The United Republic of Tanzania

Ministry of Infrastructure Development

Tanzania National Roads Agency (TANROADS)
Central Transport Corridor Project (CTCP)-
Credit No. 3888 - TA

Consultancy Services for Carrying out

Baseline Traffic Counts in Tanzania Mainland
and Establishing a Comprehensive Traffic Census
Methodology for TANROADS

Final Report
Volume I: Main Report

Intercontinental Consultants
and Technocrats Pvt. Ltd.
A-8, Green Park, New Delhi - 110 016, India

in association with

DATACONSULT LIMITED
PPF House, 5th Floor, Samora Avenue,
P. O. Box 75439, Dar es Salaam, Tanzania

September, 2009
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009
 

TABLE OF CONTENTS
EXECUTIVE SUMMARY
GLOSSARY OF ABBREVIATIONS
1.0 STUDY Background
1.1 TANZANIA IN BRIEF 1.1
1.1.1 ECONOMIC SETTING 1.1
1.2 ROAD NETWORK & TRANSPORTATION IN TANZANIA 1.3
1.3 ESTIMATION OF TRAFFIC IN TANZANIA–AN OVERVIEW 1.3
1.4 STUDY OBJECTIVES 1.4
1.5 SCOPE OF THE STUDY 1.4
1.6 IMPORTANCE & USEFULNESS OF THE STUDY 1.5
1.7 REPORTS SUBMITTED 1.5
1.7.1 DRAFT FINAL REPORT 1.5
1.8 TRAINING FOR TANROADS STAFF 1.5
1.9 FINAL REPORT (PRESENT REPORT) 1.6
1.9.1 THE REPORT STRUCTURE & COVERAGE 1.6
1.10 IMPORTANT MILESTONES OF THE STUDY 1.7
2.0 GENERAL APPROACH & METHODOLOGY
2.1 GENERAL 2.1
2.2 APPROACH & METHODOLOGY 2.1
2.2.1 TASK GROUP 101: REVIEW OF THE EARLIER TRAFFIC CENSUS 2.1
RELATED STUDIES
2.2.2 TASK GROUP 102: ESTABLISHING TRAFFIC COUNTING LOCATIONS 2.1
2.2.3 TASK GROUP 103: COLLECTION & REVIEW OF SECONDARY DATA 2.2
2.2.4 TASK GROUP 104: COMPREHENSIVE TRAFFIC CENSUS 2.3
2.2.5 TASK GROUP 105: PROCESSING & ANALYZING TRAFFIC COUNT DATA 2.4
2.2.6 TASK GROUP 106: DESIGN OF COMPUTERIZED TRAFFIC 2.5
CENSUS DATABASE
2.2.7 TASK GROUP 107: TRAINING TO THE TANROADS COUNTERPART STAFF 2.6
2.2.8 DATABASE 2.7
2.3 LESSONS LEARNT 2.8
2.4 ESTABLISHMENT OF COUNTING POINTS 2.8
2.5 COMMENCEMENT OF TRAFFIC SURVEYS 2.8
2.6 BASE YEAR TRAFFIC & TRAFFIC FORECAST 2.9
2.7 OVERSEAS TRAINING OF THE TANROADS COUNTERPARTS 2.9
2.8 SUM UP 2.9
3.0 CONCEPTUAL DESIGN OF TRAFFIC CENSUS
3.1 GENERAL 3.1
3.2 ESTABLISHING THE BASELINE TRAFFIC 3.1
3.2.1 DURATION OF COUNTS 3.2
3.3 ROAD NETWORK & CATEGORY OF ROADS IN TANZANIA 3.2

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009
 

3.4 VEHICLE FLEET ON THE TRUNK ROAD 3.4

3.5 IDENTIFICATION CRITERIA FOR TRAFFIC SECTIONS 3.5
3.6 TRAFFIC SURVEYS: MANUAL & EQUIPMENT BASED 3.5
3.6.1 MANUAL TRAFFIC COUNT 3.5
3.6.2 EQUIPMENT BASED TRAFFIC COUNT 3.6
3.6.3 MANUAL VS EQUIPMENT BASED COUNTING 3.6
- A COMPARATIVE STUDY
3.6.4 EQUIPMENT BASED TRAFFIC COUNT TANZANIA-A REVIEW 3.7
3.6.5 TRAFFIC DATA ACQUISITION STUDY (2004) 3.8
3.7 DESIGN OF TRAFFIC SURVEY FORMAT (MANUAL COUNTING) 3.8
3.8 SELECTION OF AUTOMATIC TRAFFIC COUNTER & CLASSIFIERS (ATCCS) 3.9
3.9 SELECTION CRITERIA FOR TRAFFIC SURVEY COUNT POINTS 3.10
3.10 SURVEY COVERAGE 3.10
3.11 TRAFFIC ADJUSTMENT FACTORS (TAFS) 3.10
3.11.1 GENERAL 3.10
3.11.2 HOURLY TRAFFIC ADJUSTMENT FACTORS IN A DAY 3.11
3.11.3 DAILY TRAFFIC ADJUSTMENT FACTORS IN A WEEK 3.11
3.11.4 MONTHLY TRAFFIC ADJUSTMENT FACTORS, 3.11
I.E. SEASONAL VARIATION

3.11.5 SHORT DURATION TRAFFIC COUNTS 3.12

3.11.6 DETERMINATION OF AADT USING SHORT DURATION TRAFFIC COUNTS 3.12
3.11.7 GROWTH FACTORS 3.13
3.11.8 LIMITATIONS & CONSTRAINTS 3.13
3.12 TRAFFIC SURVEY DATA PROCESSING, ANALYSIS & REPORTING 3.14
3.12.1 TRAFFIC VOLUME ANALYSIS 3.14
3.12.2 DETERMINATION OF TRAFFIC ADJUSTMENT FACTORS 3.15
3.13 APPLICATION OF CONCEPTUAL DESIGN OF TRAFFIC CENSUS 3.15
IN TANZANIA

4.0 ESTABLISHMENT OF TRAFFIC COUNT POINTS

4.1 GENERAL APPROACH AND METHODOLOGY 4.1
4.2 SELECTION OF TRAFFIC SECTIONS ON ROAD NETWORK IN TANZANIA 4.1
4.2.1 THE CONCEPT & REQUIREMENTS (DESK WORK) 4.1
4.2.2 TRAFFIC SECTIONS ON THE PRIMARY ROAD NETWORK 4.2
OF TANZANIA

4.3 ESTABLISHMENT OF TRAFFIC COUNT LOCATIONS COUNTRYWIDE 4.2

4.3.1 GENERAL 4.2
4.3.2 DETAILS OF TRAFFIC SECTIONS IN 1985 4.2
4.3.3 TRAFFIC SECTIONS (1985) & THE PRESENT STUDY 4.3
4.3.4 SELECTION OF TRAFFIC SECTIONS & LOCATION OF 4.3
COUNT POINTS
4.4 SELECTION & FIXING OF TRAFFIC COUNT LOCATIONS 4.4
4.4.1 PUBLIC SHELTER 4.5
4.4.2 SECURE PLACE 4.5

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in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009
 

4.4.3 PUBLIC ACCOMMODATION 4.5

4.4.4 MINIMUM LOCAL TRAFFIC EFFECTS 4.5
4.5 RECONNAISSANCE SURVEY OF THE PROPOSED TRAFFIC SURVEY AREAS 4.6
4.5.1 TRAFFIC SECTION NODES 4.6
4.5.2 LENGTH OF THE TRAFFIC SECTIONS 4.6
4.5.3 SURFACE TYPE 4.6
4.5.4 SURFACE CONDITION 4.6
4.5.5 TRAFFIC MIX & MOVEMENT PATTERN 4.6
4.5.6 SOCIO-ECONOMIC CHARACTERISTICS OF THE CATCHMENTS’ ARES 4.7
4.6 SELECTION OF SPECIFIC TRAFFIC SURVEY COUNT POINTS 4.8
4.7 SUM UP 4.9
5.0 TRAFFIC COUNT METHODOLOGY FOR TANZANIA
5.1 FIXING THE TRAFFIC SURVEY COUNT POINTS 5.1
ON THE TRAFFIC SECTIONS
5.2 DEVELOPING THE TRAFFIC SURVEY FORMAT 5.2
5.2.1 GENERAL 5.2
5.2.2 HIGHWAY SOFTWARE USED IN TANZANIA 5.2
5.2.3 REPRESENTATIVE VEHICLES & HIGHWAY SOFTWARE 5.3
5.2.4 TRAFFIC FORMAT USED IN EARLIER SURVEYS IN TANZANIA 5.3
5.2.5 DEVELOPMENT OF TRAFFIC SURVEY FORMAT 5.4
5.3 VEHICLE CLASSIFICATION 5.5
5.4 SELECTION OF ATCCS 5.6
5.4.1 GENERAL 5.6
5.4.2 REQUIREMENTS FOR THE SELECTION OF ATCCS 5.7
5.5 SELECTION & TRAINING OF THE SURVEY ENUMERATORS 5.8
5.6 TRAFFIC SURVEY PLANNING 5.9
5.6.1 PLANNING 5.9
5.6.2 FIXING SURVEY DATES FOR COUNT POINTS 5.9
5.6.3 SURVEY RESOURCES 5.9
5.7 ORGANIZING THE TRAFFIC SURVEY LOGISTICS 5.9
5.8 MONITORING & QUALITY CONTROL MECHANISM OF THE 5.10
TRAFFIC COUNTS
5.8.1 AT THE SURVEY COUNT POINTS 5.10
5.8.2 THE PROJECT TRAFFIC ENGINEERING TEAM 5.10
5.8.3 THE PROJECT OFFICE IN DAR ES SALAAM 5.10
5.9 CONDUCTING ACTUAL TRAFFIC COUNTS 5.11
5.10 CHECKING THE TRAFFIC DATA & DEMOBILIZATION OF ENUMERATORS 5.11
5.11 TRAFFIC DATA PROCESSING & ANALYSIS 5.12
6.0 TRAFFIC CENSUS IN TANZANIA
6.1 TRAFFIC SURVEY ON THE TRUNK & REGIONAL ROADS 6.1
6.1.1 GENERAL 6.1
6.1.2 THE SURVEY METHOD: ENUMERATOR & EQUIPMENT BASED 6.1
6.1.3 SHORT DURATION TRAFFIC SURVEYS 6.2

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009
 

6.2 TRAFFIC SURVEY DATA: COMPILATION & VALIDATION 6.2

6.3 SELECTION OF APPROPRIATE TRAFFIC ADJUSTMENT FACTORS 6.2
6.3.1 TAFS IN TANZANIA 6.2
6.3.2 SELECTION OF APPROPRIATE TAFS 6.3
6.4 APPLICATION OF TRAFFIC ADJUSTMENT FACTORS 6.4
6.4.1 APPLICATION OF TAFS FOR ESTIMATING ADT 6.4
6.4.2 APPLICATION OF TAFS TO ESTIMATE AADT 6.4
6.5 ESTABLISHMENT OF BASE YEAR TRAFFIC 6.5
6.6 ESTABLISHMENT GENERALIZED TRAFFIC FORECAST MODEL 6.5
6.7 VALIDITY OF TRAFFIC CENSUS DATA 6.5
6.8 LIMITATIONS OF THE TRAFFIC CENSUS 6.6
7.0 PROCUREMENT OF ATCCS FOR TRAFFIC CENSUS IN TANZANIA
7.1 BACKGROUND 7.1
7.2 SELECTION OF THE APPROPRIATE ATCCS 7.1
7.2.1 INFORMATION REQUIRED 7.2
7.2.2 TRAFFIC SURVEY FORMAT 7.2
7.3 EQUIPMENT BASED TRAFFIC COUNTING IN TANZANIA-A REVIEW 7.2
7.3.1 GENERAL RATIONALE 7.2
7.3.2 ASSUMPTIONS-EQUIPMENT/ ENUMERATORS BASED METHOD 7.3
7.3.3 ANALYSIS-EQUIPMENT VS ENUMERATORS BASED TRAFFIC COUNTS 7.4
7.4 NEED ASSESSMENT OF ATCCS FOR UNDERTAKING TRAFFIC SURVEYS 7.4
7.4.1 GENERAL 7.4
7.4.2 NEED OF CONTINUOUS DATA UPDATING 7.5
7.5 CRITERIA FOR PROCUREMENT OF ATCCS 7.5
7.5.1 SELECTION OF TECHNOLOGY 7.5
7.5.2 SELECTION OF THE ATCCS SUPPLIERS 7.9
7.6 OUTCOME OF THE TECHNOLOGY SCAN 7.10
7.7 ATCCS: FINAL SELECTION & PROCUREMENT 7.10
7.8 WAY FORWARD 7.12
8.0 GENERALIZED TRAFFIC FORECAST MODEL
8.1 ANALYTICAL BASE 8.1
8.2 FORECAST MODELING 8.1
8.3 VEHICLE-WISE TRAFFIC PROJECTION 8.2
8.3.1 STEP-IN TRAFFIC 8.3
8.4 FORECASTING PARAMETERS: ANALYSIS 8.3
8.4.1 COVERAGE 8.3
8.4.2 ECONOMIC INDICATORS 8.3
8.4.3 NATIONAL GDP 8.3
8.4.4 REGIONAL GDP 8.5
8.4.5 POPULATION 8.5
8.4.6 PER CAPITA INCOME 8.6
8.4.7 VEHICLE POPULATION 8.6
8.4.8 FUEL CONSUMPTION 8.8

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009
 

8.5 PROPOSED GROWTH RATES 8.8

8.5.1 ELASTICITY VALUES 8.9
8.5.2 PASSENGER TRAFFIC 8.10
8.5.3 FREIGHT TRAFFIC 8.10
8.6 SUM UP 8.10
9.0 DATA PROCESSING - APPROACH & SYSTEM DESIGN
9.1 INTRODUCTION 9.1
9.2 SYSTEM ARCHITECTURE 9.1
9.3 DEVELOPMENT ENVIRONMENT 9.2
9.4 DATA STRUCTURE 9.2
9.5 TIDB SYSTEM: AN OVERVIEW 9.4
9.6 DATA MIGRATION & DATA PROCESSING (SYSTEM DESIGN) 9.5
9.7 GENERATION OF REPORTS (TABLES) 9.7
9.8 INTERFACES TO THE SYSTEM/ INTEGRATION/ INTERFACE 9.8
REQUIREMENTS (DIFFERENT COMPUTER BASED PACKAGES)
9.9 HARDWARE REQUIREMENTS AT TANROADS 9.8
9.10 SOFTWARE REQUIREMENTS AT TANROADS 9.9
9.11 ALGORITHM FOR DATA ANALYSIS 9.9
9.11.1 GENERAL 9.9
9.11.2 DETERMINATION OF HOURLY, DAILY AND MONTHLY TRAFFIC 9.9
ADJUSTMENT FACTORS
9.11.3 APPLICATION OF TRAFFIC ADJUSTMENT FACTORS 9.13
9.11.4 LIMITATIONS OF THE TAFS 9.14
9.12 STRUCTURE OF TABLES IN TIDB SYSTEM 9.14
9.13 SUM UP 9.18
10.0 BASELINE TRAFFIC CENSUS IN TANZANIA: RESULTS
10.1 SELECTION & APPLICATION OF THE TAFS 10.1
10.2 HOURLY TRAFFIC ADJUSTMENT FACTORS 10.1
10.3 DAY- WISE TRAFFIC ADJUSTMENT FACTORS 10.2
10.4 MONTHLY TRAFFIC ADJUSTMENT FACTORS 10.3
10.5 SEVEN DAYS TRAFFIC COUNT: MONTH-WISE SUMMARY 10.3
10.6 MONTH- WISE AVERAGE DAILY TRAFFIC (ADT) 10.5
10.7 MONTHLY TRAFFIC COMPOSITION: MOTORIZED & NON-MOTORIZED 10.5
10.8 AADTS ESTIMATES AT DIFFERENT COUNT POINTS 10.5
10.9 AADT ON TRAFFIC SECTIONS 10.5
10.10 SUM UP 10.6
11.0 SUMMARY & MAJOR ISSUES
11.1 STUDY BACKGROUND 11.1
11.2 REVIEW OF THE EARLIER STUDIES 11.1
11.3 SELECTION OF TRAFFIC SECTIONS & COUNT POINTS 11.2
11.4 TRAFFIC COUNT METHODOLOGY 11.2
11.5 TRAFFIC ADJUSTMENT FACTORS 11.2

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009
 

11.6 METHODOLOGY FOR TRAFFIC CENSUS IN TANZANIA 11.3

11.7 PROCUREMENT OF ATCCS 11.3
11.8 GENERALIZED TRAFFIC FORECAST MODEL 11.4
11.9 DEVELOPMENT OF TRAFFIC INFORMATION DATABASE (TIDB) SYSTEM 11.4
11.10 RESULTS OF BASELINE TRAFFIC CENSUS IN TANZANIA 11.5
11.11 OVERSEAS TRAINING 11.5
11.12 TRAINING FOR TANROADS STAFF 11.5
11.13 WAY FORWARD 11.6

MAPS
MAP 4.1/1 – 4.1/10 CATCHMENT AREA OF THE SPECIFIC TRAFFIC SECTION IN THE REGIONS

ANNEXURES
1.1 PRESENTATION ON DRAFT FINAL REPORT - LIST OF PARTICIPANTS A-1
1.2 A REPORT ON THE TRAINING FOR TANROADS STAFF A-3
1.2-1 TRAINING FOR TANROADS STAFF – LIST OF PARTICIPANTS A-6
1.2-2 TRAINING PROGRAM SCHEDULE AND COVERAGE A-7
1.2-3 QUESTIONNAIRE ON TRAINING FEEDBACK AND EVALUATION A-8
1.2-4 TO 1.2-7 ANALYSIS OF TRAINING FEEDBACK AND EVALUATION FORMS A-9
1.3 COMMENTS ON THE DRAFT FINAL REPORT A-13
2.1 CHECKLIST FOR COLLECTING INFORMATION DURING THE A-16
FIELD VISIT OF THE PROJECT TRAFFIC ENGINEERS
2.2 OVERSEAS TRAINING PROGRAM OF TANROADS OFFICIALS A-18
AT ICT NEW DELHI, INDIA
3.1 CATCHMENT’S AREA OF SPECIFIC TRAFFIC COUNT POINTS FOR A-20
APPLYING TAFS
3.2 PAVEMENT CONDITION CRITERIA IN TANZANIA A-25
4.1 PLAN FOR TRAFFIC COUNTING ON THE PRIMARY ROAD NETWORK A-26
IN TANZANIA (1988-1996)
4.2 PROPOSED TRAFFIC SECTIONS AND COUNT STATIONS ON THE A-38
TRUNK AND REGIONAL ROADS
4.3 PHYSICAL FEATURES OF TRAFFIC SECTIONS OBSERVED DURING A-46
THE RECONNAISSANCE SURVEY

