegetables 3 Fruits 4 tobacco 5 Grape 6 meat 7 Fowl 8 Eggs 9 Milk 10 honey 11 Potatoes Animal Feed Livestock Other

Questionnaire for Farmers Page 1 of 2

4. Where do you sell your products? a) at the nearest market on the main road b) at your nearest village c) to middlemen who come to your farm d) at the market in Dushanbe e) at other place (explain)

5. Last year, what was the value of your total production (including sold and used for other purposes) in Somoni?______

6. Last year, what was the total cost of your inputs (seeds, gasoline, fuel, labor, fertilizer, etc. ) in Somoni?______

7. What portion of your expenditures are transport expenses? ______in Somoni

8. How much do you think your income will be increased if the rural road is improved and maintained? ______in %

Questionnaire for Farmers Page 2 of 2 Questionnaire for Shops and Retail Sellers

We conduct research on a community-based rural road improvement and maintenance project funded by the Asian Development Bank. We would like to learn how future improvements of the roads in your community. Your answers will help us design a better road sector, which will improve the well- being of the country’s population. The questionnaire is anonymous, and we will not record your name or your family name.

Date: ______. On rural road number______, Rayon______

1. Type of shop/business: a) retail b) restaurant/cafe c) gas sales d) vehicle repair e) Wheat/flour mill f) other

2. How far is the nearest all-season road that is used frequently by motorized vehicles from your shop? a. more than 10 kilometers b. 8 – 10 kilometers c. 5 – 7 kilometers d. 3 – 4 kilometers e. 1 – 2 kilometers f. Less than 1 kilometer

3. How long does it take for you to walk or reach by non-motorized transport the nearest all-season road that is frequently used by motor vehicles? a. more than 3 hours b. 2 – 3 hours c. 1 – 2 hours d. Half an hour to an hour e. 15 to 30 minutes f. Less than 15 minutes

4. How many employees are working in the shop? ______

5. How many of your employees are from your household?______

6. From which area are your employees come from? ______

7. What is your gross revenue you bring in to the shop last month? ______

8. Which season is the best for your business? a. Summer Season b. Fall Season c. Winter Season d. Spring Season

9. After improving and maintaining the rural road, what impact do you expect on your business? a. increased business b. no change in business c. decrease in business

Questionnaire for Shops Page 1 of 2 d. Other, explain______

10. If business will increase / decrease (circle one), by what percentage per year?______%

11. What is your coping strategy if business will decrease?

a. Change the line of business b. Change business location, and where______c. Decrease scale and decrease number of employees d. Go out of business e. Other, explain______

Questionnaire for Shops Page 2 of 2

C-9

Focus Group Discussions

We represent the Transport Sector Improvement Project financed by the Asian Development Bank. We would like to learn how future improvements of the roads in will affect you and your community. Your answers will help us design a better road sector, which will improve the well-being of the country’s population. The questionnaire is anonymous, and we will not record your name or your family name.

On Rural Road District______Number______

Date: ______Jamoat______Village ______Facilitator(s): ______Time: Start: ______End: ______

Participants: # Name Age Gender Occupation 1 2 3 4 5 6 7 8 9 10

1. Economic and Living Status of Village Population (In your opinion, what is your village's economic status? Among the total number of households in the village, how many do you think belong to upper class, middle class, lower class, and very low class? What are the reasons for classifying them into different classes – or what is your definition of the poor and the better-off? What do you think are the indicators of poverty or well-being?)

Focus Group Discussions Page 1 of 5

2. Causes of Poverty (Why do you think the differences between the better-off and the poor exist in the village? In your opinion, what causes poverty or what makes people better off?)

3. Major Income Sources (What are the major sources of income of the people in the village? List the activities, and rank in the order of importance as the village's income source)

4. Major Expenditure Items (What are the major expenditure of the people in your village? List items, and rank in the order of importance)

Focus Group Discussions Page 2 of 5

5. Major Problems of the Village (What are the biggest problems and concerns of your village? Any transport- / road-related problems and concerns? How do you cope with these difficulties? In your opinion, how can these problems be solved?)

6. Priorities for Development / Poverty Reduction (What do you think should be the priorities for the development of your village and the improvement of the people's living in your village? Any suggestions and recommendations?)

Focus Group Discussions Page 3 of 5

7. Impact of the Road Improvement for Village Development (How important is the road for you and your living? What is the major use of the road in your village (to go buy/sell food, to go to school, etc.?) How important is the road for the development of your village? How can the road improvement help the development of the village? How will the road improvement affect your village and your economic activities?)

8. Participation of Villagers for Road Improvement (Villagers' willingness to participate and support. Do they do any road maintenance activities as a village? What do they do? If roads are improved, will they be willing to do community-/village-level maintenance activities in order to maintain the good road condition?)

Focus Group Discussions Page 4 of 5

1. How far is the nearest all-season road that is used frequently by motorized vehicles from your village? a) more than 10 kilometers b) 8 – 10 kilometers c) 5 – 7 kilometers d) 3 – 4 kilometers e) 1 – 2 kilometers f) Less than 1 kilometer

2. From your village, how long does it take for you to walk or reach by non-motorized transport the nearest all-season road that is frequently used by motor vehicles? a) more than 3 hours b) 2 – 3 hours c) 1 – 2 hours d) Half an hour to an hour e) 15 to 30 minutes f) Less than 15 minutes

9. Other Comments of the Participants Recorded During the Focus Groups Discussions

Focus Group Discussions Page 5 of 5 THE LOUIS BERGER GROUP, INC.

JFPR Grant No. 9078-TAJ Community-based Rural Road Maintenance Project

Baseline Survey and Poverty Impact Assessment Report Draft Final Report April 2007

ANNEX II: TRAFFIC COUNTS

The Louis Berger Group, Inc.

Page 1 of 23

Traffic Counters - Faizabad

Region Djamoat Village Road Faizabad Buston Oftobruya Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 Car 10 10 10 10 10 10 10 10 10 10 10 10 120 Microbus 2 2 2 2 8 middle-sized bus 1 12 pickup truck 2222 22214 middle-sized truck 22222222222 22 Big truck 222 2222 14 Man-carried cart 555555555555 60 Horseman carrying freight 555555555555 60 Tractor 222222 22222 22 Other 0 Total 327

Region Djamoat Village Road Faizabad Miskinobod Mgulteppa I-40 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 354122332335 36 Microbus 1 2 1 1 1 1 3 10 middle-sized bus 112 pickup truck 11125 middle-sized truck 111 3 Big truck 0 Man-carried cart 0 Horseman carrying freight 2111 16 Tractor 1 1 1 1 4 Other 0 Total 66 Page 2 of 23

Region Djamoat Village Road Faizabad Miskinobod Miskinobod I-43 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 20 30 40 20 18 15 22 15 20 30 20 10 260 Microbus 7 10 58325641091382 middle-sized bus 121111 1 8 pickup truck 121112112145 22 middle-sized truck 5753124321 33 Big truck 43512 142 22 Man-carried cart 10 10 15 10 11 10 12 3 6 1 2 90 Horseman carrying freight 12 10 5 4 31 Tractor 3254 321 20 Other 0 Total 572

Region Djamoat Village Road Faizabad Buston Shulashak I-1 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 123212312111 20 Microbus 1 1 1 1 4 middle-sized bus 1111 4 pickup truck 11114 middle-sized truck 0 Big truck 12 216 Man-carried cart 1 1 1 1 1 5 Horseman carrying freight 11 2 Tractor 1 1 1 1 1 5 Other 0 Total 50 Page 3 of 23

