Distance in the Gaza Strip is no longer measured in kilometers alone. A trip that took barely 30 minutes before the war now requires two to three hours, forcing many passengers to disembark far from their destinations and complete their journeys on foot or via primitive means of transportation.
اضافة اعلان
With vast stretches of the road network destroyed and reduced to narrow, unpaved tracks filled with rubble and craters, traveling between regions and within ruined cities has turned into a grueling daily ordeal that costs residents dearly in time, money, and physical effort.
According to the Interim Damage Assessment (RDNA) released in April 2026 by the World Bank, the United Nations, and the European Union, Gaza’s road network spans approximately 4,500 kilometers. Around 74% of the network is classified as destroyed and 13% as partially damaged, meaning that nearly 87% of the total network has suffered destruction or damage.
The assessment estimates total transport sector damage at $3.21 billion, with losses calculated at $1.18 billion—figures encompassing roads, bridges, vehicles, and transit facilities alike.
In a separate analysis, the United Nations Satellite Centre (UNOSAT), utilizing imagery from July 8, 2025, determined that nearly 77% of the road network showed damage, including 1,511 kilometers destroyed, 484 kilometers severely damaged, and 1,484 kilometers moderately damaged.
While percentages vary slightly due to different assessment dates and methodologies, both evaluations underscore the unprecedented scale of destruction across Gaza’s transport infrastructure.
A Network Once Connecting North to South
Engineer Kamal Matar, who previously oversaw road construction projects in Gaza, explained that prior to the war, the enclave possessed an integrated network of arterial and secondary roads connecting all governorates, anchored by the Salah al-Din and Al-Rasheed corridors alongside an extensive urban grid.
Matar noted that damage extends far beyond the surface asphalt to underlying structural layers, drainage systems, culverts, water lines, and sewage networks beneath the pavement.
"A road is an integrated engineering system that begins with the subgrade soil and base layers and ends with the surface course," Matar explained. "Sections that sustained deep damage require complete structural sub-base rehabilitation before repaving can occur."
Clearing rubble and inspecting damaged underlying utility grids will be essential first steps before restoring primary transit corridors, he added.
From 30 Minutes to 3 Hours
For 35-year-old taxi driver Mohammed Abu Jamea, from Khan Younis Governorate, the destruction of the road network impacts every detail of his working day.
Trips that took 30 minutes before the war now drag on for two to three hours, Abu Jamea said, while average fares have jumped from 6 shekels to nearly 30 shekels.
Beyond extended travel times, rough terrain, congestion, and overloaded vehicles cause frequent mechanical breakdowns amid severe shortages of spare parts and motor oil.
Tires, suspension systems, fuel pumps, injectors, and filters are constantly failing, driving up maintenance demands.
Abu Jamea cited extreme price surges for basic automotive supplies: a liter of high-grade engine oil that cost 10 shekels before the war now reaches nearly 2,500 shekels, while diesel prices have soared to 35 shekels per liter. A single tire, previously priced at 150 shekels, can now cost up to 6,000 shekels.
He emphasized that these figures reflect extreme operational and repair costs rather than fixed maintenance fees, which vary based on vehicle condition and specific mechanical issues.
Forced Short Trips and Primitive Alternatives
Abu Jamea noted that impassable roads frequently prevent vehicles from reaching designated destinations, forcing drivers to drop off passengers at the nearest accessible point.
Passengers are then left to complete their journeys on foot or by relying on primitive transport, including animal-drawn carts.
Most available routes suffer from severe gridlock, physical destruction, and narrow lanes. Traveling at night poses heightened dangers due to a complete lack of street lighting and displacement tents encroaching onto roadways, significantly increasing accident risks.
A Daily Struggle for Journalists
The road crisis extends beyond commercial transport, creating severe operational hurdles for journalists who rely on mobility to cover events.
Samah Shaheen, a 32-year-old journalist, explained that traveling between Gaza's central governorate and Gaza City consumes a major portion of her working day.
A journey from Zawayda to Gaza City currently takes between 1.5 to 2 hours depending on transport availability and road conditions, whereas travel across the enclave was previously quick and straightforward.
Shaheen noted that transport shortages, combined with rugged roads and a lack of fuel and spare parts, have forced her to cancel assignments or reduce field visits to Gaza City, occasionally requiring her to stay overnight to avoid the grueling daily commute.
Difficulty accessing distant locations has prevented her from producing certain news stories, leaving her to cover shorter distances on foot whenever possible. Journalists using private vehicles face frequent breakdowns and fuel scarcity, forcing them to limit coverage to nearby areas or partner with colleagues to reach event locations.
Emergency Services Hindered
The destruction of the road network severely hinders emergency response efforts. Ambulances, civil defense teams, and rescue vehicles struggle to navigate narrow, rubble-strewn passages and severed roadways.
Matar noted that damaged roads and surrounding infrastructure create major obstacles for heavy machinery, particularly in areas heavily congested with debris or ruptured utility mains.
Municipal vehicles and humanitarian aid trucks face identical bottlenecks, requiring longer transit times and placing immense strain on machinery, which further escalates fuel consumption and operational expenses.
Rehabilitation Requires More Than Asphalt
Engineering expert Kamal Matar stressed that restoring the road network requires far more than patching potholes and pouring asphalt.
In heavily damaged sectors, crews must clear debris, inspect structural layers, repair underlying water and sewage lines, and rebuild base courses before laying pavement.
He warned that applying surface asphalt over compromised infrastructure leaves roads vulnerable to rapid deterioration, as underlying structural defects or water leaks compromise stability and load-bearing capacity under traffic.
Priority must be given to reopening primary arterial corridors connecting high-density population centers, alongside heavily used internal roads, to restore basic connectivity across the Gaza Strip, Matar argued.
A Crisis Extending Far Beyond Transport
The accounts of engineers, drivers, and journalists demonstrate that the destruction of Gaza's roads has done more than lengthen travel times—it has imposed massive additional costs across every aspect of daily life, affecting transport fares, vehicle maintenance, news coverage, and emergency response capabilities.
While World Bank, UN, EU, and UNOSAT data detail the physical scale of destruction to Gaza's transport sector, behind every damaged kilometer lies a longer journey, behind every blocked road an added expense, and behind every rugged path hours lost from daily life. Daily commuting in the Gaza Strip has become an ongoing struggle that begins on the road and does not end upon arrival. — (WAFA)