4.4 SOCIO-ECONOMIC CHARACTERISTICS ALONG TRAFFIC SECTIONS A-47

OBSERVED DURING THE RECONNAISSANCE SURVEY
5.1 DETAILS OF SELECTED TRAFFIC COUNT POINTS (2008) A-49
5.2 A MANUAL CLASSIFIED TRAFFIC COUNTS A-51
5.2 B EXPLANATORY NOTES FOR MANUAL CLASSIFIED TRAFFIC COUNTS A-52
8.1 COMPARATIVE AADT DURING TWO TRAFFIC CENSUSES (1985-2008) A-53
9.1 DATA ENTRY FORMAT A-54
9.2 LOCATION OF THE STUDY COUNT POINTS W.R.T. A-55
RMMS LINKS AND NODES
9.3 DERIVATION OF ADT & AADT FROM SHORT DURATION A-56
TRAFFIC COUNT

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Glossary of Abbreviations
Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

GLOSSARY OF ABBREVIATIONS
AADT ANNUAL AVERAGE DAILY TRAFFIC
ADT AVERAGE DAILY TRAFFIC
ANPR AUTOMATIC NUMBER PLATE READER
ASCII AMERICAN STANDARD CODE FOR INFORMATION INTERCHANGE
ATC AIR TANZANIA CORPORATION
ATTCs AUTOMATIC TRAFFIC COUNTERS & CLASSIFIERS
CD COMPACT DISK
CPs COUNT POINTS
DANIDA DANISH INTERNATIONAL DEVELOPMENT AGENCY
DCL DATACONSULT LTD.
DFR DRAFT FINAL REPORT
DTV DAILY TRAFFIC VOLUME
FHWA FEDERAL HIGHWAY ADMINISTRATION
FPR FIRST PROGRESS REPORT
GDP GROSS DOMESTIC PRODUCT
GR GROWTH RATE
GUI GRAPHICAL USER INTERFACE
HDM-4 HIGHWAY DEVELOPMENT MANAGEMENT
HTV HOURLY TRAFFIC VOLUME
ICT INTERCONTINENTAL CONSULTANTS AND TECHNOCRATS PVT. LTD.
IRP INTEGRATED ROADS PROJECT
MCW MINISTRY OF COMMUNICATION AND WORKS
MDGs MILLENNIUM DEVELOPMENT GOALS
MoCW MINISTRY OF COMMUNICATION AND WORKS
MoW MINISTRY OF WORKS
MPR MONTHLY PROGRESS REPORT
MTAFs MONTHLY TRAFFIC ADJUSTMENT FACTORS
NMT NON-MOTORIZED TRAFFIC
NPV NET PRESENT VALUE
NTCP NATIONAL TRAFFIC COUNTING PLAN
ODBC OPEN DATA BASE CONNECTIVITY
pa PER ANNUM
PMO-RALG PRIME MINISTER’S OFFICE, REGIONAL ADMINISTRATION & LOCAL GOVERNMENT
PRU PLANNING AND RESEARCH UNIT
RDBMS RELATIONAL DATABASE MANAGEMENT SYSTEM
RED ROAD ECONOMIC DECISION
RFP REQUEST FOR PROPOSAL
RMI ROAD MANAGEMENT INITIATIVE
RMMS ROAD MAINTENANCE MANAGEMENT SYSTEM
RSDP ROAD SECTOR DEVELOPMENT PROGRAM
RSDSP ROAD SECTOR DEVELOPMENT SUPPORT PROGRAM
TA TECHNICAL ASSISTANCE
TAFs TRAFFIC ADJUSTMENT FACTORS
TANROADS TANZANIA NATIONAL ROADS AGENCY
TAZARA TANZANIA- ZAMBIA RAILWAY AUTHORITY
TIDB TRAFFIC INFORMATION DATABASE
ToR TERMS OF REFERENCE
TPA TANZANIA PORTS AUTHORITY
TRL TRANSPORT RESEARCH LABORATORY
UTM UNIVERSAL TRANSVERSE MERCATOR
VCHV VEHICLE CLASS HOURLY VOLUME
VOC VEHICLE OPERATING COST
WAN WIDE AREA NETWORK

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1.
Executive Summary
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

EXECUTIVE SUMMARY
1.0 STUDY BACKGROUND (29,847 km) is reported to be in “good” category.
TANROADS is, however, committed for “Good
Roads for National Development”.
1.1 General
Tanzania, located in East Africa, is surrounded 1.3 Estimation of Traffic in Tanzania
by Kenya and Uganda in the north, Rwanda,
Burundi and Democratic Republic of Congo in Road management and planning for socio-
the west, Zambia and Malawi in southwest, economic development requires reliable and
Mozambique in south, and the Indian Ocean in latest data on traffic movement and road
the east. The port of Dar es Salaam (Tanzania) condition, particularly when fast development in
serves many land-locked neighboring countries different sectors of the economy is taking place.
linked by the Trunk Roads, the Tanzania Zambia There have been considerable changes in
Railways (TAZARA), and the Tanzania Railways transport sectors, modal choices and movement
Corporation (TRC)1. pattern. It was reported that currently,
TANROADS3 did not have a comprehensive and
Tanzania Mainland2 measures about 885,000 reliable method of collecting and updating traffic
km2 of area accommodating more than 41.8 data on its primary road network of the Trunk
million of population (2008 estimates), forming a Roads (10,601 km), and Regional Roads (19,247
density of more than 42 persons/km2. The km).
population growth at 2.9% pa, the literacy rate as
71%, and life expectancy at birth as 51 years Moreover, the traffic data presently collected or
have been recorded in the country. For updated for certain roads in the country for short
administrative and planning purposes, Tanzania duration of time for determining the annual
is divided into 26 regions (mikoa), twenty-one on average daily traffic (AADT), the traffic adjustment
the mainland and five on Zanzibar (three on factors (TAFs) being used were old, as they were
Unguja, two on Pemba). There are 130 districts based on the results of the traffic surveys in 1985,
(wilaya) in Tanzania, 120 in the mainland and 10 and the analysis carried out in 1987. It was highly
in Zanzibar and Pemba. realized that the TAFs (1987) currently used in
Tanzania for determining the AADT might not
yield reliable traffic figures using any short
1.2 Road Network & Transportation duration traffic counts for any specific traffic
in Tanzania sections of the road network under TANROADS.
The contribution of transport and So, there was an urgent need for getting the TAFs
communications in process of socio-economic revised and also the traffic figures on all the Trunk
development in any developing countries, and and Regional Road Network updated.
also in Tanzania, does not require any special With this background, establishing a reliable
emphasis. The importance of road sector in database for proper road sector planning,
Tanzania has been growing within the country, particularly the road-network under TANROADS,
and also for the nearby landlocked countries. In and traffic estimates in future with workable
order to cater to the growing transport demand, methods and techniques, the present Study
the total number of motorized vehicles in aimed at carrying out traffic counts on the Trunk
Tanzania has increased to more than 382,150 and Regional Roads as well as estimating the
(2007 estimates) with a growth rate of 9.1% pa traffic adjustment factors (TAFs).
since 1995. The contribution of transport and
communications sub-sector to the country’s GDP The Study was entrusted to Intercontinental
has also been growing, which recorded at 7.6% Consultants and Technocrats Pvt. Ltd., India in
pa since 1998. The total road network in association with Dataconsult Ltd., Tanzania by
Tanzania measures 86,472 km (July 2009) with TANROADS to “Carrying out Baseline Traffic
only 7.5% of the paved roads (mainly Trunk Counts in Tanzania Mainland and Establishment
Roads), and only 58% (2009) of the road of a Comprehensive Traffic Census Methodology
network under Tanzania National Roads Agency for TANROADS”. The Study was commenced in

1
Now known as Tanzania Railways Limited.
2
The islands of Zanzibar are situated some 30 km 3
Based on the Background given in the ToR.
from the Mainland in the Indian Ocean.

E.1
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

the fourth week of August 2007 with the commencement of the traffic census; and (iii)
following major objectives. information on the establishment of database,
completion of the system design and trial run. The
2.0 STUDY OBJECTIVES three progress Reports, therefore, submitted are
as follows:
The objective of the study as referred to in the
Terms of Reference (ToR), was to establish a (i) Conceptual Design and Traffic Counts
reliable traffic census methodology, plan and Methodology, i.e. First Progress Report
implement the collection of baseline classified (December 2007);
traffic data during a one-year period, and update
or revise all appropriate traffic adjustment factors (ii) Establishment of Counting Stations and
for Tanzania. This would include the preparation Commencement of the Traffic Census, i.e.
of an overall conceptual design and a generic Second Progress Report (March 2008); and
methodology for a network-wide traffic census. (iii) Establishment of Database: Completion
of the System Design & Trial Run, i.e.
3.0 IMPORTANCE OF THE STUDY Third Progress Report: (June 2008).
The present Study on Carrying out Baseline
Traffic Counts in Tanzania Mainland and 4.1 Draft Final Report
Establishing a Comprehensive Traffic Census
The Draft Final Report was submitted in July
Methodology for TANROADS, aimed at
2009. The Draft Final Report consisted of three
organizing traffic count surveys on the primary
volumes: (i) the Main Report in Volume I; (ii)
road network, i.e. the Trunk and Regional Roads
Traffic Survey Results in Volume II; and (iii) User
in Tanzania at suitable locations to capture the
Manual: Traffic Surveys & Traffic Information
major traffic flow pattern and other important
Database (TIDB) System in Volume III.
traffic flow characteristics of respective traffic
sections. These surveys were carried out for one The Consultants made a power point presentation
year on weekly basis in each month. On the of the Draft Final Report on 29 July 2009 at
basis of traffic data thus obtained, showing TANROADS Headquarters, Dar es Salaam,
hourly variation/distribution in a day, week and Tanzania. The Presentation was attended by
month, relevant traffic adjustment factors (TAFs) senior officials of TANROADS, and representative
were arrived for each traffic section of the of the World Bank.
country.
5.0 OVERSEAS TRAINING
These factors would be useful in determining the
average daily traffic (ADT) and the annual Under the Study, an overseas training for three
average daily traffic (AADT) for the traffic data TANROADS Staff was organized in the month of
obtained for short duration, e.g. 12-hr only for November 2008 in New Delhi, India. Mr. Jason M.
one day or so, due to resource and time Rwiza, Director of Planning, Mr. Bencolias
constraints, on any roads (Trunk/Regional) Tinkaligaile, Head of Planning and Mr. Arnold
falling under the vicinity or influence of the Masaki, Traffic Engineer participated in the
respective traffic sections. The Study also brings training program.
out the detailed traffic survey methodology The training covered various functional areas of
including the manual survey (through traffic surveys including equipment based,
enumerators) and equipment based survey associated data processing and analysis, and
(through automatic traffic counters and forecasting techniques; and also highway
classifiers, i.e. ATCCs) suitable for future use in engineering and planning in view of technical
Tanzania. capacity building. The training program consisted
of classroom as well as field training and site
4.0 REPORTS SUBMITTED visits, discussions, and case studies.
An Inception Report on the Study was submitted Demonstration of the Traffic Information Database
in the month of October 2007 followed by a (TIDB) System was also organized during the
Presentation on the Inception Report at above training.
TANROADS Headquarters, Dar es Salaam. As
per the ToR, Three Progress Reports covering 5.1 Training for TANROADS Staff
different areas of the assignments were
prepared during the Consultancy Services. The As per the requirement of the ToR, a “Two-day
three Progress Reports covered: (i) information Training for TANROADS Staff” was organized on
related to conceptual design and traffic counts the Traffic Census Methodology, and the
methodology; (ii) information on the Application of the Traffic Adjustment Factors
establishment of counting stations and (TAFs) on 20-21 August in Dar es Salaam. The

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

program was attended by 37 participants from Chapter 6: Traffic Census in Tanzania;

Headquarters, Road Maintenance Management Chapter 7: Procurement of ATCCs for Traffic Census
System (RMMS) and Regional Offices of in Tanzania;
TANROADS. The Training Program was actively Chapter 8: Generalized Traffic Forecast Model;
participated by all the participants. Chapter 9: Data Processing – Approach & System
The Program, inter alia, also covered on-hand Design;
practice of the Traffic Information Database Chapter 10: Baseline Traffic Census in Tanzania:
(TIDB) System and on-road functional Results; and
demonstration of the Automatic Traffic Counters Chapter 11: Summary & Major Issues.
and Classifiers (ATCCs), viz. (i) Pneumatic Tube
Type (MC5600); and Radar Type Equipment 6.1 The Report Structure & Coverage
(SDR). The Training Program also had adequate
“Question-Answer Sessions” after every topic of As stated above, the Final Report (Volume I: Main
the Training. During the Program, all the Report) is organized into 11 chapters supported
participants were given “User Manual” on Traffic with maps, tables, figures and annexures, and
Census Methodology, Application of the Traffic also the Executive Summary (present section).
Adjustment Factors, and Traffic Information Chapter-wise coverage in brief is given as follows:
(TIDB) System, and relevant hand-outs for future ‰ Chapter I presents the study background with road
reference and use. network and transportation in Tanzania, an
overview of traffic estimation in the country, study
“A Report on the Training for TANDROADS objectives, scope of the study, importance and
Staff” has been prepared and presented in the usefulness of the study, reports submitted,
Final Report. Besides details on the Training presentation and training organized with a report
Program coverage, list of participants, etc., the on the training, present report, scope and output of
Report also presents the analysis of the the study, and the report structure and coverage.
feedback and evaluation of the participants ‰ Chapter II illustrates general approach and
which were collected through a pre-structured methodology used for establishing counting
questionnaire. Based on feedback given by the stations in Tanzania, review of the earlier studies
participants, an evaluation exercise has been and reports, lessons learnt and major issues, and
carried out, which reveals that the training commencement of the traffic surveys.
program organized by the Consultants highly ‰ Chapter III brings out details on the conceptual
appreciated by almost all the participants on design for establishing the baseline traffic, which
different criteria as mentioned in the Feedback include preparatory work for traffic counting,
Evaluation Form. identification criteria for traffic sections, organizing
traffic survey (enumerator or equipment based),
6.0 FINAL REPORT (PRESENT designing traffic survey format, etc.
REPORT) ‰ Chapter IV deals with selection of traffic sections
on road network in Tanzania and thereafter
The present report is the Final Report on the establishment of Traffic Count Points, so that the
“Consultancy Services for Carrying out Baseline traffic surveys could be organized on the identified
Traffic Census in Tanzania Mainland and traffic sections on the road network, etc.
Establishing a Comprehensive Traffic Census ‰ Chapter V presents a detailed note on traffic count
Methodology for TANROADS”. The Final Report methodology for Tanzania covering fixing of
has been prepared after having incorporated the specific locations of traffic survey count points on
comments on the Draft Final Report. the traffic sections, developing survey instruments,
selection of the appropriate automatic traffic
The Final Report consists of three volumes: counters and classifiers, organizing traffic surveys
ƒ Volume I: Main Report; and logistics, monitoring and quality control
mechanism of the traffic counts, traffic data
ƒ Volume II: Traffic Survey Results; and
processing and analysis, and related issues.
ƒ Volume III: User Manual [Traffic Surveys &
Traffic Information Database (TIDB) System]. ‰ Chapter VI aims at establishing the traffic census
by organizing and analyzing the traffic survey data,
The Main Report, i.e. Volume I comprises the selection and use of the appropriate traffic
following chapters: adjustment factors for working out the base year
traffic.
Chapter 1: Study Background;
Chapter 2: General Approach & Methodology; ‰ Chapter VII investigates the equipment based
traffic census in Tanzania, the chapter also
Chapter 3: Conceptual Design of Traffic Census;
identifies the most suitable automatic traffic
Chapter 4: Establishment of Traffic Count Points; counters and classifiers (ATCCs), so that regular
Chapter 5: Traffic Count Methodology for Tanzania; traffic surveys could be undertaken on the selected

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

as well as other traffic sections on the road ‰ TG-101: Review of Earlier Traffic Census
network. Related Studies;
‰ Chapter VIII illustrates the general approach and ‰ TG-102: Establishing Traffic Counting
methodology for undertaking traffic forecast Locations;
modeling exercise, in general and the Tanzanian
conditions in particular. The chapter provides ‰ TG-103: Collection & Review of Secondary
details on the components of the traffic forecast Data;
and growth rates, passenger and freight carrying
‰ TG104: Comprehensive Traffic Census;
vehicles, so that any users could work out traffic
level for future. ‰ TG-105: Processing & Analyzing Traffic
‰ Chapter IX illustrates mainly approach and Count Data;
system design for data processing, algorithm ‰ TG-106: Design of Computerized Traffic
used for data analysis, application of traffic Census Database; and
adjustment factors at different stages for
determining the base year traffic, generation of ‰ TG-107: Training to the TANROADS
several reports and tables, interface to the system Counterpart Staff.
developed, etc.
The tasks listed above have been addressed in
‰ Chapter X presents the results of the entire various chapters and sections of the Final Report,
baseline traffic surveys conducted at 45 count which are briefly discussed in the following
points throughout the year. The chapter also
sections and sub-sections.
discusses in brief the usefulness and the
applications of the results. Though all the 7.1.1 Review of the Earlier Studies
tabulated traffic data, ADT, AADT, TAFs, etc. are
presented in Volume II on Traffic Survey Results Review of the earlier studies was one of the
of the Final Report, the chapter, among others, requirements of the ToR, so the Study reviewed
also presents a complete set of the results all the relevant studies carried out in past in
relating to Count Point No. 1 (CP-1), i.e. Chikundi Tanzania on the subject. Towards the same, after
(Masasi) in Mtwara Region, for illustration and having reviewed the outcomes and
immediate reference.
recommendations of the Final Report on ‘Traffic
‰ Chapter XI highlights the summary and major Data Acquisition’ prepared by DHV Consultants in
issues identified in different chapters. 2004, were used in preparing an effective strategy
The Final Report has also been made available to adopt a system of identifying the count points
in a compact disc in MS Office Software and to achieve the most representative traffic
database back up on CD in the MS Access database.
Software. The Study also reviewed the exercise undertaken
by the Ministry of Communications and Works
7.0 SUMMARY OF THE FINAL REPORT (MoCW) regarding manual or enumerator based
classified traffic counts on 266 traffic sections and
7.1 General Approach & count points on the Trunk and Regional Roads in
Methodology the country during 1972-85. Among others, the
review was mainly concentrated to the MoCW
In conformity of the Terms of Reference (ToR) of (1988) traffic adjustment factors derived on 40
the consultancy services, the main functional traffic sections in the country through a one-year
areas of the Study are classified into: conceptual traffic counting activities on 40 count points.
design of traffic counts; establishment of
counting stations; traffic count methodology; The ‘Traffic Survey Strategy’ prepared by the
traffic census in Tanzania; procurement of Ministry of Works (MoW) in 1992 was also
equipment for traffic census in Tanzania; reviewed, which aimed at developing a set of
establishment of traffic database; data updated Traffic Adjustment Factors (TAFs) for the
processing; traffic forecasting modeling; and entire network locations, which MoW used for
establishment of baseline traffic census in data collection and adjustment to make it
Tanzania. These areas of the Study have been representative until 1993. For obvious reasons,
duly addressed and presented in separate the TAFs developed in 1992, and that too based
chapters of the Final Report. on 1987 level information were no longer valid for
current analyses.
For undertaking the Consultancy Services, the
scope of work has been grouped into the
following “Task Groups (TG)” in a logical
sequence.