Region Djamoat Village Road Faizabad mehrobod Faizova I-6 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 111115 Big truck 0 Man-carried cart 1 2 1 4 Horseman carrying freight 0 Tractor 0 Other 0 Total 12

Region Djamoat Village Road Faizabad Faizabad Chukurak I-14 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 2452411 124 26 Microbus 0 middle-sized bus 111115 pickup truck 0 middle-sized truck 412212113 Big truck 111 11 5 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 53 Page 4 of 23

Region Djamoat Village Road Faizabad Shahraki Faizobod Faizaliev I-45 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car2312323420 Microbus 1 1 2 1 1 1 2 1 10 middle-sized bus 0 pickup truck 112 4 middle-sized truck 0 Big truck 12111 6 Man-carried cart 2341 1 111 14 Horseman carrying freight 0 Tractor 0 Other 0 Total 58

Region Djamoat Village Road Faizabad Shahraki Faizobod Saidjalol I-45 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 1 6 Car 3343211 1466 34 Microbus 1 1 1 1 1 1 1 1 8 middle-sized bus 21 11 5 pickup truck 1212 6 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 1121211110 Tractor 0 Other 0 Total 69 Page 5 of 23

Region Djamoat Village Road Faizabad Mehrobod Sheramon-Archa I-7 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 0 Microbus 0 middle-sized bus 0 pickup truck 11 11 1 5 middle-sized truck 11 11 4 Big truck 1113 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 14

Region Djamoat Village Road Faizabad Shahraki Faizobod Chinai I-46 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 1 6 Car 73541011129105101197 Microbus 213111212113 19 middle-sized bus 1 1 1 211212 12 pickup truck 211228 middle-sized truck 1 1 211 12 9 Big truck 556510551012131086 Man-carried cart 2 1 2 1 1 3 2 3 15 Horseman carrying freight 212 1 12 9 Tractor 1 1 2 1 2 7 Other 0 Total 268 Page 6 of 23

Region Djamoat Village Road Faizabad Mehrobod Sekishloka I-5 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 Car 1 1 1 2 1 2 8 Microbus 0 middle-sized bus 21 1 121 4 12 pickup truck 1 1111 21 3 11 middle-sized truck 2212 33121 17 Big truck 322312121 6 23 Man-carried cart 0 Horseman carrying freight 12 1 111 11 9 Tractor 1 1 1 3 Other 0 Total 88

Region Djamoat Village Road Faizabad Mehrobod Taknazari I-10 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 2235 5431 3 28 Microbus 2 1 1 232146 22 middle-sized bus 111115 pickup truck 421 21 214 17 middle-sized truck 11 136 Big truck 121149 Man-carried cart 1 2 4 1 3 11 Horseman carrying freight 111 111 1 7 Tractor 1124412419 Other 0 Total 124 Page 7 of 23

Region Djamoat Village Road Faizabad Mehrobod Sheramon I-7 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 2 1 1 7 Microbus 1 1 1 1 4 middle-sized bus 11 1 14 pickup truck 23 21 21 22 15 middle-sized truck 41 3 345 347 34 Big truck 1111 21 215 15 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 2 1 1 7 Other 0 Total 86

Region Djamoat Village Road Faizabad Buston Haimahmadi I-2 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 321121211324 23 Microbus 3 1 2 1 2 9 middle-sized bus 112 pickup truck 2 114 middle-sized truck 1131 21 22 13 Big truck 1221219 Man-carried cart 1 1 1 2 1 6 Horseman carrying freight 11 21 5 Tractor 1 1 2 1 5 Other 0 Total 76 Page 8 of 23

Region Djamoat Village Road Faizabad Buston Buston-Oftobruya I-1a Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 5 4 2 1 2 1 4 3 22 Microbus 2 1 1 2 1 1 8 middle-sized bus 0 pickup truck 21 126 middle-sized truck 1311 21 9 Big truck 22 11 2311 Man-carried cart 123452 3 21 23 Horseman carrying freight 0 Tractor 1 2 1 3 4 1 3 15 Other 0 Total 94

Region Djamoat Village Road Faizabad Faizabad Kangeli I-16 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 2 1 1 1 2 2 9 Microbus 1 1 1 1 4 middle-sized bus 0 pickup truck 2215 middle-sized truck 1 12 Big truck 12 21 1 1 8 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 2 1 1 5 Other 0 Total 34 Page 9 of 23

Region Djamoat Village Road Faizabad Mehrobod Kalshodi I-3 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 Car 1 1 1 1 1 1 1 7 Microbus 1 1 1 2 1 1 2 9 middle-sized bus 111 1 4 pickup truck 12 341112 middle-sized truck 1121 1 17 Big truck 0 Man-carried cart 0 Horseman carrying freight 1112117 Tractor 2 1 3 Other 0 Total 54

Region Djamoat Village Road Faizabad Mehrobod Yakkabed I-6 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 2 1 1 4 Car 21 2 3212123 19 Microbus 1 1 1 1 1 5 middle-sized bus 1113 pickup truck 1111 116 middle-sized truck 2215 Big truck 0 Man-carried cart 0 Horseman carrying freight 121 1 5 Tractor 0 Other 11 2 15 Total 52 Page 10 of 23

Region Djamoat Village Road Faizabad Faizabad Faizabad I-15 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 121231 1 1 12 Microbus 1 1 1 1 4 middle-sized bus 11114 pickup truck 221 5 middle-sized truck 31241 11 Big truck 1214 Man-carried cart 0 Horseman carrying freight 123 1 1 8 Tractor 0 Other 0 Total 48

Region Djamoat Village Road Faizabad Chashmasor Eshono I-26 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 22 2 112 111 13 Microbus 0 middle-sized bus 0 pickup truck 21 21122122 16 middle-sized truck 455312434321 37 Big truck 21213211 Man-carried cart 0 Horseman carrying freight 121 211 22 12 Tractor 1212121 21 13 Other 0 Total 102 Page 11 of 23

Region Djamoat Village Road Faizabad Chashmasor Buntakiyon I-28 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 2 1 2 1 6 Car21211233419 Microbus 1111221110 middle-sized bus 321118 pickup truck 2 2 111 7 middle-sized truck 368542123425 45 Big truck 5 43 2224532 32 Man-carried cart 0 Horseman carrying freight 2 1 12231 12 Tractor 132311332133 26 Other 0 Total 165

Region Djamoat Village Road Faizabad Chashmasor Bini-Sumch I-34 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 21 212210 Big truck 0 Man-carried cart 0 Horseman carrying freight 111 11 11 11 9 Tractor 0 Other 0 Total 19 Page 12 of 23

Region Djamoat Village Road Faizabad Chashmasor Tahti Alif I-17 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 10 10 11 10 9 7 10 8 10 12 13 14 124 Microbus 532413234256 40 middle-sized bus 1 1 211231 12 pickup truck 1 1111 11 1 8 middle-sized truck 545442314254 43 Big truck 6 10121013107 2 10121315120 Man-carried cart 0 Horseman carrying freight 0 Tractor 1111 11 1 1 8 Other 0 Total 355

Region Djamoat Village Road Faizabad Kalai-Dasht Kalai-Dasht I-31 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 231121321123 22 Microbus 1 2 1 1 1 1 1 2 10 middle-sized bus 1 111 121 8 pickup truck 1214 middle-sized truck 432123234123 30 Big truck 2112129 Man-carried cart 0 Horseman carrying freight 2114 Tractor 1212 11 112 12 Other 0 Total 99 Page 13 of 23