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

7.2 Conceptual Design of Traffic establish the traffic adjustment factors to be used
Census in future traffic census.

The Study developed the conceptual design for For finalizing the above task, the Consultants
conducting traffic surveys and establishing reviewed the latest road network of the country, in
baseline traffic on primary road network in view of changes taken place since 1985 and also
Tanzania. For this purpose, the traffic surveys up-grading of the road categories, e.g. Regional
were planned to be carried out on the selected Road to Trunk Road and so on; supported with
traffic sections through the identified count points field visits to identify the specific traffic sections
on the Trunk and Regional Roads continuously on the network; and to establish traffic survey
for twelve months in the country. One of the count points in the traffic sections.
major outputs of the above survey was to derive The features influencing the traffic sections on the
the traffic adjustment factors (TAFs) valid for the road network are: junctions, inhabitation pattern
catchment’s area of each traffic section. and major economic activity centers, such as,
The TAFs will be used in future for converting mining, factories, markets, institutions, etc.
any short duration traffic count of other trunk and While selecting the traffic survey count points on
regional road sections to determine the average the traffic sections, any influence of local traffic in
daily traffic (ADT), and the annual average daily case of roads connecting major population
traffic (AADT), which could be considered as a centers was avoided.
baseline traffic for any specific planning
purposes. For an effective use of the TAFs on 7.4 Traffic Adjustment Factors
different Trunk and Regional Roads of Tanzania,
a comprehensive list of roads falling under
(TAFs)
specific catchment areas of respective traffic It has been highly realized that conducting traffic
sections has been prepared. surveys throughout the year on a regular basis is
usually not possible or advisable, mainly because
The Conceptual Design of Traffic Census
brought out in the present Study cover in detail: of resource constraints. Therefore, the traffic
approach and methodology of traffic survey data surveys are usually carried out for short durations,
e.g. for 12 hour, 24 hours, a few days in a week
collection, selecting the proper survey
instruments (enumerator or equipment based), or full weeks. The traffic surveys carried out for
proper data processing, determination of several short durations require appropriate traffic
adjustment factors, usually known as TAFs to
traffic adjustment factors, report and
documenting system for the data retrieval make them representative of the annual average.
system for more micro and macro level analyses The Study has developed various TAFs for
will be readily available with TANROADS; so that determining the traffic level on the road network of
any short duration traffic surveys on any traffic TANROADS, which will be used for the short
sections on the road network of TANROADS can duration traffic count data to expand into the ADT
be easily converted into the ADT and the AADT, and the AADT. To meet the above said
which, in turn, establish the traffic census in requirement, algorithms have been developed for
Tanzania in short time consuming much lesser arriving at various traffic adjustment factors
resources. TANROADS will have a mechanism (TAFs) for carrying out the following traffic
on their Wide Area Network (WAN) system, that analysis, which included in the database design:
users can access, retrieve and update the data, (i) estimation of the ADT; (ii) calculation of hourly,
whenever required. daily and monthly TAFs; (iii) determination of the
AADT.
7.3 Selection of Traffic Sections & The TAFs developed in the Study will be used for
Traffic Survey Count Points converting the short duration traffic data into the
During the Study, a comprehensive list of the ADT and the AADT in future for roads falling in
selected traffic sections and the traffic count the catchment areas of the selected traffic
points was prepared. This exercise was based sections of the roads under TANROADS.
on the road network and movement pattern in
the country, for future traffic census. The 7.5 Traffic Count Methodology for
selected traffic sections and their corresponding Tanzania
count locations countrywide are nearly 500.
Conducting traffic survey in the Study was a huge
Out of the above traffic sections countrywide, the task. The traffic count methodology for Tanzania
Study identified 45 traffic sections for was developed based on the comprehensive
undertaking a one-year traffic survey in order to efforts with a logical planning and several

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

consultations at different levels including motorized/non-motorized composition), type of

Regional Offices, TANROADS. pavement, availability of trained manpower, safety
and handling of the equipment, proper installation
The surveys were carried out for one year on 45
in view of sensing the passing vehicles, etc. The
traffic sections on the road network spread all
extent of traffic count duration and frequency of
over the country. The traffic surveys were
the traffic surveys should also be planned in view
undertaken for seven days, i.e. one week, at all
of accuracy in data and other requirements.
the selected 45 count points on the traffic
sections, in which for four days the counts were For the traffic survey data, obtained through the
taken up for 12 hours, and on the remaining ATCCs, there would be need for proper analysis;
three days for 24 hours. And a weekly survey and migration of the collected traffic data into the
was organized at all the 45 count points for 12 TIDB System for generating required reports.
months of the year. There would be a need for proper handling of the
ATCCs, and follow guidelines before and during
Planning for the survey was done in different
the use. In case of any problem, it is advised that
functional areas covering the tasks, which
the users should consult the suppliers for their
include mainly; selection of traffic sections and
proper guidance and follow them strictly.
traffic count points on the primary road network
in Tanzania; preparation of traffic survey format;
selection of automatic traffic counters and 7.7 Generalized Traffic Forecast
classifiers (ATCCs); selection and training of Model
traffic survey enumerators; survey arrangements
Under the Study, a Generalized Traffic
and logistics; monitoring and quality control
Forecasting Model has been prepared utilizing the
mechanism of the traffic surveys; traffic data
available data, and developed involving multi-
processing and analysis, etc.
criteria model including a number of explanatory
variables affecting the traffic growth in varied
7.6 Procurement of ATCCs socio-economic performance indicators.
During the Consultancy Services, the Automatic Among others, growth in transport sector in a
Traffic Counters and Classifiers (ATCCs) were country depends on several factors, such as, the
procured for traffic counting on the road network Government policies, planning and priorities set
of TANROADS within the allocated budget. For for specific sub-sector, global and domestic
the purpose: (i) 18 sets of Radar Counters and economic performance, etc. Prediction of all these
Classifiers “SDR”; and (ii) two sets of Pneumatic influencing factors with fair level of confidence is a
Tube type equipment (MC5600) were procured difficult task, and also traffic growth rates.
after thorough technology scan and test runs.
Radar Type (SDR) can be used for any type of However, based on the observed value of
road surface, viz. bituminous, gravel, earthen, transport elasticity w.r.t. the expected growth in
etc.; whereas the Pneumatic Tube is best suited the GDP in future, most likely traffic growth rates
for paved roads, mainly because of faster wear for passenger and freight carrying vehicles have
and tear of tubes on unpaved roads, and hence been estimated as follows:
not advisable for gravel roads. Vehicle 2010-15 2015-20 2020+
After having procured the ATCCs, it is advisable Passenger 7.8 6.6 6.6
Freight 5.9 6.0 6.0
that equipment should be judiciously and
efficiently used for traffic counting on the road While using the traffic growth rates in future, it is
network of the country. Under the present Study, desirable that the user should consider changes
the Consultants identified more than 500 traffic in GDP and income level including the sectoral
sections and count points spread over in 21 changes i.e. agricultural, mining and
TANROADS Regions. The traffic sections and manufacturing sub-sectors, if any, and also on
count points have been identified for undertaking new projects and their phase-wise increase in
the traffic survey exercise in the country to have transport demand for inputs and outputs.
a complete traffic census with use of appropriate
TAFs. 7.8 Data Processing & TIDB System
With the procurement of the ATCCs,
7.8.1 General
considerable share of the total traffic survey
activities could be easily carried out in a short The Consultants have designed and established a
time with economy. While organizing equipment computerized traffic census database, i.e. Traffic
based traffic count activities for optimum usage Information Database (TIDB) System, where
of the ATCCs, a proper plan is required, which traffic data can be stored, accessed, updated and
should be based on the level of traffic (vpd and

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

retrieved. This would be made compatible with can be broken down into three layers, namely,
TANROADS WAN, as and when commissioned. Data Layer (Backend), Logical
Layer (Middleware) and Presentation Layer (Front
The one-year traffic survey data collected at 45
end). The data layer is a separate component,
count points have been stored in the TIDB
whose sole purpose is to serve up the data from
System, which can be accessed through a user
the database and return it to the user/caller.
friendly Graphical User Interface (GUI), so that
access, updating, and analysis could be easily The Logical Layer is the brain of the System
undertaken. The traffic data from all the survey where all the logical/business calculations, like,
count points have a reference to the calculation of TAF, ADT, AADT, etc. will be done.
geographical coordinates so that visualization Placing all the logics separately in a layer
through maps is possible. increases the reusability of an application. The
presentation layer is the most important layer
7.8.2 Scope simply because it’s the one that everyone
The Scope of the system is to design and observes and uses. With a well structured logical
establish a computerized Traffic Census and data layer, if the presentation layer is
Database, whereby traffic data can be stored, designed properly, this gives the users a better
accessed and updated, so that the same can be view and appreciations of the System. The main
used as a decision support system for Traffic advantages of using tiered approach are the
and Transportation Planning. It includes defining reusability of the programming code and ease to
interfaces to the system, methodology to migrate maintain and enhance/modify the System in the
manual traffic census data into database and future.
assumptions to the system including the
7.8.6 Trial Run & Demonstration
deliverables.
To check the accuracy and integrity of the TIDB
7.8.3 Functional Requirements System, a trial run was conducted in early June
The functionality of the system includes the user 2008. At that point of the time, the traffic data for
interface features, techniques to migrate the the month of January 2008 to April 2008 was
data from Excel Sheets to the Microsoft Access available for the traffic count points in the Study.
Database, error handling, master details, sub- A test data suite, depicting the data for 12 months
systems, backup and recovery mechanism and was created from the available data and the
the database structure including entity System was thoroughly tested to check its
relationship. functional efficiency.

7.8.4 Algorithm of Data Analysis The functionality and working of the TIDB System
was demonstrated to various TANROADS
Algorithms have been developed for arriving at officials during last one year, including,
various traffic adjustment factors (TAFs) for demonstration to the officers concerned, in
carrying out the following traffic analysis, which November 2008 at New Delhi, India, and to
included in the database design: RMMS Officials at TANROADS Headquarters,
‰ Estimation of Average Daily Traffic (ADT); Dar es Salaam, specifically to demonstrate the
information stored in TIDB System, like, Start
‰ Calculation of hourly, daily and monthly
Node Number, End Node Number, etc. which
Traffic Adjustment Factors; and
may be utilized by, and can be transferred to
‰ Calculation of Annual Average Daily Traffic existing software of RMMS, through interface
(AADT). files.
The TAFs will be used for converting the short 7.8.7 User Manual
duration traffic count/data into the ADT and the
AADT in future for roads in the catchment areas A “User Manual: Traffic Surveys and TIDB
of the traffic sections of the Trunk and Regional System”, has been prepared for carrying out the
roads under TANROADS considered in the traffic survey and providing guidance to operate
present Study. the TIDB System. TANROADS Staff has also
been trained during the Training, so that the
7.8.5 Technology system could be effectively used in years to
The TIDB System has been developed using MS come. The above arrangement would augment
Access as database, Visual Basic (.Net) as the in-house capacity and workability, even after
development tool and Crystal Report as report completion of the Consultancy Services. The User
writer tool for generation of reports/tables. The Manual is comprehensive and user-friendly
System is built around a three-tier client server document, which could be used by any new users
architecture. Using this architecture, the System of the TIDB System as well.

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Executive Summary
Traffic Census Methodology for TANROADS September 2009

7.8.8 Reports Generation ƒ Hourly Traffic Variation;

ƒ Day-wise Traffic Adjustment Factors; and
Results of the one-year traffic surveys carried
out at 45 count points are tabulated in eight ƒ Month-wise Traffic Adjustment Factors.
reports illustrating hourly, daily and monthly
traffic adjustment factors (TAFs), section-wise 7.11 Volume III: User Manual [Traffic
traffic variations in terms of ADT and AADT; Surveys & TIDB System]
road-wise and traffic section-wise AADT, etc.
Volume II (Survey Results) compiles all the Following the requirements of the Study, A “User
required reports generated by the TIDB System. Manual: Traffic Surveys & TIDB System” has
been prepared, which is presented in Volume III
of the Final Report. The User Manual has been
7.9 Baseline Traffic Census of divided into two parts:
Tanzania
(i) Part-I: Traffic Surveys; and
As stated earlier, the results of the one-year
traffic surveys on the 45 traffic sections at their (ii) Part-II: Traffic Information Database (TIDB)
System.
corresponding count points on the road network
of TANROADS under the Study have been Part-I provides detailed guidelines for organizing
obtained and tabulated in eight reports and carrying out traffic surveys employing
illustrating hourly, daily and monthly traffic enumerators or automatic traffic counters and
variations; road-wise and section-wise traffic in classifiers (ATCCs), planning, scheduling,
terms of AADT, etc. preparation of traffic survey format.
The results tabulated in different reports are Part-II illustrates the computer based analysis,
compiled and presented in Volume II. However, application of the traffic adjustment factors (TAFs)
for understanding of the results obtained for CP- for determining the average daily traffic (ADT),
1 at Chikundi4 are shown in Volume I (Main annual average daily traffic (ADDT), estimating
Report), for illustration; whereas all the results future traffic, etc. For undertaking the above
for 45 CPs are given in Volume II. analysis, under the Study, “Traffic Information
Database (TIDB) System”, a user friendly
Short duration traffic surveys on any traffic
software, has been developed.
sections on the Trunk and Regional Road
network in Tanzania can be easily converted into The Manual, inter alia, provides adequate training
the ADT and the AADT by using the traffic materials on the two areas.
adjustment factors obtained in the present
Study, which, in turn, would also establish the 8.0 IMPORTANT MILESTONES OF THE
traffic census in Tanzania at much lesser cost. STUDY
7.10 Volume II: Traffic Survey The important milestones of the activities and
deliverables during the consultancy services are
Results presented as follows:
Volume II compiles all the reports generated by
the TIDB System using the data collected Signing the Contract 6 Aug-2007
through the one-year traffic surveys in 45 traffic Commencement Date 29 Aug-2007
sections. The reports cover hourly, daily and First Meeting at TANROADS 14 Sep-2007
monthly traffic variations generating Submission of Inception Report 5 Oct-2007
corresponding traffic adjustment factors (TAFs);
Presentation on Inception Report 15 Oct-2007
road-wise and section-wise traffic in terms of
First Progress Report 31 Dec-2007
AADT, etc. The following reports have been
presented in Volume II: Start of Traffic Surveys Early Jan-2008
Second Progress Report 31 Mar-2008
ƒ Seven Days Traffic Count Summary;
Third Progress Report 30 Jun-2008
ƒ Vehicle-wise Average Daily Traffic (ADT); Overseas Training Nov. 2008
ƒ Annual Average Daily Traffic (AADT) at Procurement of ATCCs* Mid-May 2009
Various Count Points;
Draft Final Report (DFR) 21 Jul. 2009
ƒ Road-wise Traffic;
Presentation on the DFR 29 Jul. 2009
ƒ Vehicle Composition of Month-wise Traffic;
20-21 Aug.
Training for TANROADS Staff
2009
4
In Masasi District of Mtwara Region for the Final Report Submission 18 Sep-2009
Nanganga-Masasi Section on Road No. T-6. *Automatic Traffic Counters & Classifiers.

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Study Background 1
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

1.0 STUDY BACKGROUND

1.1 Tanzania in Brief

Tanzania, located in East Africa, is surrounded by Kenya and Uganda in the north, Rwanda,
Burundi and Democratic Republic of Congo in the west, Zambia and Malawi in southwest,
Mozambique in south, and the Indian Ocean in the east. The port of Dar es Salaam
(Tanzania) serves many land-locked neighboring countries linked by the Trunk Roads, the
Tanzania Zambia Railways (TAZARA), and the Tanzania Railways Corporation (TRC)1.
Tanzania Mainland2 measures about 885,000 km2 of area accommodating more than 41.8
million of population (2008 estimates), forming a density of more than 42 persons/km2. The
population growth at 2.9% pa, the literacy rate as 71%, and life expectancy at birth as 51
years have been recorded in the country.
Tanzania has a spectacular landscape of mainly three physiographic regions: (i) the islands
and the coastal plains to the east; (ii) the inland saucer-shaped plateau; and (iii) the
highlands. The Great Rift Valley that runs from north east of Africa through central Tanzania
is another landmark that adds to the scenic view of the country. The rift valley runs to south
of Tanzania splitting at Lake Nyasa; one branch runs down beyond Lake Nyasa to
Mozambique; and another branch to northwest alongside Burundi, Rwanda, Tanzania and
western part of Uganda. There are many world famous national parks (15) and game
reserves (15) in the country. For administrative and planning purposes, Tanzania is divided
into 26 regions (mikoa), twenty-one on the mainland and five on Zanzibar (three on Unguja,
two on Pemba). There are 130 districts (wilaya) in Tanzania, 120 in the mainland and 10 in
Zanzibar and Pemba.
The country is characterized by two rainfall regimes: viz. uni-modal and bio-modal. The
seasonal rains for the uni-modal regime occur between November/December and April over
southern, southwestern, central and western areas. Whereas, the bimodal rainfall regime
has two rainy seasons: (i) the long (during March to May); and (ii) the short (during October
to December) over the northern coast, northeastern highlands, Lake Victoria basin and
islands of Zanzibar.

1.1.1 Economic Setting

The Gross Domestic Products (GDP) was estimated as about US$ 12 billion in 2008 at
market price. Growth in the GDP, at the current price in US$ terms has been recorded at
about 7% pa since 1992. The sectoral contribution to the GDP shows (2008 estimates) that
the primary sector (agriculture, hunting, forestry, etc.) contributed 27%; the secondary sector
up to 22%; and the tertiary sector with 51%. The major agricultural products are sisal fiber,
coffee, tobacco, cashew nuts, green tea leaves, and seed cotton, whereas the industrial
products are beer, cigarette, paints, cement and aluminium.
The per capita income has grown up to US$ 277 in 2008 from US$ 167 in 1992, registering
an average growth rate of more than 3.2% pa, which can be considered as fairly good
growth in view of developing countries like Tanzania. There have been drastic changes in
the mean exchange rate of Tanzanian Shilling (TSh.) against the US Dollar, as it was
recorded at TSh. 1,280 in 2008, whereas the same was TSh. 302 in 1992 per US Dollar.
The inflation rate in the country has been varying from 21.9% (1992) to 10.3% (2008).

1
Now known as Tanzania Railways Limited.
2
The islands of Zanzibar are situated some 30 km from the Mainland in the Indian Ocean.
1.1
1.
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

Map 1.1: Political Map of Tanzania

The value of merchandize exports in Tanzania increased to US$ 2.0 billion (2007) from US$
1.7 billion (2006) registering about 16% growth. In fact, Tanzania has started increasing non-
traditional exports, viz. minerals (gold, diamond, etc.), manufacturing products, fish and fish

1.2
1.
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

products, horticulture, etc. The traditional exports of the country are coffee, cotton, sisal, tea,
tobacco, cashew nuts and cloves. Whereas, the value of goods imported (f.o.b.) increased
from US$ 3.9 billion (2006) to US$ 4.8 billion (2007), showing an increase of about 25% over
previous year. This increase has been observed mainly due to the considerable growth in
importation of consumer goods.

1.2 Road Network & Transportation in Tanzania

The contribution of transport and communications in process of socio-economic
development in any developing countries, and also in Tanzania, does not require any special
emphasis. The importance of road sector in Tanzania has been growing within the country,
and also for the nearby landlocked countries. In order to cater to the growing transport
demand, the total number of motorized vehicles in Tanzania has increased to more than
382,150 (2007 estimates) with a growth rate of 9.1% pa since 1995. The contribution of
transport and communication sector to the country’s GDP has also been growing, which
recorded growth at 7.6% pa since 1998. The total road network in Tanzania measures
86,472 km (July 2009) with only 7.5% of the paved roads (mainly Trunk Roads), and only
58% (2009) of the road network under Tanzania National Roads Agency (29,847 km) is
reported to be in “good” category. TANROADS is, however, committed for “Good Roads for
National Development”.

1.3 Estimation of Traffic in Tanzania – An Overview

Road management and planning for socio-economic development requires reliable and
latest data on traffic movement and road condition, particularly when fast development in
different sectors of the economy is taking place. There have been considerable changes in
transport sectors, modal choices and movement pattern. It was reported that currently,
TANROADS3 did not have a comprehensive and reliable method of collecting and updating
traffic data on its primary road network of the Trunk Roads (10,601 km), and Regional
Roads (19,247 km).
Moreover, the traffic data presently collected or updated for certain roads in the country for
short duration of time for determining the annual average daily traffic (AADT), the traffic
adjustment factors (TAFs) being used were old, as they were based on the results of the
traffic surveys in 1985, and the analysis carried out in 1987. It was highly realized that the
TAFs (1987) currently used in Tanzania for determining the AADT might not yield reliable
traffic figures using any short duration traffic counts for any specific traffic sections of the
road network under TANROADS. So, there was an urgent need for getting the TAFs revised
and also the traffic figures on all the Trunk and Regional Road Network updated.
With this background, establishing a reliable database for proper road sector planning,
particularly the road-network under TANROADS, and traffic estimates in future with
workable methods and techniques, the present Study aimed at carrying out traffic counts on
the Trunk and Regional Roads as well as estimating the traffic adjustment factors (TAFs).
The Study was entrusted to Intercontinental Consultants and Technocrats Pvt. Ltd., India in
association with Dataconsult Ltd., Tanzania by TANROADS to “Carrying out Baseline Traffic
Counts in Tanzania Mainland and Establishment of a Comprehensive Traffic Census
Methodology for TANROADS”. The Study was commenced in the fourth week of August
2007 with the following major objectives.

3
Based on the Background given in the ToR.

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1.4 Study Objectives

The objective of the study as referred to in the Terms of Reference (ToR), was to establish a
reliable traffic census methodology, plan and implement the collection of baseline classified
traffic data during a one-year period, and update or revise all appropriate traffic adjustment
factors for Tanzania. This would include the preparation of an overall conceptual design and
a generic methodology for a network-wide traffic census.

1.5 Scope of the Study

The Request for Proposal (RFP) and the ToR therein brought out the Scope of Work to
achieve the Study Objectives. The Scope of Work was described in the following tasks:
I. Review the Final Report on Traffic Data Acquisition prepared by DHV Consultants in July
2004, and provide appropriate recommendations for its improvement.
II. Study the document on the Traffic Survey Strategy prepared by MOW in 1992 (containing
traffic adjustment factors) and make appropriate recommendations for updating the Traffic
Adjustment Factors.
III. Prepare an overall conceptual design for traffic counting that will provide TANROADS and
other users with reliable and statistically representative planning data.
IV. Prepare a generic methodology for network-wide traffic census that can be used in the future
for at least five years.
V. Establish traffic count locations countrywide and then select and justify traffic count stations.
These stations may not be less than 40 for both trunk and regional road network under
TANROADS.
VI. Design and provide field survey forms for classified traffic counts which will capture all
necessary information required for HDM-4, RED Model, Road Mentor, and Maintenance
Management System (RMMS) inputs.
VII. Organize and supervise a one-year traffic counts at the selected representative stations
located strategically on the Trunk and Regional road network across the country. Classified
traffic counts shall be carried out continuously during a one-year period. At each station
periodic counts should be done for 7 days each month. Four days will consist of 12 hour
counts, and three days will be for 24 hours, in order to provide information on the hourly
distribution of traffic during day and night. Loop counting should be considered at this stage.
VIII. The consultant shall be responsible for all data processing and analysis, and estimation of
the Traffic Adjustment Factors, including (but not necessarily limited to) hourly and daily
adjustment factors, and seasonal or monthly factors.
IX. Design and establish a computerized traffic census Database whereby traffic data can be
stored, accessed, updated and compatible with TANROADS WAN.
X. Prepare a generalized traffic forecasting model for application in Tanzania, and make
recommendations for specific adjustments to the national model based on regional or other
localized conditions if required.
XI. Provide a suitable on the job training to at least three TANROADS counterpart staff on field
survey procedures, data processing, database updating and other relevant subjects. The
Consultant shall include the cost of on the job training for 3 TANROADS staff in his proposal.
The proposal shall include all costs (Consultants’ fee, economy class airfare, home country
transport, hotel accommodation, per diem, etc.) for training in the Consultants’ home office or
such other suitable location. The operational costs in Tanzania such as transport and per
diem shall be met directly by the Client.
At the end of the study, immediately after submission of the Draft Final Report, the Consultants shall
organize a two-day Seminar for at least 50 persons on the traffic census methodology and the
application of the traffic adjustment factors.

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1.6 Importance & Usefulness of the Study

The present Study on Carrying out Baseline Traffic Counts in Tanzania Mainland and
Establishing a Comprehensive Traffic Census Methodology for TANROADS, aimed at
organizing traffic count surveys on the primary road network, i.e. the Trunk and Regional
Roads in Tanzania at suitable locations to capture the major traffic flow pattern and other
important traffic flow characteristics of respective traffic sections. These surveys were
carried out for one year on weekly basis in each month. On the basis of traffic data thus
obtained, showing hourly variation/distribution in a day, week and month, relevant traffic
adjustment factors (TAFs) were arrived for each traffic section of the country.
These factors would be useful in determining the average daily traffic (ADT) and the annual
average daily traffic (AADT) for the traffic data obtained for short duration, e.g. 12-hr only for
one day or so, due to resource and time constraints, on any roads (Trunk/Regional) falling
under the vicinity or influence of the respective traffic sections. The Study also brings out the
detailed traffic survey methodology including the manual survey (through enumerators) and
equipment based survey (through automatic traffic counters and classifiers, i.e. ATCCs)
suitable for future use in Tanzania.

1.7 Reports Submitted

An Inception Report on the Study was submitted in the month of October 2007 followed by a
Presentation on the Inception Report at TANROADS Headquarters, Dar es Salaam. As per
the ToR, the three Progress Reports covering different areas of the assignments were
prepared during the Consultancy Services. Three Progress Reports covered: (i) information
related to conceptual design and traffic counts methodology; (ii) information on the
establishment of counting stations and commencement of the traffic census; and (iii)
information on the establishment of database, completion of the system design and trial run.
The three progress Reports, therefore, submitted are as follows:
(i) Conceptual Design and Traffic Counts Methodology, i.e. First Progress Report
(December 2007);
(ii) Establishment of Counting Stations and Commencement of the Traffic Census, i.e.
Second Progress Report (March 2008); and
(iii) Establishment of Database: Completion of the System Design & Trial Run, i.e. Third
Progress Report: (June 2008).

1.7.1 Draft Final Report

The Draft Final Report was submitted in July 2009. The Draft Final Report consisted of three
volumes: (i) the Main Report in Volume I; (ii) Traffic Survey Results in Volume II; and (iii)
User Manual: Traffic Surveys & Traffic Information Database (TIDB) System in Volume III.
The Consultants made a power point presentation of the Draft Final Report on 29 July 2009
at TANROADS Headquarters, Dar es Salaam, Tanzania. The Presentation was attended by
senior officials of TANROADS, and representative of the World Bank (Annexure 1.1).

1.8 Training for TANROADS Staff

As per the requirement of the ToR, “Two-day Training for TANROADS Staff” was organized
on the Traffic Census Methodology, and the Application of the Traffic Adjustment Factors
(TAFs) on 20-21 August in Dar es Salaam. The program was attended by 37 participants
from Headquarters, Road Maintenance Management System (RMMS) and Regional Offices
of TANROADS. The Training Program was actively participated by all the participants.
The Program, inter alia, also covered on-hand practice of the Traffic Information Database
(TIDB) System and on-road functional demonstration of the Automatic Traffic Counters and
Classifiers (ATCCs), viz. (i) Pneumatic Tube Type (MC5600); and Radar Type Equipment

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(SDR). The Training Program also had adequate “Question-Answer Sessions” after every
topic of the Training. During the Program, all the participants were given “User Manual” on
Traffic Census Methodology, Application of the Traffic Adjustment Factors, and Traffic
Information (TIDB) System, and relevant hand-outs for future reference and use.
“A Report on the Training for TANROADS Staff” has been prepared and presented in
Annexure 1.2. Besides details on the Training Program coverage, list of participants, etc.,
the Report also presents the analysis of the feedback and evaluation of the participants
which were collected through a pre-structured questionnaire.

1.9 Final Report (Present Report)

The present report is the Final Report on the “Consultancy Services for Carrying out
Baseline Traffic Census in Tanzania Mainland and Establishing a Comprehensive Traffic
Census Methodology for TANROADS”. The Final Report has been prepared after having
incorporated the comments on the Draft Final Report (Annexure 1.3).
The Final Report consists of three volumes: (i) the Main Report in Volume I; (ii) Traffic
Survey Results in Volume II; and (iii) User Manual: Traffic Surveys & Traffic Information
Database (TIDB) System in Volume III. The Main Report, i.e. Volume I comprises the
following chapters:
Chapter 1 : Study Background (this chapter);
Chapter 2 : General Approach & Methodology;
Chapter 3 : Conceptual Design of Traffic Census;
Chapter 4 : Establishment of Traffic Count Points;
Chapter 5 : Traffic Count Methodology for Tanzania;
Chapter 6 : Traffic Census in Tanzania;
Chapter 7 : Procurement of ATCCs for Traffic Census in Tanzania;
Chapter 8 : Generalized Traffic Forecast Model;
Chapter 9 : Data Processing – Approach & System Design;
Chapter 10 : Baseline Traffic Census in Tanzania: Results; and
Chapter 11 : Summary & Major Issues.

1.9.1 The Report Structure & Coverage

As stated above, the Final Report (Volume I: Main Report) is organized into 11 chapters
supported with maps, tables, figures and annexures, and the Executive Summary. Chapter-
wise coverage in brief is given as follows:
‰ Chapter I (this chapter) presents the study background with road network and transportation
in Tanzania, an overview of traffic estimation in the country, study objectives, scope of the
study, importance and usefulness of the study, reports submitted, presentation and training
organized with a report on the Training, present report, scope and output of the study, and the
report structure and coverage.
‰ Chapter II illustrates general approach and methodology used for establishing counting
stations in Tanzania, review of the earlier studies and reports, lessons learnt and major
issues, and commencement of the traffic surveys.
‰ Chapter III brings out details on the conceptual design for establishing the baseline traffic,
which include preparatory work for traffic counting, identification criteria for traffic sections,
organizing traffic survey (enumerator or equipment based), designing traffic survey format,
etc.
‰ Chapter IV deals with selection of traffic sections on road network in Tanzania and thereafter
establishment of Traffic Count Points, so that the traffic surveys could be organized on the
identified traffic sections on the road network, etc.
‰ Chapter V presents a detailed note on traffic count methodology for Tanzania covering fixing
of specific locations of traffic survey count points on the traffic sections, developing survey

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instruments, selection of the appropriate automatic traffic counters and classifiers, organizing
traffic surveys and logistics, monitoring and quality control mechanism of the traffic counts,
traffic data processing and analysis, and related issues.
‰ Chapter VI aims at establishing the traffic census by organizing and analyzing the traffic
survey data, selection and use of the appropriate traffic adjustment factors for working out the
base year traffic.
‰ Chapter VII investigates the equipment based traffic census in Tanzania, the chapter also
identifies the most suitable automatic traffic counters and classifiers (ATCCs), so that regular
traffic surveys could be undertaken on the selected as well as other traffic sections on the
road network.
‰ Chapter VIII illustrates the general approach and methodology for undertaking traffic forecast
modeling exercise, in general and the Tanzanian conditions in particular. The chapter
provides details on the components of the traffic forecast and growth rates for passenger and
freight carrying vehicles, so that any users could work out traffic level for future.
‰ Chapter IX illustrates mainly approach and system design for data processing, algorithm used
for data processing, application of traffic adjustment factors at different stages for determining
the base year traffic, generation of several reports and tables, interface to the system
developed, etc.
‰ Chapter X presents the results of the entire baseline traffic surveys conducted at 45 count
points throughout the year. The chapter also discusses in brief the usefulness and the
applications of the results. Though all the tabulated traffic data, ADT, AADT, TAFs, etc. are
presented in Volume II on Traffic Survey Results of the Final Report, the chapter, among
others, also presents a complete set of the results relating to Count Point No. 1 (CP-1), i.e.
Chikundi (Masasi) in Mtwara Region, for illustration and immediate reference.
‰ Chapter XI highlights the summary and major issues identified in different chapters.

The Final Report has also been made available in a compact disc in MS Office Software and
database back up on CD in the MS Access Software.

1.10 Important Milestones of the Study

The important milestones of the activities and deliverables during the consultancy services
are presented as follows:

Important Milestone Date of Completion

Signing the Contract August 6, 2007
Commencement Date August 29, 2007
First Meeting at TANROADS September 14, 2007
Submission of the Inception Report October 5, 2007
Presentation on the Inception Report October 15, 2007
Submission of the First Progress Report 31 December, 2007
Start of Traffic Surveys First Week of January, 2008
Submission of the Second Progress Report 31 March, 2008
Submission of the Third Progress Report 30 June, 2008
Overseas Training for TANROADS Officials November, 2008
Procurement of the ATCC Equipment Mid-May 2009
Submission of the Draft Final Report 21 July, 2009
Presentation on the Draft Final Report 29 July 2009
Training for TANROADS Staff 20-21 August 2009
Submission of the Final Report 18 September 2009

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2.0 GENERAL APPROACH & METHODOLOGY

2.1 General
This chapter describes in brief the general approach and methodology adopted for carrying
out the Baseline Traffic Counts in Tanzania Mainland and Establishing a Comprehensive
Traffic Census Methodology for TANROADS. In conformity with the Terms of Reference
(ToR) of the study, the main functional areas of the study are classified into: conceptual
design of traffic counts; establishment of counting stations; traffic count methodology; traffic
census in Tanzania; procurement of ATCCs for traffic census in Tanzania; establishment of
traffic database; data processing; traffic forecast modeling; and establishment of baseline
traffic census in Tanzania. These areas of the study have been duly addressed and
presented in separate chapters of the present report. While formulating the coverage of the
Final Report, the specific approach, methodology, data base, coverage, etc. are adequately
covered in the respective chapters. However, an overall general approach and methodology
with data base and other required activities are presented in brief in the following sections.

2.2 Approach & Methodology

For undertaking the Consultancy Services, the scope of work has been grouped into
different “Task Groups” in a logical sequence. Activities under each task group, and methods
followed to carry out the tasks are briefly described in this section of the report; and detailed
note on the specific task are presented in the respective chapters.

2.2.1 Task Group 101: Review of the Earlier Traffic Census Related Studies
The Consultants reviewed the outcomes and recommendations of the Final Report on
‘Traffic Data Acquisition’ prepared by DHV Consultants in 2004, which have been used in
preparing an effective strategy to adopt a system of identifying the count points to achieve
the most representative traffic database. This review culminated into a set of
recommendations to TANROADS, which eventually became parts of the activities under the
present study, within the scope of work.
The Consultants also reviewed the ‘Traffic Survey Strategy’ prepared by the Ministry of
Works (MoW) in 1992. The Strategy had developed a set of Traffic Adjustment Factors
(TAFs) for the entire network locations, which were used by MoW for data collection and
adjustment to make it representative until 1993. For obvious reasons, the TAFs developed in
1992, and that too based on 1987 level information were no longer valid for current
analyses. Nevertheless, the Traffic Survey Strategy establishes a historical base for the
TAFs to appreciate the changing scenario in Tanzania. The Consultants examined the
sufficiency of those TAFs in the present context through the review work, and made
appropriate changes for updating the Traffic Adjustment Factors as well as other extensions,
as required. A detailed note on the review of earlier studies relating to the traffic census and
the inferences drawn are described in Chapter 4.

2.2.2 Task Group 102: Establishing Traffic Counting Locations

2.2.2.1 Review of Existing Road Network

The Consultants updated data relating to the road network in Tanzania in consultation with
TANROADS, giving due regards to the functional importance of the roads, traffic, and their
linkages to regional/national road corridors. The roads in Tanzania (2009) are classified as
the Trunk Roads (10,601 km) and the Regional Roads (19,246 km) under TANROADS, i.e.
primary road; and secondary road network including, District, Urban and Feeder Roads

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measures 56,625 km. The focus of the Project is on 29,847 km of the Trunk Roads and
Regional Roads of the country.

2.2.2.2 Review of Past Traffic Census

The Ministry of Works (MoW) used to carry out extensive traffic counts in the whole of
primary network until 1993; and the Consultants collected the information available, and
reviewed the network of Traffic Census Stations adopted during that period. The Study also
reviewed the data collected after 1993 under different studies in Tanzania. The information,
thus, collected helped in identifying the traffic count locations across the country, and also to
appreciate the change in traffic level and movement pattern since then. The traffic volume
on the various categories of roads provided better idea about relative importance of different
roads and their significance in the overall primary network.

2.2.2.3 Selection & Establishment of Traffic Survey Count Points

Following the ToR, the Consultants established traffic counting locations countrywide
following a systematic approach. Out of the countrywide traffic count locations, 45 traffic
count points were selected on both the Trunk and Regional Road network under
TANROADS for undertaking the traffic census under the present study. For the purpose, the
Consultants reviewed the latest road network of the country, in view of changes taken place
since 1985 and also up-grading of the road categories, e.g. Regional Road to Trunk Road
and so on.
This exercise was undertaken mainly based on two following steps:
(i) Review the latest road network at the regional level, and collect the then number and
location of counting stations (1985), and identify the need for “additional counting
stations” in view of changes in the road network, observed movement pattern and
other socio-economic reasons; and
(ii) After developing and establishing the list of traffic counting locations at regional level,
the selection of “traffic survey count points” for the present analysis was carried out
with proper justification.
While formulating the methodology and establishing the traffic count points for the Study, the
Consultants made full use of the 40 counting stations of 1985 surveys for establishing the
Traffic Adjustment Factors (TAFs), and also additional counting points were identified under
the regional analysis, as described above, including deletion of any old counting points, and
shifting of the counting points from the old locations to new locations on the same road /
corridor, in view of changes in network, local conditions and socio-economic activities in the
catchments area.