Region Djamoat Village Road Faizabad Kalai-Dasht Boboi Vali I-33 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 324211321114 25 Microbus 1 1 1 2 1 1 2 9 middle-sized bus 311 1 12111 12 pickup truck 5321 3243 23 middle-sized truck 111231222133 22 Big truck 1543 245464 38 Man-carried cart 0 Horseman carrying freight 0 Tractor 122112122123 20 Other 0 Total 149

Region Djamoat Village Road Faizabad Kalai-Dasht Dorov I-35 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 2 2 1 2 1 9 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 431 2121321 20 Big truck 2 11 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 33 Page 14 of 23

Region Djamoat Village Road Faizabad Kalai-Dasht Elok I-36 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 425322351234 36 Microbus 1211 117 middle-sized bus 111115 pickup truck 1 3121121111 15 middle-sized truck 3521 3 4125 26 Big truck 1 1 3211 41 14 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 1 1 1 7 Other 0 Total 110

Region Djamoat Village Road Faizabad Miskinobod Kashkaroha I-41 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 221321211124 22 Microbus 1 1 1 12112 1 11 middle-sized bus 2111128 pickup truck 341211 2321 20 middle-sized truck 132 213322 19 Big truck 11 1 212 8 Man-carried cart 0 Horseman carrying freight 0 Tractor 2212 213 13 Other 0 Total 101 Page 15 of 23

Region Djamoat Village Road Faizabad Miskinobod Bustonobod I-37 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 2 1 1 1 2 1 2 2 12 Microbus 1 1 1 2 1 1 7 middle-sized bus 13 1 1 2 8 pickup truck 55 middle-sized truck 121 217 Big truck 121 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 46

Region Djamoat Village Road Faizabad Buston Chilchashma I-1 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 201578565438910100 Microbus 231111312233 23 middle-sized bus 0 pickup truck 11 215 middle-sized truck 211213 434 21 Big truck 111 112321 13 Man-carried cart 112127 Horseman carrying freight 12 121 7 Tractor 2 1 2 1 1 2 1 2 12 Other 0 Total 192 Page 16 of 23

Region Djamoat Village Road Faizabad Miskinobod Muminobod I-39 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 112 1182 22 20 Microbus 1 1 2 2 2 1 1 1 11 middle-sized bus 1 3211 223 15 pickup truck 211111 6 13 middle-sized truck 2323 323 22 22 Big truck 1 11111 6 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 2 2 8 Other 0 Total 97

Region Djamoat Village Road Faizabad Muminobod Saroy I-42 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 323131211264 29 Microbus 1 2 1 1 1 1 1 1 9 middle-sized bus 1111 2118 pickup truck 1312 11 233 17 middle-sized truck 22332211324 25 Big truck 42141 3233 23 Man-carried cart 0 Horseman carrying freight 1 2111311 11 Tractor 1 1 1 212122 13 Other 0 Total 135 Page 17 of 23

Region Djamoat Village Road Faizabad Javonon Sari-Chashma I-18 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 532 41 56183 38 Microbus 1 2 1 2 1 1 8 middle-sized bus 111115 pickup truck 11 2 1 5 middle-sized truck 221121 9 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 69

Region Djamoat Village Road Faizabad Javonon Obi sangbur I-27 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 32231 21345 26 Microbus 121116 middle-sized bus 112 pickup truck 1113 middle-sized truck 121329 Big truck 111115 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 55 Page 18 of 23

Region Djamoat Village Road Faizabad Faizabad Kabkgurez I-12 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 21211 2 1121 14 Microbus 122321211 23 20 middle-sized bus 0 pickup truck 11 1 14 middle-sized truck 11 1 3 Big truck 2111218 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 2 2 1 1 2 9 Other 0 Total 58

Region Djamoat Village Road Faizabad Vashgird Lolgi I-4 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 2 1 2 1 2 1 1 10 Car 5342 1 25355 35 Microbus 432335645481057 middle-sized bus 131 212 12 13 pickup truck 1 3433 21 32 22 middle-sized truck 5103123 22345 40 Big truck 135111146857 43 Man-carried cart 1 1 1 2 1 6 Horseman carrying freight 11 1 3 Tractor 2 1 2 1 3 5 14 Other 0 Total 243 Page 19 of 23

Region Djamoat Village Road Faizabad Vashgird Kashkari I-9 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 553424573687 59 Microbus 2 1 2 2 2 2 2 13 middle-sized bus 111115 pickup truck 3 2122 323 18 middle-sized truck 123121111 12 16 Big truck 11322121321 19 Man-carried cart 0 Horseman carrying freight 11111 111 8 Tractor 1 1 2121111 11 Other 0 Total 149

Region Djamoat Village Road Faizabad Javonon Javonon I-47 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 432411 3514 28 Microbus 1 1 2 1 3 1 2 2 13 middle-sized bus 1 12 pickup truck 111 3 middle-sized truck 21 2 1 12111 12 Big truck 2114 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 2 3 Other 123 Total 70 Page 20 of 23

Region Djamoat Village Road Faizabad Chashmasor Gulomdavlat I-25 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 32 12 211132 18 Microbus 0 middle-sized bus 11 1111 2 8 pickup truck 1 1 111 5 middle-sized truck 12312132113 20 Big truck 1 1125 Man-carried cart 0 Horseman carrying freight 11111 111 8 Tractor 1 2 1 1 2 2 9 Other 0 Total 73

Region Djamoat Village Road Faizabad Jvonon Navobod I-20 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 2 121121111 Car12111118 Microbus 1 12 middle-sized bus 11 2 pickup truck 0 middle-sized truck 1113 Big truck 0 Man-carried cart 0 Horseman carrying freight 21 3 Tractor 1 1 2 Other 0 Total 31 Page 21 of 23

Region Djamoat Village Road Faizabad Javonon Dubeda I-22 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 3231426101125 40 Microbus 5321321 2 1 20 middle-sized bus 11 1 3 pickup truck 11 1 3 middle-sized truck 12111 6 Big truck 1213 7 Man-carried cart 2 1 1 2 6 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 91

Region Djamoat Village Road Faizabad Javonon Chanoro I-23 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 221311121111 17 Microbus 1 1 1 1 1 5 middle-sized bus 1113 pickup truck 121 4 middle-sized truck 4221 1 2 12 Big truck 25 3 4 14 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 2 1 2 1 7 Other 0 Total 65 Page 22 of 23

Region Djamoat Village Road Faizabad Javonon Hami Savra I-24 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 3 2 1 1 7 Car 222 1 23123 18 Microbus 1 1 1 1 1 2 7 middle-sized bus 0 pickup truck 11114 middle-sized truck 55131 341 53 31 Big truck 12 3213416 Man-carried cart 2 1 2 2 7 Horseman carrying freight 1 2111 111 9 Tractor 1 1 1 1 1 1 2 8 Other 0 Total 107

Region Djamoat Village Road Faizabad Faizabad Kenjaobod I-16 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 1 6 Car 62312 51213 26 Microbus 1 1 1 1 1 5 middle-sized bus 111216 pickup truck 121116 middle-sized truck 511 232418 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 1 1 6 Other 0 Total 75 Page 23 of 23

Region Djamoat Village Road Faizabad Faizobod Saidoni I-14 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 2 1 6 Microbus 0 middle-sized bus 2 1 1 211212 13 pickup truck 312111211111 16 middle-sized truck 21115 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 40