2.2.3 Task Group 103: Collection & Review of Secondary Data

Data relating to the socio-economic performance indicators covering the national
accounting, demography and occupational structure, sectoral activities (primary, secondary
and tertiary sectors) and its contribution to the gross domestic products (GDP), transport
system, and road network characteristics, growth in motor vehicles with its composition, etc.
were collected from various published reports and documents. The above information and
analysis were appropriately used in establishing the level and changing pattern in the socio-
economic characteristics in Tanzania, and its likely impact on growth in transport sector and
road sector. These analyses form the basis in developing the Transport Forecast Model.
The analysis was also carried out for establishing the scenario at regional level, as per the
availability of data. The information collected was useful in the identification and
establishment of the traffic survey count points to make the system responsive to the
countrywide traffic movement, present and future. This exercise would also be useful in
developing a spatial database of the road network in Tanzania illustrating the traffic level in a
pictorial form for quick appreciation, planning and decision-making.
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2.2.4 Task Group 104: Comprehensive Traffic Census

2.2.4.1 Overall Conceptual Design for Traffic Counting

Following the ToR, the Consultants have prepared an “Overall Conceptual Design for Traffic
Counting”. This exercise provides TANROADS and other users with reliable and statistically
representative data for planning purposes. The Conceptual Design aims at carrying out the
surveys for traffic counting at the selected count points for one year on weekly basis in every
month of the year, and also analyzing the traffic data, access and retrieval of those data for
further use and analysis. The methodology followed for the selection and establishment of
the traffic survey count points is discussed in Task 102.
The coverage under the overall conceptual design for traffic counting is as follows:
(i) Procedure for undertaking the traffic counting exercise, which should include the pre-
requisite arrangements, viz. design for the “survey formats” based on the objectives of
any studies;
(ii) Selection of the “traffic section” on the road / corridor under the study and analysis;
(iii) Identification of the exact “count points” (CPs) passing the traffic section based on a
set criteria largely governed by the objectives and the resources;
(iv) “Duration and frequency of the survey” based on the objectives and resources – time,
finance and local constraints;
(v) “Survey Technique”, i.e. manual counts (enumerators) or equipment based (automatic
traffic counters and classifiers);
(vi) “Survey Data Analysis”, depending on the objectives, hourly variation in a day, day
variation in a week, and monthly variation in a year to make the traffic count as most
representative using an appropriate traffic adjustment factors (TAFs); and
(vii) Data analysis and retrieval system for its own updating or benefiting any new tasks.

The conceptual design for traffic counting is a comprehensive document highlighting the
above issues, so that such exercises could be effectively and efficiently planned and
undertaken, and results be analyzed for its purposes.

2.2.4.2 Generic Methodology for a Network-wide Traffic Census

As per the ToR, the Consultants have developed a “generic methodology for carrying out
network-wide traffic census”, which could be used in future for at least five years. The
generic methodology would get evolved from the Trunk and Regional Road network, so as
to specify the locations in which long-term counts would be required, and those locations
where shorter duration counts would be sufficient. For the purpose, the Study has also
selected suitable traffic counting equipment for regular data collection on an interval, as per
the requirement. The counting equipment will be used from time to time for collecting traffic
data on mainly the selected permanent count points on the Trunk and Regional road
network of the country.

2.2.4.3 Organize & Supervise the Traffic Count Survey

Following the ToR, at each selected representative count points located strategically on the
Trunk and Regional road network across the country; classified traffic counts were carried
out continuously for one-year period for 7 days each month. For the purpose, the counts
were carried out for 12-hour on four days, and 24-hour on three days in a week. A detailed
note on the same is given in Chapter 5.

2.2.4.4 Selection of the Traffic Count Equipment

For selecting the most appropriate equipment, i.e. Automatic Traffic Counters and Classifiers
(ATTCs), the Consultants considered the following the major criteria and functional features:
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(i) measurement/sensing: volume, vehicle classification, direction, speed, axle spacing, etc.;
(ii) other features: permanent installation or mobile, covert, work on poor road surface,
weather resistant, and accuracy grade; and (iii) cost: capital, and operation and
maintenance. The Consultants have thoroughly scrutinized the functional merits of the
equipment in view of effectiveness, efficiency and economy, so that the most suitable
equipment could be procured.
For the purpose, the Consultants identified the range of products available and operational,
particularly in developing countries including African countries. The contacts with major
suppliers world-wide were established, so that the equipment could be procured timely
during the Consultancy Services. Accordingly, the Consultants investigated the suitability
and type of equipment in view of Tanzanian conditions in consultations with the TANROADS
Officials including Regional Offices. The discussions also included the operational, safety
and maintenance aspects of the equipment, so that the option could be sustainable for a
long time.

2.2.4.5 Design of Traffic Survey Format

The Traffic Survey Format was designed for classified traffic volume count by considering
various types of vehicles using the roads in Tanzania. The vehicles were categorized in
motorized and non-motorized vehicle. A detailed note on the same is given in Chapter 5.
While designing the traffic survey format, it was kept in view that the traffic data collection,
compilation and analysis would be compatible to different highway planning computer
packages, such as, HDM-4, RED Model, Road Mentor, etc, and also the Road Maintenance
Management System (RMMS).
The manual or enumerator based traffic count system generally considers 15-minute to 1-
hour block time period for traffic data collection depending on the traffic level and the
objective of the survey to estimate the traffic volumes, whereas the automatic traffic count
system can define block time period, e.g. one-minute level. In case of equipment based
traffic count system, a 5-minute block time period is considered reasonable, particularly
significant for traffic on inter-city roads. This eventually gets reflected in the processed data,
which will be used for various analysis and interpretations. For example, a 5-minute block
period would provide a more accurate peak-hour determination than a 15-minute.

2.2.5 Task Group 105: Processing & Analyzing Traffic Count Data
(i) Traffic Data Processing & Analysis: The direction-wise classified traffic volume
data need to be analyzed to determine: (i) Average Daily Traffic (ADT) of motorized and
non-motorized vehicles in numbers; (ii) traffic data to be compiled and analyzed to determine
vehicle-wise variations in the traffic, in terms of hourly variation in a day, specific day
variation in a week, and month variation in a year, for the selected count points; and (iii)
changing pattern of the traffic composition at the count points.
(ii) Traffic Trend: In order to compare the traffic levels, the Study has also analyzed the
available historical data relating to the same count points under the present study. The
observations made are also part of the traffic forecast model (Chapter 8), particularly for
specific regions / geographical areas.
(iii) Estimation of Traffic Adjustment Factors: Following the ToR, the Study should
carry out all the data processing and analysis, and estimation of the “Traffic Adjustment
Factors” including hourly and daily adjustment factors, and seasonal or monthly factors.
Establishing the Traffic Adjustment Factors (TAFs) for different Trunk and Regional roads of
the country based on the data collected through the weekly surveys for one year in every
month at all the selected traffic survey count points was one of the crucial assignments
under the present Consultancy Services.

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These traffic adjustment factors will be suitably utilized in future by the TANROADS and
other stakeholders. The TAFs will be used by the TANROADS (Headquarters or Regional
Offices) for any traffic surveys carried out on any Trunk or Regional Roads for limited time
due to the resource constraints or any other reasons, to derive the Annual Average Daily
Traffic (AADT).
This exercise will be largely based on the outcomes of data processing and analysis, as
described in Task 105 (i), and the wider coverage of the representation of the specific count
points for the traffic surveys.
Coverage under the TAFs, the following factors are considered in view of different uses:
peak to daily factor; day to week factor; Average Daily Traffic (ADT) to Annual Average Daily
Traffic (AADT) factor; seasonal or monthly adjustment factor; hourly adjustment factor;
regional factors; local factors, etc.
(iv) Development of a Generalized Traffic Forecast Model: As per the ToR, the
Consultants need to prepare a “Generalized Traffic Forecast Model” for application in
Tanzania, and make recommendations for specific adjustments to the national model based
on regional and other local conditions, as per the requirements. The generalized traffic
forecast model has been developed involving multi-criteria parameters including a number of
explanatory variables affecting the traffic growth in varied socio-economic conditions. The
historical data on the socio-economic performance indicators and traffic data available the
national and regional levels have been used to appreciate the passenger and freight traffic.
For undertaking the exercise, the Consultants have utilized data available through different
sources. The exercise also incorporated the parameters suitably at macro level as well as at
regional level.
The traffic forecast modeling exercise has been undertaken separately for passenger and
freight traffic. The indicators affecting the passenger traffic mainly are: growth in population,
per capita income, changes in sectoral contribution to the national economy, etc., whereas
the freight traffic depends on the growth of agriculture, mining, industrial, trade and
commerce activities, transiting traffic, e.g. port traffic for the neighboring land-locked
countries, Based on the developed generalized traffic forecast model, the appropriate traffic
projection growth rates have been determined for passenger and freight traffic (Chapter 8).

2.2.6 Task Group 106: Design of Computerized Traffic Census Database

(i) Development of Computerized Database: The Consultants have designed and
established a computerized traffic census “Database” where traffic data could be stored,
accessed, updated and retrieved. This would be made compatible with TANROADS WAN.
The one-year traffic survey data collected at 45 count points (CPs) have been stored with
several features and use through menu based dialog box, so that access, updating, and
analysis could be easily undertaken. The traffic data from all the survey count points have
geographical reference attached to them so that visualization through maps is possible.
The database is in the form of user-friendly off-the-shelve software, i.e. MS Access, which is
a part of the Microsoft Office application suite. For feeding the data and retrieval through
queries, several customized menu screens have been developed for easy operation of the
database. The menu driven database also provides the options of various tabulations,
graphs and analysis of data to facilitate the process of planning and management, and
reporting.

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Flow Chart 2.1: Process of Traffic Census Database Development 

Study Project 
Requirements 

Examine Previous  Interaction with  Assessment of 

Study Reports  TANROADS  Integration issues 

Develop System 
Requirement 
Specifications 
Develop Test  Develop Reporting 
 Data Sets  Formats 
Develop Prototype 
and Demonstrate 

Populate Database  Impart Training on 
from Field Survey  Data Preparation 

Traffic Information  Impart Training 
Database  on Database use 

(ii) Development of User Manual: A “User Manual”, i.e. a guide has been prepared for
the Database, and the TANROADS staff has been trained, so that the system could be
widely used in years to come. The menu driven Database will be used by the TANROADS
staff. This arrangement will be able to augment the in-house capacity and workability, even
after completion of the Consultancy Services. The User Manual is a comprehensive
document, which could be used by any new users of the database.
The project envisages developing skills in the TANROADS staff for continual development of
the traffic count data and its analysis even after the Consultants leave after completion of the
Project. The Consultants have prepared a User Manual for Traffic Survey and Traffic
Information and Data Base (TIDB) System (Volume III of the Final Report). The User Manual
will be the guide for the TANROADS staff to administer traffic surveys on different types of
roads of the country as well as computer based data analysis.

2.2.7 Task Group 107: Training to the TANROADS Counterpart Staff

The Project, among others, aimed at providing a suitable on-the-job training to at least three
TANROADS Counterpart Staff on: (i) field survey procedures; (ii) data processing; (iii)
database updating; and (iv) other relevant subjects.
(i) On-the-Job Training: The TANROADS Counterpart Staff actively participated in the
project so as to develop skills in them for planning and execution of traffic counting
operations. While they helped the Consultants in terms of providing assistance in obtaining

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the relevant data and information from the Government Departments of various Ministries,
they continuously observed the actions of the Consultants to gain experience in developing
and executing different activities of the Project. To this effect, TANROADS identified three
Counter Staff for attachment with the Consultants right from the beginning, i.e. during the
project inception stage.

(ii) Additional Trainings to TANROADS Counterpart Staff: The Counterpart Staff had
another set of trainings for the actual details of (i) the planning and execution of traffic
counting system, and (ii) use of the MS Access software for processing, analysis and
retrieval of the data. For these two aspects, the User Manual has been prepared in the study
to assist the trainees. The TANROADS Counterpart Staff who were directly related to the
Project and attached to the Consultants, had training on these two aspects for the purpose
of technology transfer as well as capacity building in TANROADS.

(iii) Training on Traffic Census & Application of TAFs: The Consultants, as per the
ToR, organized a two-day Training for TANROADS Staff on the Traffic Census
Methodology; and the Application of the Traffic Adjustment Factors (TAFs) on 20-21 August
2009 in Dar es Salaam. The participants were from the TANROADS Headquarters, Road
Maintenance Management System (RMMS) and the Regional Offices of TANROADS.
Besides a presentation on the salient feature and findings of the Draft Final Report, and the
User Manual brought out during the Services, the Training focused on the methodology for
carrying out the traffic surveys, including the manual counting (enumerator based),
equipment based automatic counting, use of the traffic adjustment factors on the traffic
survey data (ADT) on specific roads to determine the annual average daily traffic (AADT) for
the highway planning purposes, and traffic forecast model.
The Training also covered the use of computer based data analysis and compatibility of the
data collection through traffic surveys, and the highway planning software. Purpose of the
Training was also to make familiar the participants in different functional areas of the traffic
surveys, traffic projection and other related analyses, so that they could undertake such
exercises independently.

2.2.8 Data Base

For the preparation of the Final Report, the data used are based on several project reports,
published documents, and statistical handbooks and reports. The data collection efforts also
included field investigations and series of meetings with the officials concerned and other
stakeholders. For the purpose of the Study, the following reports and documents were
collected, and the analysis relevant to the Study was carried out and suitably used in
different chapters:
ƒ Transport, Communications and Meteorology Sector Statistics and Information (2006 and
2007);
ƒ Management Support to Tanzanian Roads Agency (2004);
ƒ Analytical Report (2006), National Bureau of Statistics, Tanzania;
ƒ Statistical Abstract (2002), National Bureau of Statistics, Tanzania;
ƒ National Accounts of Tanzania Mainland (1992–2004), National Bureau of Statistics,
Tanzania;
ƒ Tanzania Figures, National Bureau of Statistics, Tanzania;
ƒ Tanzania: Demographic and Health Survey, National Bureau of Statistics, Tanzania;
ƒ Data Collection Technologies for Road Management, The World Bank (2005);
ƒ Tanzanian Road Maintenance Management System Development of Road Mentor, Road
Mentor Version 5, Operational Manual;
ƒ Tanzanian Road Maintenance Management System Development of Road Mentor, Road
Mentor Version 5, Data Collection Manual;

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ƒ Tanzanian Road Maintenance Management System Development of Road Mentor, Road

Mentor Version 5, User Manual (revised in October 2006);
ƒ Adjustment Factors for Manual Traffic Counting, Research & Planning Unit, Ministry of
Communications & Works (July 1988);
ƒ National Traffic Counting Plan, Research & Planning Unit, Ministry of Communications &
Works (July 1987);
ƒ A Strategy for Traffic Surveys, Assessment of Existing Data and Traffic Survey Manual,
Research & Planning Unit, Ministry of Communications & Works (July 1992);
ƒ Traffic Data Acquisition, Management Support to Tanzania Roads Agency (TANROADS);
ƒ Tanzania in Figures, 2007;
ƒ Tanzania Economic Survey (Draft), June 2009;
ƒ Road Mentor 5 – Report, TANROADS; and
ƒ Regional Socio-Economic Profiles.

Under the primary data collection efforts, the Consultants undertook the Reconnaissance
Survey of the entire traffic sections on the Trunk and Regional Roads of the country, and
inspected physically the locations of all the 45 selected count points (CPs), and organized
meetings with all the Regional Managers of TANROADS, knowledgeable people and
residents living in the catchment’s areas of the selected traffic sections.
For the purpose of extensive level of data collection and maintaining uniformity while making
any comparative analysis for different purposes, a Check List was prepared, and used
during the Reconnaissance Survey (Annexure 2.1). The inferences drawn and knowledge
gained through the Reconnaissance Survey, several meetings and the observations made
by the Project Traffic Engineers, have been extensively used in developing the conceptual
design and traffic counts methodology for Tanzania.

2.3 Lessons Learnt

The approach and methodology being followed under the Consultancy Services were
dynamic and evolving. It got more crystallized at every stages of the Study, and the guiding
factors were the lessons learnt, particularly in view of the local conditions of Tanzania.
Based on the Consultants’ experience of field visits, literature surveys and meetings with
several officials concerned, the major areas of the Study got benefited; particularly in
developing the conceptual design and methodology for the traffic surveys, illustrated as
follows:
‰ In development of the traffic survey format – motorized and non-motorized traffic;
‰ While selecting the automatic traffic counters and classifiers (ATCCs), an equipment
suitable to the Tanzanian condition/environment; and
‰ Changes in traffic/movement in the country affecting – revision/introduction in the
traffic sections as well as count points.

2.4 Establishment of Counting Points

On each of the traffic sections, one of the most important tasks was to locate a traffic
counting points for undertaking the traffic survey activities. For the purpose, there was a
need to follow a systematic approach which has been adequately illustrated in Chapter 4.

2.5 Commencement of Traffic Surveys

Before commencing the actual traffic surveys on any traffic sections, it is important to carry
out preparatory activities, such as, finalization of traffic survey format, selection and training
of enumerators and supervisors, work plan and survey schedules, and setting logistics, etc.

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There are several activities need to be carried before, during and after the traffic surveys,
which have been described in detail in Chapter 5.

2.6 Base Year Traffic & Traffic Forecast

In fact, the entire traffic survey exercise is largely carried out for traffic analysis for several
highway planning purposes, which, inter alia, requires establishing the base year traffic and
traffic projection for future. Traffic surveys are carried out for limited time duration, i.e. short
duration; which requires adjustment illustrating a representative average daily traffic (ADT)
and annual average daily traffic (AADT). For the purpose, appropriate traffic adjustment
factors (TAFs) need to be applied. The selection and application of the TAFs are discussed
at many places in the present report, and Chapter 6 deals with the adequate details. For
projecting the base year traffic for future level, Chapter 8 illustrates the traffic forecast model
and range of growth factors for different types of vehicles under passenger and freight
categories.

2.7 Overseas Training of the TANROADS Counterparts

Within the Scope of Work, an overseas training for three TANROADS Staff was organized in
the month of November 2008 on various functional areas of traffic surveys including
equipment based, associated data processing, analysis, and forecasting techniques, and
also highway engineering and planning in view of technical capacity building. The training
was organized at the Consultants’ Home Office, i.e. in New Delhi, India. The TANROADS
Staff, namely Mr. Jason M. Rwiza, Director of Planning, Mr. Bencolias Tinkaligaile, Head of
Planning and Mr. Arnold Masaki, Traffic Engineer participated in the Overseas Training
program. The training program consisted of classroom as well as field training and site visits.
The Overseas Training also included field visits, discussions and case studies.
Demonstration of the Traffic Information Database (TIDB) System was also organized during
the above training. Details of the Overseas Training program are given in Annexure 2.2.

2.8 Sum Up
General approach and methodology described in the present chapter give an overall and
brief note on carrying out the traffic surveys, data collection and analysis, determining the
TAFs, establishing the base year and future traffic. Detailed note on each of the activity is
presented in designated chapters in the present report.