Region Djamoat Village Road Faizabad Faizabad Kangeli I-16 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 4 3 1 2 1 1 2 2 16 Microbus 1 2 1 1 5 middle-sized bus 1111 4 pickup truck 1 221111111 12 middle-sized truck 323211231323 26 Big truck 211 2 6 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 69 Page 1 of 26

Traffic Counters - Nurobod

Region Djamoat Village Road Nurabad Samsolik Ulfatobod Sari pul Dehai tag Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 100 100 Microbus 0 middle-sized bus 3 3 pickup truck 0 middle-sized truck 4 4 Big truck 6 6 Man-carried cart 0 Horseman carrying freight 0 Tractor 5 5 Other 0 Total 118

Region Djamoat Village Road Nurabad Humdon Pustinduzon III-32 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 1 1 1 1 5 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 7 Page 2 of 26

Region Djamoat Village Road Nurabad Humdon Yoruch III-31 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 13 Car11111117 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 13

Region Djamoat Village Road Nurabad Humdon Obi- Lurd III-30 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 131231322145 28 Microbus 0 middle-sized bus 0 pickup truck 11 2 middle-sized truck 0 Big truck 11114 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 37 Page 3 of 26

Region Djamoat Village Road Nurabad Humdon Sari Kosh- Siyahob III-25 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 242321332345 34 Microbus 1 1 2 middle-sized bus 0 pickup truck 0 middle-sized truck 11114 Big truck 11 1 1 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 44

Region Djamoat Village Road Nurabad Humdon Hufak III-29 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 231 1 323132 21 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1113 Big truck 112 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 28 Page 4 of 26

Region Djamoat Village Road Nurabad Humdon Ushturgel III-28 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 1211 11 1 12 11 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11 1 3 Big truck 11 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 20

Region Djamoat Village Road Nurabad Humdon Tuhchi III-27 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 323121231234 27 Microbus 0 middle-sized bus 0 pickup truck 1113 middle-sized truck 12 1 2 1 7 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 43 Page 5 of 26

Region Djamoat Village Road Nurabad Humdon Navobod III-26 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1211 1 1 12 10 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11 13 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 16

Region Djamoat Village Road Nurabad Humdon Gardancha- Tirgar III-24 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1113 Car 253242232364 38 Microbus 1 1 1 3 middle-sized bus 0 pickup truck 11 1 3 middle-sized truck 11111218 Big truck 11 13 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 1 5 Other 0 Total 63 Page 6 of 26

Region Djamoat Village Road Nurabad Humdon Mazori Sir III-12 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car1211112110 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11 11116 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 18

Region Djamoat Village Road Nurabad Humdon Humdon III-11 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 364433553346 49 Microbus 1 1 1 3 middle-sized bus 0 pickup truck 11 1 1 4 middle-sized truck 12112313216 Big truck 13 213 132 16 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 1 2 1 8 Other 0 Total 100 Page 7 of 26

Region Djamoat Village Road Nurabad Komsomolobod Furudgoh- Langar-Sinjit III-43 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 253231232225 32 Microbus 0 middle-sized bus 0 pickup truck 11 1 3 middle-sized truck 211 1 1 11 8 Big truck 11 2 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 51

Region Djamoat Village Road Nurabad Komsomolobod Gardishi Degai III-42 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 112 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 6 Page 8 of 26

Region Djamoat Village Road Nurabad Komsomolobod Sari pul III-21 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 132112131123 21 Microbus 1 1 1 3 middle-sized bus 0 pickup truck 0 middle-sized truck 311111 8 Big truck 112 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 37

Region Djamoat Village Road Nurabad Komsomolobod Sebak-Farkak III-19 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 3 2 1 1 1 1 1 10 Microbus 0 middle-sized bus 0 pickup truck 1 1 middle-sized truck 11 1 3 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 14 Page 9 of 26

Region Djamoat Village Road Nurabad Komsomolobod Degai-Tundak III-18 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 2 1 1 1 1 6 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1113 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 11

Region Djamoat Village Road Nurabad Komsomolobod Dihi-Shoh III-17 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car1311111110 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1113 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 13 Page 10 of 26

Region Djamoat Village Road Nurabad Komsomolobod Devlohak III-16 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 2311 1 2 23 15 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11 1 14 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 21

Region Djamoat Village Road Nurabad Komsomolobod Nurabad - Tegirmi III-6 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 364232432326 40 Microbus 1 1 1 3 middle-sized bus 0 pickup truck 11114 middle-sized truck 1223 2 121 14 Big truck 111115 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 70 Page 11 of 26

Region Djamoat Village Road Nurabad Komsomolobod Nurabad-Saydon III-5 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 364242334335 42 Microbus 11114 middle-sized bus 0 pickup truck 21 111 6 middle-sized truck 232321 12 2 18 Big truck 23 1 118 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 85

Region Djamoat Village Road Nurabad Komsomolobod Shohandoz III-4 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 1 1 middle-sized truck 112 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 6 Page 12 of 26

Region Djamoat Village Road Nurabad Yahak-Yust Iston III-44 the road and bridge is closed for the Time of Day (24 HR) being Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 0

Region Djamoat Village Road Nurabad Yahak-Yust Kupruki Yahch- Zumanak Yahak III-33 the road and bridge is closed for the Time of Day (24 HR) being Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 0 Page 13 of 26

Region Djamoat Village Road Nurabad Yahak Yust Yonur-yust dara III-23 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 211 1 1 11 8 Microbus 0 middle-sized bus 0 pickup truck 1113 middle-sized truck 1 1112 6 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 17

Region Djamoat Village Road Nurabad Yahak Yust Yahch Bediho III-20 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 21111118 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 211 116 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 17 Page 14 of 26

Region Djamoat Village Road Nurabad Yahak Yust Yahak Yust III-8 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 3 1 122 21 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 14

Region Djamoat Village Road Nurabad Yahak Yust Yahch III-7 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 243323321324 32 Microbus 1 12 middle-sized bus 0 pickup truck 11114 middle-sized truck 231223114 Big truck 111 3 Man-carried cart 0 Horseman carrying freight 0 Tractor 11114 Other 0 Total 59 Page 15 of 26

Region Djamoat Village Road Nurabad Yhak Yust Yahch-Hojai Aini III-47 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 21111 17 Microbus 0 middle-sized bus 0 pickup truck 112 middle-sized truck 1113 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 12

Region Djamoat Village Road Nurabad Mujaharf D.Sabzikadam III-49 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 2211 111111 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11 11 15 Big truck 11 2 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 21 Page 16 of 26

Region Djamoat Village Road Nurabad Mujiharf Sarimazor III-38 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 364324242224 38 Microbus 2 1 1 1 1 6 middle-sized bus 0 pickup truck 211 1117 middle-sized truck 13231 11 2 2 16 Big truck 1223 1110 Man-carried cart 0 Horseman carrying freight 0 Tractor 11114 Other 0 Total 81

Region Djamoat Village Road Nurabad Mujiharf Novobod -Chanorak III-50 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 321111 1 21 13 Microbus 0 middle-sized bus 0 pickup truck 11 2 middle-sized truck 11 1 1 4 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 20 Page 17 of 26

Region Djamoat Village Road Nurabad Mujiharf Hulozi-Ravshani III-45 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 2 3 1 2 2 3 13 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11 1 3 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 16

Region Djamoat Village Road Nurabad Mujiharf Mujiharf Chepak III-41 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 2 1 1 1 1 1 7 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11 2 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 9 Page 18 of 26