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3.0 CONCEPTUAL DESIGN OF TRAFFIC CENSUS

3.1 General
The assessment of traffic volume is one of the most basic requirements of highway planning
and management. Traffic volume is also termed as flow and is expressed as the number and
type of vehicles crossing a section of road per unit of time. Traffic volume count is generally
accepted as a true measure of the relative importance of the roads, and in deciding the
priority for any improvement and expansion plans. This is used in planning of traffic
operation and control of existing facilities, and also for planning and designing the new
facilities. Level of traffic volume is particularly useful in geometric and structural design of
pavement, and in computing roadway capacity.
Long-term need for the traffic data covers a wide range of traffic engineering issues. The
traffic data are not only important for highway planning software1, viz. HDM-4, RED, Road
Mentor, etc., but also there are many other activities where the inputs of classified traffic
count data are extremely useful, such as, lane design, maintenance planning, estimation of
total vehicle operation costs (VOCs), environmental appraisal, etc. The Federal Highway
Administration (FHWA) lists out the applications of traffic data types versus different highway
activities (Table 3.1).
Table 3.1: Traffic Data Versus Highway Activities
Highway Activity Purpose for Traffic Counts Specific Use
Engineering Highway Geometry Pavement Design
Engineering Economy Benefit of Highway Improvement Vehicle Operation Cost
Finance Estimates of Road Revenue Highway Cost Allocation
Speed Limits and Oversize
Legislation Selection of Highway Routes
Vehicle Policy
Selecting the Timing of Selection of Maintenance
Maintenance
Maintenance Activities
Development of Control
Operations Signal Timing
Activities
Location and Design of Highway Forecast of Travel by Vehicle
Planning
Systems Type
Forecast of Emissions by Type
Environmental Analysis Air Quality Analysis
of Vehicle
Design of Traffic Control Systems Safety Conflicts due to Vehicle
Safety
and Accident Rates Mix and Accident Rates
Statistics Average Daily Traffic Travel by Vehicle Types
Marketing Keyed to Particular
Private Sector Location of Service Areas
Vehicle Types
Source: FHWA (2001), also reproduced in Data Collection Technologies for Road Management, East
Asia Pacific Transport Unit, The World Bank (2005).

3.2 Establishing the Baseline Traffic

This chapter aims at illustrating the conceptual design for conducting traffic census and also
establishing baseline traffic on primary road network in Tanzania. For the purpose, the traffic
counts were conducted at 45 selected locations on the Trunk and Regional Roads
continuously for twelve months on weekly basis in the country, for determining the traffic
adjustment factors useful for the catchment’s area of each traffic section. The traffic
adjustment factors (TAFs) are used for converting short duration traffic count of road network

1
These software are used by TANROADS for highway planning and maintenance activities.

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in the catchment’s area to determine the annual average daily traffic (AADT), which could be
considered as baseline traffic for any specific planning purposes. For an effective use of the
TAFs on different Trunk and Regional Roads of Tanzania, the Consultants have prepared a
comprehensive list of roads falling under specific catchment’s areas of respective traffic
sections (Annexure 3.1).
3.2.1 Duration of Counts
It would be ideal to conduct the traffic survey on a continuous basis, i.e. throughout the year
to observe the traffic level on selected locations. But in developing countries like Tanzania, it
is generally not possible to carry out the survey on a continuous basis mainly due to lack of
resources and financial constraints. So, the duration of the traffic count is depending mainly
upon the purpose for which the data are needed, and also on the available financial
resources. Sometimes, it is only desired to measure the flow for a short term, e.g. for an
hour only; at other time may be for a full day; and in some situation, the count may extend
for duration of a full week; and lastly the count may also be a continuous as a regular affair.
The examples of different situations where the above types of counts carried out are given in
Figure 3.1.

Figure 3.1: Types of Traffic Volume Counts & Their Uses

Type of Traffic Counts

Short Term Count for one

Full Day / 24-Hour Count Full Week / 7-Day Count Continuous Count
or two hours

- To determine the traffic in - To determine hourly - To determine hourly and daily - To determine the fluctuation of
peak hour fluctuation of flow fluctuation of flow flow daily, weekly, seasonally and
- Used generally in developing
- Used in measuring the
countries as the only means of - To determine the annual rate of
saturation flow at signalised - Used in Intersection Counts
traffic census on non urban growth of traffic
intersections
highways
- Used generally in developed
- Used in the intersection - Used in Cordon Line and - Used in Cordon Line and countries at selected number of
counts during the morning and Screen Line Counts as part of Screen Line Counts as part of stations for a continuous
evening peaks Transportation Surveys Urban Transportation Surveys monitoring of traffic flow in urban or
non-urban locations

Source: Traffic Engineering and Transport Planning by L. R. Kadiyali, Khanna Publishers, Delhi (1997).

3.3 Road Network & Category of Roads in Tanzania

The importance of good roads in improving the economy of any developing countries like
Tanzania does not require special mention. The geographical settings of Tanzania, spread
over settlement pattern, diversity and dispersion, give roads a special position in integration
of the national economy. In particular, roads serve rural areas (where the majority of the
people live) more effectively than any other modes of transport. Presently, there are five
classified categories for roads in Tanzania, namely: (i) Trunk Roads; (ii) Regional Roads; (iii)
District Roads; (iv) Feeder Roads; and (v) Urban Roads. The Trunk Roads and the Regional
Roads come under the responsibility of TANROADS, whereas the District, Feeder and
Urban Roads are the responsibility of the Prime Minister’s Office, Regional Administration
and Local Government (PMO-RALG). About 93% of the total roads in Tanzania, are

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unpaved. It may be noted that the paved roads are mostly the Trunk Roads and the Urban
Roads. Only about 48% of the Trunk Roads are paved. The classification of the roads in the
country has been made on its hierarchical functions, given as follows:

The primary national and international through routes that link several
Trunk Roads
regions and provide access to important border posts and ports
The secondary routes connecting district centers in a region or
Regional Roads
connecting another important center to a trunk road
The tertiary route linking:
District Roads (i) district headquarters with ward centers; (ii) important centers within
the district; and (iii) important centers to a higher class road
The village access roads linking important centers within a ward to the
Feeder Roads
rest of the network
Within the urban centers: (i) Arterial Roads; (ii) Collector Roads; (iii)
Urban Roads
Local Collector Roads; and (iv) Access Roads.

Map 3.1: Trunk Road Network in Tanzania

GOOD ROADS FOR NATIONAL DEVELOPMENT

Source: TANROADS (December 2007)

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The total road network in Tanzania has been estimated at 86,472 km. The road length, as
per the classification as well as pavement condition (paved/unpaved) is illustrated in the
Table 3.2. The figures show that percentage of paved roads in the country has increased to
7.5%, and the share of the paved Trunk Roads has become 48% (or 78% of the paved
roads are the Trunk Roads). However, more than 80,650 km of the classified roads are still
unpaved in Tanzania, which require more efforts to improve the situation.
Table 3.2: Classification of Roads as per Pavement Category
Road Class Paved Percent Unpaved Percent Total Percent
Trunk Roads 5,063 78% 5,538 7% 10,601 12%
Regional Roads 646 10% 18,600 23% 19,246 22%
District, Urban,
790 12% 55,835 70% 56,625 66%
Feeder, Roads
Total 6,499 100% 79,972 100% 86,472 100%
Paved / Unpaved 7.5% -- 92.5% -- 100.0% --
Source: TANROADS (July, 2009).

The figures relating to the condition of the Trunk and Regional Roads, in terms of “good”,
“fair”, and “poor”, show that in the last few years, there has been considerable achievement
in improvement of the roads under the jurisdiction of TANROADS. Pavement condition
criteria in Tanzania are presented in Annexure 3.2. The share of good roads in 2002 was
estimated as merely 14%, which got increased up to about 48% in 2008 or i.e. the decrease
in the length of poor roads has been noticed as 16% (2007) from 50% (2002). Somehow, the
status of fair roads remains around 36%. This situation shows two things: (i) there might be
considerable improvement in pavement condition on account of capital investment2, which
enhanced the level of good roads from the poor condition; and (ii) good maintenance
strategy being adopted, so the level of fair roads remain fair or slightly increased.

Good Fair Poor Total

Year
km % km % km % km %
2002 4,081 14.4 10,199 36.0 14,052 49.6 28,332 100
2007 13,749 47.5 10,634 36.8 4,541 15.7 28,924 100
Source: Ministry of Infrastructure Development Report (June, 2008).

It may be noted that the medium and long term objective, outlined in the Tanzania National
Transport Policy (2003) is to bituminize all the trunk roads while at the same time ensuring
that all regional as well as key district and urban roads are sufficiently rehabilitated and
maintained to ensure smooth flow of traffic. The Policy brings out main challenges in the
technological development of transportation system: (a) choosing appropriate technology by
setting standards and enforcement mechanism through regulation; e.g., look into possibility
of using motor cycles as taxis to reduce fuel consumption and adverse impacts to
environment; (b) promoting creativity and innovativeness to adopt or develop new
technologies by providing an enabling environment; and (c) in rural areas, deliberate efforts
to promote use of cheap non-motorized traffic technology, sensitize the use of NMTs among
woman in rural areas and also improvement of transport infrastructure in the rural areas to
cater for all transport means including NMT.

3.4 Vehicle Fleet on the Trunk Roads

At present, vehicle composition on the Trunk Roads in Tanzania as estimated by the Ministry
of Infrastructure Development presented in Table 3.3, shows a higher share of pickups, that
supplement the public transport in remote areas, particularly in the areas where bus
operation is not available/viable because of low load factor. The presence of pickups has

2
As per the TANROADS Report (June, 2007), the emergency works, which has been on-going since
December 2006 have enabled repairs of most of the damaged sections, and this has contributed in
the turning around of the condition of roads. More improvement in condition is expected as
emergency works are still in progress in the regions.
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been observed as high as 36% of the total traffic fleet; similar phenomenon could be
apparently observed in most of the developing countries. Cars account for only 4% and
normal trucks, which are used for transportation of intercity goods, for 36%, while trucks with
full trailer are probably used for handling international cargo account for 4% of total fleet on
the Trunk Roads in Tanzania.
Table 3.3: Vehicle Composition on the
Trunk Roads in Tanzania
Vehicle Type (%)
Cars 4
Pickups (including, 4WD) 36
Trucks (<5 tons) 3
Trucks (>5 tons) 33
Truck with Full Trailer 4
Truck with Semi Trailer 2
Small Buses (<25 Passengers) 5
Large Buses 13
Total 100
Source: Ministry of Infrastructure Development (2007).

3.5 Identification Criteria for Traffic Sections

Identification of traffic sections is an integral part in the conceptual design for the traffic
surveys, so that representative traffic level with composition could be captured through
respective count points (CPs). Based on the road network and movement pattern, the
criteria for identification of traffic sections on the network have been adopted so that the type
of vehicles and composition of traffic volume on the entire section is nearly same.
In the present study, available maps of the Trunk and Regional Road Network of the country
have been reviewed, supported with field visits to identifying the specific traffic sections on
the network, and to establish traffic survey count points in the traffic sections, in view of
different features affecting the traffic volume on the network. The features influencing the
road network are: junctions, inhabitation pattern and major economic activity centers, such
as, mining, factories, markets, institutions, etc. Influence of local traffic in case of roads
connecting major population centers is avoided, while selecting the traffic survey count
points on the traffic sections.

3.6 Traffic Surveys: Manual & Equipment Based

Traffic surveys are generally conducted through pre-structured formats, which need to be
filled-in by designated survey enumerators on a specific count point covering traffic flow in
each direction, i.e. known as manual traffic count through survey format. This method is
widely used, particularly in developing countries. The other method, which utilizes automatic
traffic counters and classifiers (ATCCs), refers to the equipment based traffic count. The
equipment based traffic counts are popular in advanced countries due to its inherent
advantages and usages, but now this is also being adopted in developing countries. A brief
note on the above two survey methods is given as follows.
3.6.1 Manual Traffic Count
The manual traffic count deploys enumerators at the designated count points on the road
(i.e. traffic section) to record the number of vehicles passing in both directions. This method
is a traditional way of counting the traffic that uses enumerators to count and classify traffic
flow passing through a fixed point in any traffic sections. The number of enumerators
required in manual traffic counts, depends upon several factors, such as, number of lanes in
the highway on which the count is planned, volume and classification of vehicles, and details
required in the traffic survey format. However, based on the several traffic count experience,
on an average, the number of enumerators required for undertaking the survey in varied

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conditions on account of vehicles per hour is illustrated in Table 3.4. These figures are
indicative for a quick estimate of the number of enumerators required, and also the survey
cost estimates.
Table 3.4: Number of Trained Enumerators Needed for Manual Traffic Counts
No. of vehicles/hr can be
Road Features and Counting Requirements
counted by one enumerator
2-lane two way road, with separate enumerators for
each direction; vehicles to be counted and 500 vehicles/hr in one direction
classified
2-lane two way road, with one enumerator for both
the directions; vehicles to be counted and classified 200 vehicles/hr in both directions
for each direction separately
2-lane two way road, with one enumerator for both
the directions; vehicles to be simply counted with
800 vehicles/hr in both directions
no requirement for classification and posting into
separate direction

It is, however, more desirable to record traffic in each direction of movement separately and
depute enumerators for both the directions. Enumerators should be literate persons with
preferably higher secondary level qualification, and can be trained suitably for the purpose.
The enumerators record each vehicle passing through the count points using the five-dash
system (tally bars) on a pre-designed traffic count format. Whereby, vertical strokes are
entered for the first four vehicles, followed by an oblique stroke for the fifth vehicle, so as to
depict a total of five to avoid any duplications and confusions. This method eases the
counting while compiling the data. At the end of survey, the total hourly volumes are
transferred to a summary sheet.
3.6.2 Equipment Based Traffic Count
Automatic traffic counter and classifier (ATCC), an electronic equipment, which detects and
records the passing vehicles on the road, where installed for the purpose. The ATCCs are
fixed with a sensor that transmits some form of electric impulse, which activates the
accumulating register or recording chart. The type of ATCCs with its functional features is
presented in Section 3.8. As stated earlier, the equipment based traffic counting is popular in
developed countries, particularly for continuous data collection and higher level of accuracy.
However, with growing awareness and need for traffic data in highway planning and
decision-making, the equipment based traffic counting is now being adopted by many
developing counties as well, including Tanzania.
3.6.3 Manual Vs Equipment Based Counting – A Comparative Analysis
A comparison between the manual and equipment based counting has been illustrated
separately: (i) favoring manual traffic count; and (ii) favoring equipment based traffic count,
which is presented as follows:
(i) Manual Traffic Count:
ƒ Details, such as, vehicle classification can be easily obtained. With the equipment, this
information may not be captured accurately;
ƒ Manual method enables any unusual conditions obtaining at the time of count to be recorded.
This will help in understanding and analyzing the traffic characteristics. Unusual conditions
may be adverse weather conditions, traffic jam, temporary closure of the road for
maintenance operations, etc., whereas ATCCs do not have the flexibility;
ƒ In developing countries, sophisticated automatic devices are not indigenously produced so
may be a costly proposition, and also repair and maintenance may be a problem. On the
other hand manpower for counting is available economically in developing countries;

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ƒ Even if automatic devices are used, it is often necessary to check the accuracy of the devices
periodically, whereas manual method does not require such corrections;
ƒ Pilferage and vandalism often prevent the use of costly equipment in remote rural areas, and
in such cases manual counting method has an edge; and
ƒ Manual counting method is suitable and economical for short term and non-continuous counts
and also for low volume traffic sections.
(ii) Equipment Based Traffic Count:
ƒ Where a continuous and regular record of traffic flow is needed, the only alternative is to
install automatic counters;
ƒ There has been wide spread usage of the equipment in the developed countries, where traffic
engineering and transportation planning have attained a high degree of perfection. However,
use of the equipment is getting popular in developing countries as well; and
ƒ Automatic devices usually yield data, which are amenable to easy analysis by computers.

3.6.4 Equipment Based Traffic Count in Tanzania – A Review

Introduction of equipment-based traffic counting in Tanzania is not a completely new
phenomenon; rather it was tried in 1987-89 by the MoCW under the DANIDA technical
assistance (TA). For the purpose, a traffic count equipment3 (Golden River Marksman) was
brought under the TA, and installed for trial on one km west of the Ruvu River Bridge,
connecting Mlandizi and Chalinze in the Coast Region of Tanzania. The equipment was
installed on permanent basis for the traffic counting. For the purpose of trial run and training
domestic traffic experts, a technician was mobilized to Tanzania by the equipment suppliers,
and the test runs were carried out. During a series of test runs, it was observed that the
equipment was randomly and intermittently performing double counting of vehicles passing
through it, particularly in case of freight carrying medium and heavy trucks.
However, while counting other vehicles, such as, cars, pick-ups, buses, etc. it used to
provide more or less correct figures. The reasons for the double counting of trucks could not
be established, and in the meanwhile, the technician was demobilized. However, following
the instructions of the technician, the domestic traffic experts were to collect traffic data from
the installed counting equipment through the Golden River Retriever on a monthly basis. It
has been reported by the then traffic experts involved in the above test runs and the data
collection process, that the collected data through the Retriever at the end of the first month
and subsequently, just could not be popped or displayed on the computer monitor, while
making attempts to analyze those data, as instructed by the technician.
It has been a mystery even today that what went wrong, and why the data were not even
seen on the computer monitor, so that some lessons could be learnt. However, the reasons
could be attributed to capability of the then computer available with the Planning
Department, i.e. only 286 KB, or compatibility of the software installed in the computer as
well as in the equipment, or lack of proper training of the experts held responsible for
carrying the task. It has been also reported that due to poor communication system existing
in the country, the traffic experts were not able to monitor the performance or condition of the
installed equipment, and also were not able to establish contact with the equipment suppliers
for getting proper guidance for making effective use of the equipment.
With the result, the installed equipment was just left out, and removed by the contractors
responsible for rehabilitation of the TANZAM Highway between Dar es Salaam and
Chalinze. As per the last information about the status of the equipment, the same was lying
in the stockyard of the contractors. With this experience, one has to be particularly careful on

3
Vehicle Counter/Classifier, GR 03041, 6 loops, 2 tubes, 44 k memory equipped with a solar energy
charger, GR 03064.
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the selection and recommendation for such equipment for traffic counting, and also back up
support to avoid for such eventualities.
3.6.5 Traffic Data Acquisition Study (2004)
The Traffic Data Acquisition Study (2004), in Tanzania underlines, “the use of the traffic
counting machines could save TANROADS a considerable amount of money. However,
since the machines are not yet widely used in tropical environments the consultant cannot
predict their durability”. There is need to establish certain facts about the selection and
recommendation of the deployment of traffic count equipment in Tanzania, particularly in a
frame of social cost-benefit analysis, and support operation and maintenance mechanism.
Of course, there would be a trade-off between scale of traffic count activities and the cost
implications either through manual counting or equipment based counting.
This exercise needs to be supported by a fairly detailed viability exercise, in view of the
traffic count requirements and the Tanzanian conditions. The exercise must incorporate the
total cost implications of procuring and running the survey equipment, i.e. capital cost; and
operation and maintenance (O & M) costs. It is also advisable to carry out the life cycle cost
analysis of installing equipment for the traffic count, which requires to be duly compared with
the enumerator based traffic counting.
The underlying concept of the analysis would be the utilization of maximum domestic
available resources for the purpose. While recommending the employment of equipment,
one must keep in mind the availability of repair and maintenance support, when required,
optimum utilization of the equipment, cost implications, funds available, trained manpower,
and clearly defined ownership of the equipment to protect from theft and vandalism. In fact,
the question, why the equipment for traffic count is required for Tanzania, needs to be
justified? This exercise requires the technology scanning, so that the most suitable
equipment could be procured. A detailed exercise showing the cost comparison of
enumerator and equipment based traffic count using the method of life cycle cost analysis
incorporating the capital cost and operation and maintenance cost has been presented in
Chapter 7 of the report.