Region Djamoat Village Road Nurabad Mujiharf Chorsada-Zoroni maida III-40 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 121 11 2 13 12 Microbus 0 middle-sized bus 0 pickup truck 11 2 middle-sized truck 11 114 Big truck 112 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 22

Region Djamoat Village Road Nurabad Mujiharf Kalanak-Dehbaland III-39 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 21 11 1 11 8 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1113 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 13 Page 19 of 26

Region Djamoat Village Road Nurabad Mujiharf Mujiharf Shodmoni III-1 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 364553444447 53 Microbus 1 1 1 3 middle-sized bus 0 pickup truck 111115 middle-sized truck 122 11 11 1 10 Big truck 11 11116 Man-carried cart 0 Horseman carrying freight 0 Tractor 11114 Other 0 Total 85

Region Djamoat Village Road Nurabad Mujiharf Novobod Chormagzak III-46 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 21111 17 Microbus 0 middle-sized bus 0 pickup truck 11 13 middle-sized truck 11 2 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 12 Page 20 of 26

Region Djamoat Village Road Nurabad Hakimi Hasandara Sari puak III-37 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 232222323145 31 Microbus 0 middle-sized bus 0 pickup truck 1113 middle-sized truck 111 1127 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 43

Region Djamoat Village Road Nurabad Hakmi Hasandara-Shahtut III-48 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 224232312223 28 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 121 1 1 21 9 Big truck 112 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 40 Page 21 of 26

Region Djamoat Village Road Nurabad Hakimi Rohi kalon- Chorsada III-15 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 242342342243 35 Microbus 1 1 2 middle-sized bus 0 pickup truck 11 13 middle-sized truck 111 11 5 Big truck 11 1 1 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 55

Region Djamoat Village Road Nurabad Hakimi Obi Borik III-14 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1221 212 23 16 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 111115 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 23 Page 22 of 26

Region Djamoat Village Road Nurabad Hakimi Kumok III-13 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 112112312112 18 Microbus 0 middle-sized bus 0 pickup truck 1113 middle-sized truck 111 115 Big truck 1113 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 29

Region Djamoat Village Road Nurabad Hakimi Layron- Tagi Kamar III-3 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 335343443245 43 Microbus 1 1 2 middle-sized bus 0 pickup truck 1111 4 middle-sized truck 121 1 1 12 9 Big truck 111115 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 70 Page 23 of 26

Region Djamoat Village Road Nurabad Hakimi Hasandara- Javchi III-2 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 244333453235 41 Microbus 0 middle-sized bus 0 pickup truck 2 11 1 1221 11 middle-sized truck 1111123 21 13 Big truck 11 114 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 1 5 Other 0 Total 74

Region Djamoat Village Road Nurabad Samsolik Sari-pul Kabutiyon III-9 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 253233232253 35 Microbus 1 1 1 3 middle-sized bus 0 pickup truck 11 1 3 middle-sized truck 321123 12 Big truck 11 1 3 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 58 Page 24 of 26

Region Djamoat Village Road Nurabad Samsolik Ulfatobod-Kalnazar III-10 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 254323323365 41 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 23121132245 26 Big truck 111 3 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 72

Region Djamoat Village Road Nurabad Samsolik Samsolik III-22 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 232122412123 25 Microbus 0 middle-sized bus 0 pickup truck 11 2 middle-sized truck 112 1 1 1 7 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 37 Page 25 of 26

Region Djamoat Village Road Nurabad Samsolik Dehai Tag-Kabutiyon III-35 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 342223421214 30 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 23112312 Big truck 112 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 46

Region Djamoat Village Road Nurabad Samsolik Dehai Tag-Dogambar III-34 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 2 2 1 1 1 1 2 2 12 Microbus 0 middle-sized bus 0 pickup truck 1 1 middle-sized truck 11114 Big truck 112 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 22 Page 26 of 26

Region Djamoat Village Road Nurabad Samsolik Ulfatobod III-36 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 2 3 Microbus 0 middle-sized bus 0 pickup truck 112 middle-sized truck 11 1 3 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 9 Page 1 of 58

Traffic Counters-Rasht Region Djamoat Village Road Rasht N Mahsum Mashkonak Mashkonak №40 Time of Day (24 HR) of Day Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 2 2 2 7 Microbus 0 middle-sized bus 0 pickup truck 1 1 middle-sized truck 0 Big truck 1 1 Man-carried cart 1 1 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 12

Region Djamoat Village Road Rasht N. Mahsum Shuli-Bolo IV-43 Time of Day (24 HR) of Day Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 6211 31218 25 Microbus 0 middle-sized bus 0 pickup truck 1 2 3 middle-sized truck 0 Big truck 1 1 24 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 36 Page 2 of 58

Region Djamoat Village Road Rasht N.Mahsum Mashkonak IV-40 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 462112 2 31031 Microbus 1 12 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 24 Big truck 1 1 24 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 11 4 Other s0 Total 45

Region Djamoat Village Road Rasht Tagoba Kalandak IV-7 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 3 Page 3 of 58

Region Djamoat Village Road Rasht Tagoba Chuhtak IV-6 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 4

Region Djamoat Village Road Rasht Tagoba Hishtirok IV-5 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 2 1 1 1 2 3 10 Microbus 1 12 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 3 Big truck 2 13 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 24 Page 4 of 58

Region Djamoat Village Road Rasht Tagoba Zarifi IV-4 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 212112 413 Microbus 1 12 middle-sized bus 0 pickup truck 1 1 middle-sized truck 2 13 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 3 Other 0 Total 26

Region Djamoat Village Road Rasht Tagoba Gulkan IV-3 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 2 5 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 7 Page 5 of 58

Region Djamoat Village Road Rasht Tagoba Duoba IV-2 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1 1 2 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 5

Region Djamoat Village Road Rasht Tagoba Porvog IV-1 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 2 1 2 1 1 8 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 1 1 2 1 6 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 21 Page 6 of 58

Region Djamoat Village Road Rasht Djafr Djafri-Bolo IV-58 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 2 2 8 Car 2 1 1 1 1 1 1 1 9 Microbus 1 1 1 1 4 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 1 1 24 Big truck 1 124 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 24 Other 0 Total 37

Region Djamoat Village Road Rasht Djafr Nimichak IV-59 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 3 1 1 2 7 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 21 Page 7 of 58

Region Djamoat Village Road Rasht Djafr Nimich-2 IV-60 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 5 3 2 3 2 1 4 20 Microbus 1 12 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 2 1 1 2 6 Big truck 2 1 1 2 6 Man-carried cart 1 1 2 4 Horseman carrying freight 0 Tractor 0 Other 1 1 1 1 4 Total 50

Region Djamoat Village Road Rasht Djafr Ganshik IV-61 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 24 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 12 Page 8 of 58

Region Djamoat Village Road Rasht B.Rahimzoda Poche poyon IV-22 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 2 3 2 2 5 14 Microbus 1 12 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 1 1 1 1 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 28

Region Djamoat Village Road Rasht B.Rahimzoda Poche Bolo IV-23 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 3 3 1 2 2 5 16 Microbus 0 middle-sized bus 1 12 pickup truck 0 middle-sized truck 1 1 1 1 1 5 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1111 2 8 Other 0 Total 37 Page 9 of 58

Region Djamoat Village Road Rasht B.Rahimzoda Yapaloki IV-24 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 0 Microbus 2 1 1 2 6 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 2 6 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 20

Region Djamoat Village Road Rasht B.Rahimzoda Bini Safiyon IV-25 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 1 1 1 1 2 6 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 Big truck 1 1 2 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 20 Page 10 of 58

Region Djamoat Village Road Rasht B.Rahimzoda Shoindara IV-26 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 2 2 2 7 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 1 2 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 24 Other 0 Total 17

Region Djamoat Village Road Rasht B.Rahimzoda Yashm IV-27 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 1 4 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 10 Page 11 of 58

Region Djamoat Village Road Rasht B.Rahimzoda Varzigun IV-28 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 1 4 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 10

Region Djamoat Village Road Rasht B.Rahimzoda D.Hojaali IV-29 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 2 114 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 10 Page 12 of 58

Region Djamoat Village Road Rasht B.Rahimzoda Pingon IV-30 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 1 1 1 1 4 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 9

Region Djamoat Village Road Rasht B.Rahimzoda Kishinbog IV-31 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 1 1 5 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 9 Page 13 of 58

Region Djamoat Village Road Rasht B.Rahimzoda Ruvoz IV-32 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 11

Region Djamoat Village Road Rasht B.Rahimzoda Kavrak IV-33 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 Car 1 1 1 1 1 1 6 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 17 Page 14 of 58

Region Djamoat Village Road Rasht B.Rahimzoda Sorbog IV-34 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 Car 1 2 1 2 6 Microbus 0 middle-sized bus 0 pickup truck 1 113 middle-sized truck 1 1 1 3 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 20

Region Djamoat Village Road Rasht B.Rahimzoda Shingilik IV-35 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 2 7 Car 1 1 2 1 2 1 2 10 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 25 Page 15 of 58

Region Djamoat Village Road Rasht Hichborak Hichborak IV-86 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 2 5 Car 2 1 2 2 1 1 1 10 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 27

Region Djamoat Village Road Rasht Hichborak Kalaichak IV-87 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 7 Page 16 of 58

Region Djamoat Village Road Rasht Hichborak Kizilo IV-88 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 8

Region Djamoat Village Road Rasht Hichborak Hazorchashma IV-89 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 5 Page 17 of 58

Region Djamoat Village Road Rasht Hichborak Yahak past IV-90 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 2 5 Car 1 1 1 2 5 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 1 5 Other 0 Total 19

Region Djamoat Village Road Rasht Hichborak Hulak IV-91 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 2 5 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 7 Page 18 of 58

Region Djamoat Village Road Rasht Hichborak Yarhab IV-92 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 2 2 1 2 1 2 10 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 24

Region Djamoat Village Road Rasht Hichborak Chukurak IV-93 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other( kombayn) 1 12 Total 6 Page 19 of 58

Region Djamoat Village Road Rasht Askalon Askalon IV-94 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 11 Car 3 1 2 1 1 1 2 1 12 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 1 1 1 1 4 Big truck 1 1 1 3 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 4 Other( kombayn) 1 1 1 1 4 Total 32

Region Djamoat Village Road Rasht Askalon Sari Shuhun IV-95 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 7 Page 20 of 58

Region Djamoat Village Road Rasht Askalon Sharho IV-96 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 24 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 3 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 13

Region Djamoat Village Road Rasht Askalon Kul IV-97 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 113 Car 1 1 114 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 11 Page 21 of 58

Region Djamoat Village Road Rasht Askalon Bulkos IV-98 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 1 1 1 6 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 11

Region Djamoat Village Road Rasht Askalon Chakiho IV-99 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 11 3 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 12 Page 22 of 58

Region Djamoat Village Road Rasht Askalon Dodbaht IV-100 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 5

Region Djamoat Village Road Rasht Askalon Tugak IV-101 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 3 Page 23 of 58

Region Djamoat Village Road Rasht Askalon Zuhbed IV-102 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 3

Region Djamoat Village Road Rasht Askalon Runov IV-103 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 2 1 1 1 1 1 1 8 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 1 1 1 1 1 5 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 24 Page 24 of 58

Region Djamoat Village Road Rasht K.Surh Chorcharog IV-104 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 7

Region Djamoat Village Road Rasht K.Surh Langar IV-105 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 5 Page 25 of 58

Region Djamoat Village Road Rasht K.Surh Saydon IV-106 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 1 1 2 5 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 13

Region Djamoat Village Road Rasht K.Surh Mahala IV-107 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 1 1 1 1 1 1 6 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other( kombayn) 1 12 Total 18 Page 26 of 58

Region Djamoat Village Road Rasht K.Surh Eshono IV-108 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 112 Car111115 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 11

Region Djamoat Village Road Rasht K.Surh Chugdabiyo IV-109 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 2 1 2 2 8 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 18 Page 27 of 58

Region Djamoat Village Road Rasht K.Surh Shulhob IV-110 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 8

Region Djamoat Village Road Rasht K.Surh K.Surh IV-111 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 3 2 3 2 2 2 1 15 Microbus 1 1 2 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 1 1 1 4 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other( kombayn) 1 1 Total 30 Page 28 of 58

Region Djamoat Village Road Rasht K.Surh Chugdara IV-112 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 2 1 6 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 14

Region Djamoat Village Road Rasht K.Surh Siyahloyak IV-113 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 8 Page 29 of 58

Region Djamoat Village Road Rasht K.Surh Olichahako IV-114 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1111 22 1 9 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 2 6 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 21

Region Djamoat Village Road Rasht K.Surh D. Amirbek IV-115 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 Car 3121 22111 14 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 1 1 1 2 2 7 Big truck 1 1 2 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 34 Page 30 of 58

Region Village Village Road Rasht Nigoba Nigoba IV-116 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 1 1 1 1 4 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 2 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 12

Region Djamoat Village Road Rasht Obi Mehnat Chormagzi Zorkuh IV-21 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 1 1 1 4 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 9 Page 31 of 58

Region Djamoat Village Road Rasht Obi Mehnat Sari- Bisun IV-20 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 5

Region Djamoat Village Road Rasht Obi Mehnat Guchmot IV-19 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1 1 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 6 Page 32 of 58

Region Djamoat Village Road Rasht Obi Mehnat Huriham IV-18 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 1 1 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 7

Region Djamoat Village Road Rasht Obi Mehnat Chashmai Sangak IV-17 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 11 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 5 Page 33 of 58

Region Djamoat Village Road Rasht Obi Mehnat Kulyovon IV-16 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 11 4 Car 1 1 11 4 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 10

Region Djamoat Village Road Rasht Obi Mehnat Boloshar IV-15 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 1 4 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 10 Page 34 of 58

Region Djamoat Village Road Rasht Obi Mehnat Sholle- Bolo IV-14 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 2 1 6 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 12

Region Djamoat Village Road Rasht Obi Mehnat Sholle IV-13 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1111 22 8 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 11 4 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 14 Page 35 of 58

Region Djamoat Village Road Rasht Obi Mehnat Lolazoron IV-11 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 1 1 2 5 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 11 4 Other 0 Total 14

Region Djamoat Village Road Rasht Obi Mehnat Mulobadal IV-10 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 1 1 1 6 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 14 12 Page 36 of 58

Region Djamoat Village Road Rasht Obi Mehnat Obi Mehnat IV-9 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 2 1 1 1 1 2 8 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 16

Region Djamoat Village Road Rasht Obi Mehnat Duhani- Gumush IV-8 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 2 1 1 1 6 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 16 Page 37 of 58