3.7 Design of Traffic Survey Format (Manual Counting)

For the manual traffic count, a pre-structured “survey format”, is generally used. Since the
survey format is the only instrument used in traffic surveys while counting manually, the
survey format must include the required queries while undertaking the survey. In other
words, the traffic survey format must be designed in such a manner, so that it should collect
data on different classes of vehicles normally prevailing on the traffic sections or the road
network of a country (representing classes of motorized and non-motorized traffic), reflecting
hourly variations, direction of flow, stating day in a week of the survey, recording weather
condition, exact reference of the count points with administrative regions, any special feature
observed on the survey day, e.g. unusual surge in traffic, etc.
It would be worthful to mention that traffic using any roads is composed of a variety of
vehicles ranging from (i) non-motorized vehicles, viz. simple pedal bi-cycles, animal drawn
vehicles, push carts, etc. to (ii) motorized vehicles, viz. car, bus, trucks, heavy commercial
vehicles, etc. Each vehicle is having an influence on the usage and performance of the road
in its own way. Any simple traffic volume counts, without properly classifying the vehicles
into distinct types, would be of limited use.
Therefore, utmost care should be taken while designing the traffic survey format. The design
of the traffic survey format must incorporate the classification of vehicles usually being used
by the highway agencies, e.g. TANROADS in Tanzania, for several purposes, viz. planning,
construction and maintenance purposes, and different highway design and management
software, such as, HDM-4, RED, Road Maintenance Management System (RMMS) and

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Road Mentor. A detailed note on the preparation of the Traffic Survey Format for the present
study is given in Section 5.2 (Chapter 5).

3.8 Selection of Automatic Traffic Counters & Classifiers (ATCCs)

Automatic Traffic Counters and Classifiers are normally fitted with a sensor that is fixed
either on, in or beside the road depending on the type of equipment. There are many
different types of sensors and the choice between them will depend on site conditions. The
most popular types of equipment include:
I. Pneumatic tube system that is fixed across the surface of carriageway and is momentarily
‘squashed’ as each wheel passes over them, causing a pulse of air to be sent to an air switch
and hence to the recording device;
II. Buried loop system in which an insulated wire loop is buried beneath the surface of the road.
The wires are connected to a counter located in a secure metal or concrete cabinet at the side
of the road, to protect it from the weather and vandalism. When a vehicle passes the loop, the
metal of vehicle causes the inductance of the loop to change and the counter senses this. To
measure two way flow, one loop can be buried across the center of the road or loops can be
placed in each lane and connected together;
III. Piezo system, a piezoelectric sensor may be constructed in a number of ways, e.g. contained
in an aluminium extrusion embedded in a rubberized T-section. When a force or stress is
applied to the sensor surface, an electric charge is generated proportional to the applied force.
This charge can be used to determine vehicle number and axle or wheel loads, through the use
of an appropriate electronic interface. Piezo system can detect light axle vehicles also;
IV. Infrared system can detect the heat radiated from a vehicle or can react to the reflection from
the vehicle of infrared radiation emitted by the sensors;
V. Radar system enables detection of vehicles moving at a speed. When a moving object
approaches or recedes from the source of a signal, the frequency of signal received back from
the moving objects will be different from the frequency of the signal emitted by the source. This
difference in the two frequencies causes detection of a moving object; and
VI. Magnetic process employs the disturbance caused in a magnetic field by a passing vehicle as
the basis of sensing. The magnetic field itself is provided by a wire coil buried beneath the road
surface.
Of these, the buried loop is particularly suited to permanent installation because, although
expensive and disruptive to install in the first place, it has a long life with minimum
maintenance; it is, therefore, popular where a continuous count is required. But buried loop
systems are less able to classify vehicle types.
The pneumatic tube is easier and less disruptive to install than loops but, being surface
mounted, is more prone to general wear and tear and more specific damage by heavy
vehicles or vandals. Pneumatic tubes are, therefore, usually restricted to counts of limited
duration. In varied and hot climate of Tanzania, the rubber may not sustain for a long period,
and can also perish quickly. This type of system is unsuitable for gravel roads or for very
rough surfaces.
The piezo sensors are becoming more common. By use of more than one sensor and
recording the passage of each axle, a piezo system can identify different type of vehicles by
axle configuration.
The initial cost of radar system is very high, but its accuracy and reliability, apart from its
non-susceptibility to damage by traffic, have much to appeal. Similarly infrared systems have
the same advantages as radar, but are equally expensive.
The accuracy of vehicle count data derived from automatic counters and classifiers depends
crucially on favorable site conditions and correct installation of equipment; tubes, loops and
cables require a firm and even road surface, and all sensors perform best if the vehicle flow
is relatively smooth, without erratic vehicle trajectories and sudden change in speed and

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without any overtaking within the sensor’s field. Care should be taken to ensure that the
sensors are correctly installed and the equipment is adequately secured against vandalism
and theft. The equipment should be tested and its sensitivity adjusted to detect all types of
required vehicles. Accurate tuning of inductive loops is also a particularly skilled task.
Periodic site visits may be necessary to check that sensors are in good condition or
pneumatic tubes have been cut or suffered from moisture ingression. Periodic maintenance
and upkeep of the electronic devices is a necessity for accurate and reliable results.

3.9 Selection Criteria for Traffic Survey Count Points

In order to identify and finalize the location of the traffic survey count points, it is essential to
travel along the entire traffic sections identified on which the traffic survey would be carried
out. Issues for consideration, included presence of public shelter, secure place, public
accommodation, and minimum effects of local motorized and non-motorized traffic. The
selection criteria for finalization of specific location in view of traffic survey count points are
elaborated in Chapter 4.

3.10 Survey Coverage

Because of resource constraints, it is usually not possible or advisable to conduct the traffic
survey throughout the year in the developing countries. Thereby fixing the traffic survey
duration in a day, days in a week, months in a year, geographical coverage, and frequency
of traffic count exercise in a year or every year or so, becomes an important task. The
survey coverage is largely dependent on the overall objectives and need for the traffic count
exercise with level of accuracy, and also the availability of financial resources and time.
It may be noted that under the present study, the traffic adjustment factors have been
developed for determining the traffic level, e.g. AADT on several Trunk and Regional Roads
in Tanzania. So any traffic counts proposed to be carried out for short duration in future due
to any resource constraints, would be modified using the appropriate TAFs to derive the ADT
and AADTs. Based on the availability of financial and other resources, duration of the survey
can be adopted for minimum 12 hours in day, but preferably 24 hours (one day) to 72 hours
(three days), as short duration. The traffic data obtained for the short duration count can be
expanded to the ADT and the AADT by applying suitable TAFs.

3.11 Traffic Adjustment Factors (TAFs)

3.11.1 General
Variations in the traffic flow on any traffic sections are observed from time to time during day,
week and month of a year on any road network. Hourly traffic volume may vary considerably
during a day. The peak hourly traffic may be much higher than average hourly volume. Daily
traffic volume may also vary in a week and there are variations in the season as well. Hence,
for obtaining a true picture, the hourly distribution of traffic in day should be known along with
the traffic patterns of the days in a week and seasonal variations through months in a year.
The level of traffic could be expected much higher than an average during the month that
experiences increase in any activities in the primary sector (agriculture, mining, etc.),
secondary sector (industrial, manufacturing, construction, etc.) or tertiary sector (trade,
commerce, service, etc.) of an economy; whereas the traffic could be significantly low during
the lean period of the year, may be during monsoon.
To avoid this type of seasonal bias, all the highway planning is based on the annual average
daily traffic (AADT), which is calculated by dividing the total traffic over the year by 365, i.e.
number of days in a year. Due to resource constraints, normally it is not practical to have
traffic count for all the 24 hours of the day, and all days round the year.

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Hence, it is necessary to carry out the traffic count exercise based on sample methods, i.e.
any traffic count carried out for short duration, e.g. 12 hours on a specific day of the week
could be converted into the AADT. This sample based traffic survey exercise would cut down
the man-hours involved in continuous traffic counting.
Keeping the above in view, TANROADS has embarked on the present study to establish the
traffic adjustment factors in Tanzania mainland, so that any traffic counts carried out by
TANROADS on the Trunk and Regional Roads with the help of various TAFs derived in the
Study, can be converted into the ADT and the AADT level with a fair level of accuracy, which
could be used for any highway planning purposes. For any highway planning, the highway
agency needs, the following statistics relating to the traffic:
ƒ Average Daily Traffic (ADT);
ƒ Annual Average Daily Traffic (AADT); and
ƒ Time and flow during Peak Hour.
For deriving the above levels of traffic, the following TAFs would be required on the data
obtained through short duration traffic counts:
ƒ Hourly Traffic Adjustment Factors in a day;
ƒ Daily Traffic Adjustment Factors in a week; and
ƒ Monthly or Seasonal Traffic Adjustment Factors in a year;
Besides the above TAFs, traffic growth factors for future traffic estimates would be required
for traffic level of future.

3.11.2 Hourly Traffic Adjustment Factors in a Day

The hourly TAFs are applied to estimate an average daily traffic (ADT), if traffic counting is
undertaken for less than 24 hours. The ADT could be converted into the AADT by applying
appropriate TAFs.
3.11.3 Daily Traffic Adjustment Factors in a Week
The daily traffic adjustment factors, derived from seven-day counting, are applied to estimate
ADT, if counting is undertaken for less than 7 days in the week, as a short duration traffic
survey. In this case the adjustment factor is applied along with monthly factor to get an
AADT. Daily traffic adjustment factors can be computed either on daily basis (seven
adjustment factors, based on seven days of a week) or combined week days (Monday–
Friday) and weekend (Saturday and Sunday) factors.
3.11.4 Monthly Traffic Adjustment Factors, i.e. Seasonal Variation
The monthly traffic adjustment factors (MTAFs) are used to eliminate seasonal bias for the
month in which the traffic survey is carried out, i.e. a case of short duration traffic counts.
The MTAFs are applied because of several reasons affecting the level of traffic in different
months of the year (Section 3.11.1), e.g. in the harvesting season, traffic is generally more
and during monsoon season or foggy condition, the level of traffic is generally low.
Therefore, the MTAFs take into account of all these fluctuations. For establishing MTAFs,
traffic data should be available for every month of the year, so that the correction factors,
showing every month’s level of variation could be obtained.
Once the above traffic adjustment factors showing daily, weekly and monthly are
established, traffic data obtained through any short duration traffic counts can be converted
into the AADT by applying the appropriate TAFs relating to hourly variations in day traffic,
specific day variation in weekly traffic, and monthly variation in annual traffic.

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3.11.5 Short Duration Traffic Counts

It is very difficult to define the length of a short duration for traffic counting, shorter the
duration would affect the accuracy of the traffic estimates (AADT) for obvious reasons, at the
same time the fixation of the duration of traffic count mainly depends on the objective of the
exercise, local conditions and availability of resources, financial or departmental. However,
based on the experience, in view of short duration traffic survey, it is suggested that the
survey should be carried out preferably for 12 hours to 72 hours (3 days) and even for a
week. While undertaking the short duration traffic surveys, it is highly desirable to observe
severe quality control mechanism by close supervision of the survey techniques being
adopted and the instruments used, and using the most appropriate TAFs taking care of all
the variations within the day, week and month.
3.11.6 Determination of AADT Using Short Duration Traffic Counts
The use and need of short duration traffic surveys have been discussed to a considerable
detail in the above paragraphs, and also the application of different traffic adjustment factors
on the short duration traffic counts for determining the AADT for any specific traffic sections.
However, for a better understanding of deriving the ADT, AADT, and baseline traffic, and
also usage of different TAFs on the short duration traffic, the following algebraic equations
are given in a simple form. For further clarification, the following formulae can be used for
converting an ADT into the AADT, where the traffic count is carried out less than 24-hour.

[ADT=VxHx D]; [AADT=ADTxM]; & [BLT=AADTxG (in case of future traffic)]

[Where, ADT:Average Daily Traffic; AADT: Annual Average Daily Traffic; BLT=Base Line Traffic; V: Traffic
Volume at the Specific Location; H: Hourly Factor for converting data to ADT (if needed); M: Monthly (Seasonal)
Adjustment Factor in a year; D: Daily Adjustment Factor in a week; G: the applicable growth factor (if needed)]

Figure 3.2 : Application of TAFs on Short Duration Traffic

Count for Estimating AADT

Traffic Count Application of TAFs

Short Duration Traffic Count (< Hourly Traffic Adjustment

X
24-hour) Factor in the Day

Daily Traffic Adjustment Factor

24-hour Traffic Count X
in the Week

Monthly Traffic Adjustment

Average Daily Traffic (ADT) X
Factor in the Year

Annual Average Daily Traffic Traffic Growth Factor

X
(AADT) (If Required)

Base Year Traffic

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For converting any ADTs to the AADTs, two adjustment factors: (i) representing the daily
variations (i.e. the day of week on which the survey was carried out); and (ii) the monthly
variations (i.e. the month of the year in which the survey was undertaken) are required.
Methodology of converting short duration traffic counts to the AADT / baseline traffic count
has been also illustrated in Figure 3.2.
It may be mentioned that if the traffic count has been conducted for 24 hours, there is no
need for applying any hourly traffic adjustment factors for deriving an ADT, as any 24-hour
traffic count has already incorporated the hourly variations in the traffic count. Similarly, if
traffic count has been taken for seven consecutive days, the data, thus, obtained for seven
days traffic volume need to be averaged, which is nothing, but the ADT for the traffic section,
so in such case there is no need to apply traffic adjustment factor for daily variations in the
week.
It is often seen that while taking any decisions on the investments in infrastructure projects
get delayed due to several reasons, where difficult to use the even immediate past years’
traffic data, and at the same time, organizing a fresh traffic survey would be a costly
proposition or may not be possible for several reasons. In such cases, the then AADT
derived (i.e. old available data) needs to be projected for arriving at new baseline traffic as
well as any short or long term traffic projections by using the appropriate traffic projection
growth factors. These growth factors are derived using the traffic forecast model established
for specific purposes and regions. A brief note on deriving the traffic growth factors is
presented in Section 3.11.7.
3.11.7 Growth Factors
It is very difficult to estimate traffic in future for any traffic sections of road network, as there
are many socio-economic and political factors, which are likely to take place in future, would
also affect the traffic levels. Moreover, there might be several changes in those factors due
to a number of known or unknown factors, and not necessarily predictable. However, for any
traffic projection exercise, the growth factors are generally dependent on the observed past
trend of traffic on the same or nearby traffic sections, planned changes in the major socio-
economic parameters, viz. population, overall growth in the GDP, and growth in the major
sectors of the economy, viz. agriculture and mining, manufacturing and construction, trade,
transport and communications.
The growth factors are usually derived for any particular traffic sections or geographical
regions by establishing causal relations with the transport and traffic related parameters and
the above-mentioned socio-economic performance indicators. During the present
Consultancy Services, a generalized traffic forecast modeling exercise has been carried out,
which is relevant to use for the Trunk and Regional Roads of Tanzania mainland for
undertaking traffic projection exercises (Chapter 8). So, after having arrived at the respective
growth rates, the appropriate traffic projection factors need to be applied on the AADT (base
year) to derive the level of traffic for future years.
3.11.8 Limitations & Constraints
The above sections describe the derivation and application of the TAFs for determining
ADTs and AADTs for the data collected through short duration traffic counts. Short duration
traffic counts are undertaken, mainly due to resource constraints, and with the help of
suitable TAFs, the ADTs and AADTs are established for highway planning and investments,
where reliability and accuracy of the traffic estimates are highly desirable. Since the short
duration traffic counts are highly dependent on the applications of TAFs, it is important to list
out the limitations and constraints of the technique, so that any users should be cautious,
and may further apply required remedial measures. The likely limitations and constraints in
the derivation and application of the TAFs in determining the ADTs or AADTs for any specific
traffic sections are illustrated as follows:

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ƒ Short duration traffic count should be carried out on a normal day, otherwise
significant distortion in the traffic can be expected, as any changes in traffic flow even
for a couple of hours or so, e.g. on account of bad weather, would affect the
ADT/AADT estimates considerably;
ƒ The present traffic trend may not continue in future, due to several changes in
external socio-economic parameters as well as neighboring land locked countries, in
case of Tanzania;
ƒ Introduction of any alternate route or mode of transport in any specific areas, would
affect level of traffic;
ƒ Special projects or heavy investments along the specific traffic sections or on the
network;
ƒ Due to severe changes in road pavement conditions either “good to bad” or “bad to
good” effecting considerable changes in traffic level over a period of time;
ƒ Where the traffic level is too low, the incremental effect of using TAFs might be
insignificant;
ƒ If short duration traffic count carried out either in lean or peak season, the use of the
TAFs may not yield the true picture;
ƒ Any effect taking place due to the vehicle fleet modernization on level of traffic;
ƒ Growing fuel prices in the world market may have considerable effects of modal
choice;
ƒ In case the duration of traffic count is too low, e.g. much below 12 hours in a day, the
accuracy and reliability of data would lower in proportion;
ƒ Unusual weather related distortions in traffic, such as, duration and extent of rainy
season, mark changes in start and end of specific season in a year, etc.
ƒ Validity of TAFs should not be considered for very long time, as in long term, the
parameters affecting traffic would also change with varied degrees; and
ƒ At some places, there may be considerable difference in the traffic pattern on the
traffic section selected the TAFs and other regional roads located in its catchment’s
area.
The limitations and constraints listed above are not comprehensive enough to capture many
unforeseen events. However, these limitations may not be termed as severe ones. It is
advised that to mitigate such problems, the use of the TAFs should be used carefully with
the above notes and considerations.

3.12 Traffic Survey Data Processing, Analysis & Reporting

The data collected during the traffic survey are expected to be very large and need to be
compiled and tabulated for various analysis purposes, which requires development of
computer database. For the purpose of traffic analysis, generally a number of tables, charts,
and diagrams (as given in Sections 3.12.1 and 3.12.2) are prepared. However, once the
entire traffic survey data are input to the traffic database, specially developed for the project,
many other analysis, tables, charts and diagram can be generated to meet the future
requirements for any decision making purposes. For an illustration, analysis relating to the
traffic volume and the traffic adjustment factors, the following tabulations are usually required
through data processing activities on computer.
The data collected through the survey formats, are input to the designated database
software, and thereafter, the validation checks mainly on account of any abnormality of
information due to considerable fluctuations in traffic for any reasons, etc. is administered.
The data analysis and tabulation may be classified mainly into two parts for the present
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study: (i) traffic volume analysis; and (ii) determination of traffic adjustment factors,
described as follows:
3.12.1 Traffic Volume Analysis
Under the traffic volume analysis, the following tables and diagrams (Pie Chart, Line
Diagram, etc., as per the requirements) need to be prepared, for every traffic sections:
ƒ Hourly Variation of Traffic;
ƒ Daily Variation of Traffic;
ƒ Monthly Variation of Traffic;
ƒ Traffic Structure, i.e. Composition of Traffic by vehicles (Motorized/Non-Motorized;
ƒ Average Daily Traffic (ADT); and
ƒ Annual Average Daily Traffic (AADT).

3.12.2 Determination of Traffic Adjustment Factors

For converting short duration traffic count data to the ADT and AADT, different TAFs need to
be determined by the following analysis utilizing the traffic survey data input into the
database software. In fact, this exercise is an extension of the traffic volume analysis, as
illustrated in Section 3.12.1.
ƒ TAFs for Hourly Variation;
ƒ TAFs for Daily Variation; and
ƒ TAFs for Monthly Variation.
By making use of the Traffic Information Database (TIDB) System, the analytical
requirements of the traffic have been standardized, and the reporting formats have also
been developed, so that various reports and documents are automatically generated by the
press of a button / mouse click. The TIDB System would be extensively used for several
other analyses as well as it would be possible to undertake frequent retrieval of the data for
micro or macro analysis purposes.