Region Djamoat Village Road Rasht Navdi Kullo IV-45 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1111 3 8 Car 1 3 1 1 1 5 12 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 1 3 8 middle-sized truck 0 Big truck 1 1 1 1 2 3 9 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 2 5 Other 0 Total 42

Region Djamoat Village Road Rasht Navdi K. Sheh IV-46 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 32 111 23 13 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 4 middle-sized truck 0 Big truck 2 1 12 6 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 29 Page 38 of 58

Region Djamoat Village Road Rasht Navdi Navdi IV-47 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 10 Car 6922 22 4231648 Microbus 1 1 1 3 middle-sized bus 0 pickup truck 2 1 1 2 4 10 middle-sized truck 2 1 1 1121 13 13 Big truck 2 2112210 Man-carried cart 0 Horseman carrying freight 0 Tractor 2 1 1 2 6 Other 0 Total 100

Region Djamoat Village Road Rasht Navdi Kochon IV-48 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 4 Car 5 6 2 1 2 2 1 11 30 Microbus 1 1 1 1 4 middle-sized bus 0 pickup truck 2 1 1 1 3 8 middle-sized truck 1 1 1 1 1 1 6 Big truck 3 1 1 23 10 Man-carried cart 0 Horseman carrying freight 0 Tractor 2 1 36 Other 0 Total 68 Page 39 of 58

Region Djamoat Village Road Rasht Navdi Nishiryon IV-49 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 6 Car 4321 132 9 25 Microbus 0 middle-sized bus 0 pickup truck 2 1 2 2 3 10 middle-sized truck 1 1 2 2 2 8 Big truck 2 1 12 6 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 24 Other 0 Total 59

Region Djamoat Village Road Rasht Navdi Halkarf IV-50 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 2 2 3 10 Car 66321 33 61141 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 1 5 10 middle-sized truck 2 1 1 1 1 2 2 1 1 3 15 Big truck 1 1 24 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 24 Other 0 Total 84 Page 40 of 58

Region Djamoat Village Road Rasht Navdi Bedak IV-51 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1111 4 10 Car 89411 11448 41 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1111 7 14 middle-sized truck 2 1 1 1 2 3 10 Big truck 2 1 12 6 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 1 3 8 Other 0 Total 89

Region Djamoat Village Road Rasht Navdi Garmi-Bolo IV-52 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 3 2111 1211 3 16 Car 91286266268 2186 Microbus 0 middle-sized bus 0 pickup truck 2 2 2 2222 1428 middle-sized truck 5 2 2 1133 1734 Big truck 3 2 1 612 Man-carried cart 0 Horseman carrying freight 0 Tractor 3 3 2 1 9 18 Other 0 Total 194 Page 41 of 58

Region Djamoat Village Road Rasht Kalanak Yaldimich IV-57 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 2 6 Car 83244 33 245 38 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 2 6 middle-sized truck 1 2 1 1 1 1 1 2 10 Big truck 4 1 1 4 10 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 2 2 8 Other 0 Total 78 75 Region Djamoat Village Road Rasht Kalanak Belchi IV-56 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 3 2 2 2 5 14 Microbus 1 1 1 1 4 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 26 26 Page 42 of 58

Region Djamoat Village Road Rasht Kalanak Shahrinav IV-55 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 8 Car 632 1221 11836 Microbus 1 1 1 1 4 middle-sized bus 0 pickup truck 0 middle-sized truck 2 2 1 1 6 Big truck 1 1 1 3 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 2 2 8 Other 0 Total 65 67 Region Djamoat Village Road Rasht Kalanak Kalanak IV-54 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 4 2 1 2 2 11 22 Microbus 0 middle-sized bus 0 pickup truck 1 1 1 1 4 8 middle-sized truck 1 1 1 3 6 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 2 Other 0 Total 42 Page 43 of 58

Region Djamoat Village Road Rasht Kalanak Hufak IV-53 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 4 2 1 714 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 8 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 32

Region Djamoat Village Road Rasht Novobod Sherozi IV-119 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 2 2 1 1222215 20 Car 682112866821666 Microbus 2 1 1 1 2 3 10 middle-sized bus 1 1 1 1 4 pickup truck 2 2 1 2 1 2 10 middle-sized truck 1 1 2 1122 2 12 Big truck 2 1 1 2 6 Man-carried cart 1 1 11112 2 10 Horseman carrying freight 0 Tractor 1 1 2 2 2 8 Other 0 Total 146 Page 44 of 58

Region Djamoat Village Road Rasht Novobod Firdavsi IV-120 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 3 6 1 4 2 2 2 20 Microbus 1 1 1 1 4 middle-sized bus 1 12 pickup truck 2 1 1 1 1 6 middle-sized truck 1 2 1 1 1 1 7 Big truck 2 1 1 2 1 1 8 Man-carried cart 1 1 1 1 1 2 7 Horseman carrying freight 0 Tractor 1 1 1 2 1 6 Other 0 Total 64

Region Djamoat Village Road Rasht Novobod Somoni IV-121 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1111 2 8 Car 1046 262246 42 Microbus 1 1 1 1 4 middle-sized bus 1 12 pickup truck 2 2 1 2 1 2 10 middle-sized truck 1 1 2 1 1 1 1 8 Big truck 1 2 3 1 2 1 1 11 Man-carried cart 1 1 1111 2 8 Horseman carrying freight 0 Tractor 2 1 1 2 6 Other 0 Total 99 Page 45 of 58

Region Djamoat Village Road Rasht Garm Ayni IV-117 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 5 Car 13 16 12 14 4 9 12 16 96 Microbus 1 1 2 2 1 1 8 middle-sized bus 0 pickup truck 1 2 2 1 1 2 9 middle-sized truck 2 1 1 1 1 6 Big truck 3 3 2112 12 Man-carried cart 1 2111 3 111 12 Horseman carrying freight 0 Tractor 1 1 1 1 2 6 Other 0 Total 154

Region Djamoat Village Road Rasht Garm Rudaki IV-118 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 2 1 1 2 3 2 3 15 Car 6821 4543278 50 Microbus 1 12 middle-sized bus 0 pickup truck 1 2 1 1 1 2 2 10 middle-sized truck 2 1 2 2 2 1 2 3 15 Big truck 1 2 1 1 1 2 1 3 12 Man-carried cart 1 1 1111 111 9 Horseman carrying freight 0 Tractor 1 2 1 1111 11 10 Other 0 Total 123 Page 46 of 58

Region Djamoat Village Road Rasht Garm Husenzoda IV-122 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1111 1 7 Car 2841 361212 30 Microbus 1 1 1 1 4 middle-sized bus 0 pickup truck 1 1 1 1 2 6 middle-sized truck 2 1 1 1 3 2 10 Big truck 1 1 1111 2 8 Man-carried cart 1111 1 5 Horseman carrying freight 0 Tractor 1 1 1 1 1 1 6 Other 0 Total 76

Region Djamoat Village Road Rasht Yasman Hisorak IV-69 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 2 1 1 1 2 8 Car 33221 32213 22 Microbus 1 12 middle-sized bus 1 1 pickup truck 1 12 middle-sized truck 1 1 1 2 5 Big truck 1 1 11 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other (kombayn) 1 1 Total 49 Page 47 of 58

Region Djamoat Village Road Rasht Yasman Voring IV-70 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1211 112 9 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 1 1 2 5 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other (kopatel) 1 1 Total 21

Region Djamoat Village Road Rasht Yasman Davriyon IV-71 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1 1 2 4 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 1 4 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other (kopatel) 1 1 Total 11 Page 48 of 58

Region Djamoat Village Road Rasht Yasman Shuldur IV-72 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 1 2 1 1 2 8 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 11114 Big truck 1 1 1 1 4 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 11 1 4 Other 0 Total 22

Region Djamoat Village Road Rasht Yasman Siporing IV-73 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1 1 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 1 3 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 113 Other 0 Total 9 Page 49 of 58

Region Djamoat Village Road Rsht Yasman Osiyobdara IV-74 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 3 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 11 middle-sized truck 1 1 2 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other (kopatel) 11 Total 10

Region Djamoat Village Road Rasht Hoit-2 Hoit-2 IV-62 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 11216 Car 3121 223 14 Microbus 11 middle-sized bus 11 pickup truck 1 1 1 1 4 middle-sized truck 2 1 1 2 1 1 8 Big truck 1 1 1 3 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 11 4 Other (kopatel) 1 12 Total 43 Page 50 of 58

Region Djamoat Village Road Rasht Hoit Begi siyoh IV-63 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 Car 1 1 1 2 1 6 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 1 1 4 Other 0 Total 15

Region Djamoat Village Road Rasht Hoit Purkho IV-64 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 8 Page 51 of 58

Region Djamoat Road Road Rasht Hoit IV-65 IV-65 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 12 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 9

Region Djamoat Village Road Rasht Hoit Yangi-kala IV-66 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 1 3 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 8 Page 52 of 58

Region Djamoat Village Road Rasht Hoit Yahchi-Bolo IV-67 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 2 1 5 Car 1 2 1 1 2 7 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other (kopatel) 1 1 18

Region Djamoat Village Road Rasht Hoit Yahchi Bolo IV-68 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 11 3 Car 1 1 1 2 5 Microbus 0 middle-sized bus 0 pickup truck 1 12 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other (kombain) 1 1 Total 14 Page 53 of 58

Region Djamoat Village Road Rasht Yasman Karashar IV-75 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 12 Car 1 1 2 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 7

Region Djamoat Village Road Rasht Yasman Mazor-duoba IV-76 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 3 Page 54 of 58

Region Djamoat Village Road Rasht Yasman Safedob IV-77 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other (kopatel) 1 1 Total 3

Region Djamoat Village Road Rasht Yasman Chugdara IV-78 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 12 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 3 Page 55 of 58

Region Djamoat Village Road Rasht Yasman Musofiron IV-79 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 11 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 4

Region Djamoat Village Road Rasht Yasman Hojikishlok IV-80 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 3 Page 56 of 58

Region Djamoat Village Road Rasht Yasman Bedi-Toka IV-81 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 11 Car 1 1 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other (kombain) 1 1 Total 3

Region Djamoat Village Road Rasht Yasman Olichahako IV-82 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 1 1 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other (kopatel) 1 1 Total 4 Page 57 of 58

Region Djamoat Village Road Rasht Yasman Mazor-duoba IV-76 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 4

Region Djamoat Village Road Rasht Yasman Kalai- Most IV-84 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 Car 1 12 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 1 1 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 1 Other 0 Total 5 Page 58 of 58

Region Djamoat Village Road Rasht Yasman Sangi-Huch IV-85 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 0 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 2 Page 1 of 6

Traffic Counters - Rogoon

Region Djamout Village Road Ragoon Kadi Ob Kadi Ob Kadi Ob 2-16 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 11 Car 1 1 1 2 1 1 1 8 Microbus 1 12 middle-sized bus 0 pickup truck 11 2 middle-sized truck 11 114 Big truck 1113 Man-carried cart 2 3 1 1 7 Horseman carrying freight 1 12 Tractor 1 12 Other 1 1 2 Total 33

Region Djamoat Village Road Ragoon Sicharog Sicharog II-7 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 13211 21121 15 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 2 2 111211 11 Big truck 111321321111 18 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 44 Page 2 of 6

Region Djamoat Village Road Ragoon Sicharog Lugurobi-bolo II-6 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 1 1 5 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 5

Region Djamoat Village Road Ragoon Obi garm Sari- Pulak II-5 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total

Motorcycle 2 1 1 11118 Car 10104513256481068 Microbus 2 2 1 1 21112211 17 middle-sized bus 0 pickup truck 111 1111 7 middle-sized truck 2 2 1 221 10 Big truck 111 11112 9 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 119 Page 3 of 6

Region Djamoat Village Road Ragoon Obi- Garm Kandak II-4 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 342 2145346 34 Microbus 1 2 2 1 2122 13 middle-sized bus 0 pickup truck 211 1 2122 12 middle-sized truck 1111 1122 10 Big truck 1113 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 72

Region Djamoat Village Road Ragoon Kadi ob Chashmai kullo II-8 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1076534578651076 Microbus 3 3 2 1 1 23121 19 middle-sized bus 0 pickup truck 1 2 1212 9 middle-sized truck 11 2 4 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 111 1111 7 Other 0 Total 115 Page 4 of 6

Region Djamoat Village Road Ragoon Sicharog Tagi kamar II-10 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 4 Car 1 1 12 11 7 Microbus 1 1 1115 middle-sized bus 0 pickup truck 0 middle-sized truck 1 211221111 13 Big truck 14357231456 41 Man-carried cart 0 Horseman carrying freight 0 Tractor 121 4 Other 0 Total 74

Region Djamoat Village Road Ragoon Obi garm Kandak Lijak II-9 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 11 11 111 7 Microbus 0 middle-sized bus 0 pickup truck 0 middle-sized truck 0 Big truck 0 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 7 Page 5 of 6

Region Djamoat Village Road Ragoon Kadi ob Kalai nav II-6 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 10 6 5 7 9 5 4 15 12 10 7 10 100 Microbus 5 5 3 2 13242543 39 middle-sized bus 1 3 4 5 21322432 32 pickup truck 423121132145 29 middle-sized truck 24113245123 28 Big truck 10 12 10 8 9 11 7 10 12 89 Man-carried cart 1 2 3 1 2312311 20 Horseman carrying freight 0 Tractor 134121 2323 22 Other 0 Total 359

Region Djamoat Village Road Ragoon Kadi ob Javoni Guli surh II-1 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 1 1 1 1 2 2 1 2 11 Microbus 0 middle-sized bus 1 1 1 3 pickup truck 13 12 1 134 16 middle-sized truck 2312 121323 20 Big truck 5424 4223 26 Man-carried cart 0 Horseman carrying freight 0 Tractor 1 12 Other 0 Total 78 Page 6 of 6

Region Djamoat Village Road Ragoon Obi garm Dehkonobod II-2 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 0 Car 15321211 135 25 Microbus 0 middle-sized bus 0 pickup truck 11212 7 middle-sized truck 1321 3243 19 Big truck 4532 3 2 43 26 Man-carried cart 0 Horseman carrying freight 0 Tractor 0 Other 0 Total 77

Region Djamoat Village Road Ragoon Obi garm Kandak Darai tutak II-4 Time of Day (24 HR) Type of Vehicle 6-7 7-8 8-9 9-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 Total Motorcycle 1 1 1 1 1 1 6 Car 3 3 5 4 2 3 5 7 32 Microbus 1 1 1 1 2 6 middle-sized bus 1 1 1 1 1 5 pickup truck 0 middle-sized truck 2 3 24312 17 Big truck 1 2121 7 Man-carried cart 0 Horseman carrying freight 0 Tractor 112 Other 0 Total 75