3.13 Application of Conceptual Design of Traffic Census in

Tanzania
Following the Conceptual Design of Traffic Census as brought out in the present study,
which cover in detail: approach and methodology of traffic survey data collection; selecting
the proper survey instruments (manual or equipment); and proper data processing,
determination of several traffic adjustment factors, report and documenting system for the
data retrieval system for more micro and macro level analyses, will be readily available with
the any highway agencies, in present case TANROADS in Tanzania. So that any short
duration traffic surveys on any traffic sections on the Trunk and Regional Road network of
the country can be easily converted into the ADT and the AADT, which, in turn, establish the
traffic census in Tanzania consuming much lesser resources. The present study would
facilitate TANROADS to have a mechanism on their Wide Area Network (WAN) system, that
users can access, retrieve and update the data, whenever required.

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4.0 ESTABLISHMENT OF TRAFFIC COUNT POINTS

This chapter describes the approach and methods followed for establishing the traffic count
points at 45 locations to carry out traffic census activities in Tanzania within the
requirements of the ToR of the present study. For the purpose of illustration, the list of traffic
count points finalized for the Study in comparison with the similar exercise carried out in
1985 has also been presented. The chapter also presents the outcome of the selection
process of the total number of traffic sections as well as the count points for the entire
primary road network of Tanzania.
These count points will be used for undertaking the traffic census exercises in future for all
the selected traffic sections or any selected traffic section(s) on the Trunk and Regional
Roads in the country, with the help of the traffic adjustment factors (TAFs) derived in
Chapter 10 of the present report.
4.1 General Approach & Methodology
In order to undertake the traffic census exercise in any countries including Tanzania, the
logical steps need to be followed to arrive at meaningful and representative traffic data.
Hence, for establishing the count points, the Consultants have analyzed the road network of
the country, and other parameters for identifying the traffic sections and appropriate location
for traffic count points on the respective traffic sections. A brief note on methodology for
carrying out the above tasks under the Consultancy Services is presented in the following
sections.
4.2 Selection of Traffic Sections on Road Network in Tanzania
4.2.1 The Concept & Requirements (Desk work)
The basic concept of selection of traffic sections on a road network or corridor is to establish
a level of representative traffic with vehicle composition on its different segments to observe
true and varied levels of traffic. The level of traffic usually varies among different sections on
any road network or corridors. Reason for this phenomenon could be attributed to a number
of influencing factors, mainly, traffic generators nearby any specific road sections,
ingress/egress1 of traffic to/from adjoining road sections, varied level of socio-economic
activities at different places on the road sections, etc. In a nutshell, it could be apparently
observed that on any major roads, National/Regional in Tanzania, for example, the level of
traffic varies from one road section to another due to aforesaid reasons.
So, any traffic count exercise at one/two or even more places carried out on traffic sections
chosen arbitrarily for the purpose, would not yield any meaningful results. The logical
identification of traffic sections is, therefore, the foremost task for undertaking traffic counts.
Based on specific road network and traffic movement pattern, the following criteria are
normally used for identification of traffic sections on a road network, so that the
composition/type of vehicles in traffic volume on the entire section should be nearly same.
For satisfying the criteria mentioned above, the road length between two major intersections
or two major towns/nodes can be considered as a homogeneous section, which can be
termed as “traffic section”. This approach is widely used for many highway engineering and
planning purposes, particularly, where access and egress along a segment is limited to a
few low volume roads. A thumb rule is that variation in traffic on entire section should be in
the range of +/-10%.

1
Entry/way out.

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Following the number of traffic sections and count points, as per the ToR, other criteria and
considerations for identification of the traffic sections considered for conducting traffic
census in Tanzania under the present Consultancy Services have been given, as follows:
• A traffic section should have sufficient length representing a sizeable network of trunk
road length and /or regional roads network;
• The traffic section should have an importance for economic activities in the area of
influence, which may include agricultural activities, such as, cash crop production, mining
activities, animal husbandry, fishing, timber products; large and small industries and
business, and trade activities;
• The traffic section should be in a fair condition, i.e. passable in most part of the year, so
that traffic cannot be diverted to other road or mode of transport, and hence, setting with
the traffic trend; and
• The traffic section should have a fair level of traffic so that slight changes in traffic
volume recorded may have minimum influence in the determined traffic adjustment
factors.
4.2.2 Traffic Sections on the Primary Road Network of Tanzania
For identifying the specific traffic sections on the network, and also to establish traffic survey
count points in the traffic sections, available maps of the Trunk and Regional Road Network
of Tanzania were reviewed. The exercise was also supported with the facts and figures
obtained during the field visits of the Project Traffic Engineers on different features affecting
traffic volume on the network. The features influencing the road network are: junctions,
inhabitation pattern and major economic activity centers, such as, mining, factories, markets,
etc. Influence of local traffic in case of roads connecting major population centers is avoided,
while selecting the traffic survey count points on any traffic sections. Following the method
and steps mentioned above, the Consultants identified the traffic sections on the National
and Regional Road network in Tanzania, as illustrated in Maps 4.1/1 to 4.1/10.
4.3 Establishment of Traffic Count Locations Countrywide
4.3.1 General
As per the ToR, the Study, inter alia, had to establish traffic count locations countrywide, and
was supposed to select and justify the locations of traffic count ponts. The conceptual and
methodological part of the establishment of traffic count locations has been elaborated under
the traffic count methodology for Tanzania along with relevant historical facts on the traffic
counting in the country.
4.3.2 Details of Traffic Sections in 1985
The Ministry of Communications and Works (MoCW) organized manual or enumerator
based classified traffic counts on 266 traffic sections and count points on the Trunk and
Regional Roads in the country during 1972-85. The counts undertaken were, however, not
regular. In 1985, the MoCW conducted a one-year traffic counting activities on 40 count
points (CPs) on their respective traffic sections. These traffic sections and CPs were
distributed throughout the primary road network in Tanzania. Of these CPs, 39 traffic
sections and CPs were on the Trunk Roads network, and only one traffic section/CP on a
Regional Road. The data obtained were used later in 1987 to calculate the Traffic
Adjustment Factors (TAFs).
The MoCW prepared the National Traffic Counting Plan (NTCP) in 1987 (Annexure 4.1),
which was to be implemented between 1988 and 1995 on 322 traffic sections and CPs, of
which 204 CPs were on the Trunk Roads and 118 CPs on the Regional Roads. In the
NTCP, the 40 CPs in their respective traffic sections were also included. Somehow, the

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

NTCP was well implemented in the early years, i.e. up to 1991, but the counting was
stopped by 1994 due to various reasons including lack of resources.
The Plan was to be implemented in 9 years from 1988 to 1996 on 322 traffic sections and
CPs. The Planning and Research Unit (PRU), MoCW, was to implement the NTCP using
own resources. A total of 711 traffic counts were planned over the Plan period on an
average of 79 CPs per year. The implementation of NTCP was modest, i.e. over 60% in
1988 and 1989, but climaxed in 1990 at which implementation was over 130% as shown in
Table 4.1. The implementation, however, dropped below 50% in 1992, and in the
subsequent years after 1992, the counts were stopped mainly due to financial constraints.
Table 4.1: Implementation of NTCP (1988-96)
Particular 1988 1989 1990 1991 1992-96 Total Average
Planned CPs 81 81 74 81 394 711 79*
Counted CPs 54 52 98 27 -- 231 58*
Implementation (%) 67 64 132 33 -- 33 74**
* Average for the first four years of NTCP implementation; ** Average percentage of 1988-1991.
Source: Strategy for Traffic Surveys, Assessment of Existing Data, Traffic Survey Manual for MoW, 1992, and
the Consultants’ Evaluations.

4.3.3 Traffic Sections (1985) & the Present Study

Since 1985, i.e. the reference point considered for the traffic sections in Tanzania, the road
network in the country has increased substantially during the implementation of the
Integrated Roads Project (IRP, 1990-2000), particularly the Regional Roads. As per the
latest estimates (July 2009), the total length of classified roads in Tanzania has increased to
86,500 km (rounded off), of which, the Trunk Road measures 10,600 km, Regional Road
19,250 km, and other roads (District, Urban, Feeder, etc.) 56,600 km. It may be noted that
only 7.5% of the total roads in Tanzania is paved.
As there has been considerable growth in the length of primary road network in Tanzania,
which has also affected the level of road transport output, demand and use of motorized
vehicles and movement pattern of freight and passenger traffic. All these together,
compelled for reviewing the traffic sections considered earlier for counts, their importance in
present or changing scenarios, need for additional traffic sections in view of new roads, link
roads and junctions, etc. In view of the above, the Consultants made a thorough review of
the then traffic sections (1985), and the changes took place by 2007-08 on the primary road
network in the country coupled with the movement pattern, and other socio-economic
development in different regions affected changes in transport and traffic behavior.
Hence, a new set of traffic sections have been developed incorporating the following: (i)
using the 1985 traffic sections as base, and (ii) by superimposing the changes thereafter,
resulting into additional traffic sections in consultations with the Regional Managers of
TANROADS. This particular exercise was considered as important one, as there have been
a number of changes in the primary road network in the country recently, even during the
present Consultancy Services, and moreover these selected traffic sections will be used in
future as well.
4.3.4 Selection of Traffic Sections & Location of Traffic Count Points
The selection of traffic sections on the Trunk (10,601 km) and Regional (19,246 km) Roads
in Tanzania for organizing traffic counts on a regular basis was a mammoth job. For the
purpose, the Consultants prepared a comprehensive list of the selected traffic sections and
also identified the count locations. The number of selected traffic sections and their
corresponding count locations countrywide was more than 500. The increase in the traffic
sections registered was mainly in Regional Roads. It may be noted that while selecting the
traffic sections in 2007 for the Regional Roads, 104 traffic sections were the same as of
1987, and the remaining 158 traffic sections on the Regional Roads were new.

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

A comprehensive list illustrating: Count Point No.; Location; Road Name; Traffic Section;
Comments; and Road No. is presented in Annexure 4.2. The selected traffic sections and
the identified count point locations are classified into the 21 Regions of Tanzania for proper
planning and administrative purposes. A summary of the region-wise distribution of the traffic
sections and count points is presented in Table 4.2.

Table 4.2: Region-wise Basic Statistics & Summary of Traffic Sections/CPs

Sl. No. of Area (‘000 Population$ Length# of No. of Traffic

Region
No. Districts km2) (million) Roads (km) Sections/CPs
1 Dodoma 5 41 1.90 1,257 19
2 Arusha 5 36 1.48 801 18
3 Kilimanjaro 6 13 1.50 965 22
4 Tanga 7 27 1.75 1,533 23
5 Morogoro 6 71 1.93 1,628 23
6 Coast 6 33 0.97 1,163 26
7 Dar es Salaam 3 1 2.80 586 59
8 Lindi 6 66 0.85 1,222 21*
9 Mtwara 5 17 1.22 1,053 32*
10 Ruvuma 5 64 1.24 1,886 43*
11 Iringa 7 57 1.62 1,902 20**
12 Mbeya 8 60 2.35 2,186 21**
13 Singida 4 49 1.22 1,398 20
14 Tabora 6 76 2.00 1,404 19**
15 Rukwa 6 69 1.30 2,150 17
16 Kigoma 4 37 1.97 1,011 17
17 Shinyanga 10 51 3.28 1,387 20
18 Kagera 6 29 2.21 1,844 33
19 Mwanza 8 20 3.17 1,479 25**
20 Mara 5 22 1.57 1,130 19**
21 Manyara 5 46 1.20 891 17
Total 123 816 37.53 28,878 514
$:2006 Estimates; #:2006 Estimates; *Comments by TANROADS Regional Managers received & incorporated.
Source: Tanzania in Figures 2006, National Bureau of Statistics.

4.4 Selection & Fixing of Traffic Count Locations

For establishing the traffic count point locations on the identified traffic sections countrywide,
the Consultants carried out the exercise on three levels: (i) desk work; (ii) consultations with
the respective TANROADS Regional Managers; and (iii) field visits and the consultations
with local stakeholders. The guiding factors for establishing traffic count locations throughout
the country for administering the traffic census for the country are illustrated in Section 4.3.
As the selection and fixing a proper place for carrying out the traffic count activities is one of
the most important tasks, the Consultants’ Team travelled along all the identified traffic
sections to locate the proper places as count points (CPs) for undertaking the traffic surveys.
The entire exercise was carried out for two purposes: (i) identifying and fixing the count
points for the selected 45 traffic sections identified for establishing the traffic adjustment
factors (TAFs); and (ii) selection of counting stations on all the identified traffic sections on
the primary network, i.e. the National and Regional Roads of Tanzania.
The general approach and methods followed for the selection and fixing the count point
locations on specific traffic sections has been elaborated in the following sections. The major
considerations included presence of public shelter; secure place, public accommodation,
and minimum effects of local motorized and non-motorized traffic. This was worked out in
view of enumerators based traffic counting; while carrying out equipment based counting

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

there will be modification in the basic requirements and considerations. However, the
location of the counting stations on the traffic sections will be more or less the same.
4.4.1 Public Shelter
It is desirable that the traffic counting should be done at a proper place. The presence of
public shelter for enumerators to be protected from the weather is important, so that they
could perform their duties effectively. Such places include local hotels or Migahawa, kiosk,
bus stand, dispensary compound, police posts, etc. If public places are not available, private
houses could be proposed for the traffic survey count points with the consent of the owners.
Experience has shown that, in view of transport development concerns, people in general
cooperate to allow enumerators to perform the traffic counts from their premises.
4.4.2 Secure Place
The places identified for carrying out the traffic counts need to be safe for the enumerators
to perform their activities with minimum security risks, particularly during nights. The count
points (CPs) should be generally located in the outskirts of villages or towns where some
activities also take place during the night time, so that sense of security could be realized.
4.4.3 Public Accommodation
It is normal practice that enumerators based traffic counts are carried out round the clock
requiring work in shift and rest in between shifts at proper and convenient place. Hence,
while fixing the counting points, identification of proper staying place for enumerators and
supervisors and ideally located in view of the proposed count points is highly desirable.
Need for public accommodation also depend on the survey duration, i.e. short or long
period. If traffic counts are being conducted for short or long duration at the same location, it
would be desirable to train and employ local traffic enumerators, i.e. from the same town or
village where the surveys are planned.
But, if the enumerators need to be moved from one CP to another CP, the enumerators
need public accommodation to stay for the entire duration of the survey. The
accommodation needs to be safe and affordable, so the places like guesthouses and hostels
are desirable. Under the present study, the traffic surveys were planned for 7 days, i.e. one
week in each of the month of the year of 2008, at 45 CPs spread all over the country, the
team of enumerators kept on moving weekly from one CP to another. So, any traffic count, if
planned in future, should also consider the survey duration and coverage of CPs requiring
movement from one place to another.
With the above considerations, the availability of public accommodation located nearby the
survey places were given due regard, while planning the traffic surveys. During the field
visits of the Consultants, it was realized that in some cases, it would be difficult to get proper
places for staying near the CPs, and they need to stay a bit away from their designated CPs.
In such cases, they need to rely mainly on public transport system while starting the survey
activities in morning or finishing in evening, depending on their duties in the survey shifts.
4.4.4 Minimum Local Traffic Effects
The location of the traffic survey count points should be away from the urban areas to
minimize the local traffic, i.e. somewhere at the middle of the identified traffic sections, so
that true representative traffic information could be collected. The traffic sections identified
for conducting the surveys are usually connecting two towns or major junctions, i.e.
represented by two nodes. If the locations of CPs are closer to the nodes representing either
side of the traffic section, the probability of counting local traffic would be higher due to
proximity of higher socio-economic activities at both the nodes.
Though a place somewhat at the middle of the traffic section would theoretically be desirable
for undertaking the traffic counting, practically a point at the middle of the traffic section may
be located in a remote place with hardly any facilities. Hence, it is desirable that the location

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

of the CPs should be selected near to the towns/villages, and at the same time also
adequately away from the influence of the town or local traffic movement, so that the effect
of that kind of traffic would be minimum.
4.5 Reconnaissance Survey of the Proposed Traffic Survey Areas
After the Desk Work of identification and selection of the 45 traffic sections and count points
for the Study, a Reconnaissance Survey was carried out by the Project Traffic Engineers
and TANROADS Counterpart personnel to the Project for covering the entire primary road
network of Tanzania Mainland. During the Reconnaissance Survey, the aspects considered
were physical feature of the specific traffic sections, which included specification of the
nodes containing the traffic section, length, surface type (paved, unpaved or combination of
both), traffic mix, motorized (cars, pick up/vans, buses and trucks) and non-motorized, and
movement pattern (local/long distance and international transit traffic). These issues and
observations are discussed in the following sections and also summarized in Annexure 4.3.
4.5.1 Traffic Section Nodes
Most of the traffic section nodes specified at the Desk Work were confirmed during the
Reconnaissance Survey and meetings with the Regional Officials of TANROADS, except for
a few cases whereby the Regional Authorities proposed other traffic sections for determining
the traffic adjustment factors (TAFs).
4.5.2 Length of the Traffic Sections
The project vehicle used in the Reconnaissance Survey was fitted with an odometer, which
facilitated taking the chainage from one point to the other. In doing so, it was possible to
determine the lengths of proposed traffic sections. The traffic sections have been evaluated,
ranging between 9 km (Kanyani-Kasulu) and 191 km (Itigi-Rungwa) traffic sections.
4.5.3 Surface Type
The surface type of the primary road network in Tanzania was observed during the
Reconnaissance Survey as earth, gravel or bituminous paved. A few short problematic
stretches were found paved with concrete as well. During the Reconnaissance Survey, for
reference, the surface types of the traffic sections were specified as (P) for paved (bitumen
or concrete) sections or (U) for unpaved earth or gravel surfaced roads. Traffic sections with
unpaved surfaces ranged from 9 km (Kanyani-Kasulu) to 191 km (Itigi-Rungwa), whereas for
the paved road traffic sections from 16 km (Kanazi-Muhutwe) to 115 km (Songea-Madaba).
4.5.4 Surface Condition
Condition of the identified traffic sections were observed by recording the surface condition
and irregularities, such as, rutting and cracking in case of paved roads and potholes,
depressions, corrugations, gravel loss in case of unpaved roads. In each case, the average
speed over which the driver was comfortably driving was recorded. It was possible to
classify the condition of the roads as Good, Fair or Poor. “Good” was specified for recently
constructed, graveled or graded road with running speeds of over 80 km/hr; and “Fair” for
older pavements with some potholes, cracking for bitumen roads and with some
corrugations, some gravel loss in each case with running speeds over 40-60 km/hr. For
roads in “poor” condition, the surface got deteriorated badly requiring major repairs with
running speeds of 30 km/hr and below. Majority of the traffic sections identified for the traffic
counts were generally in good to fair condition.
4.5.5 Traffic Mix & Movement Pattern
During the Reconnaissance Survey, the Project Traffic Engineers also collected information
through moving traffic counts for vehicles crossing, overtaken and those, which overtook the
survey vehicle. The vehicles were put into four classes, cars, pick-ups/vans, buses and
trucks.

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

The Survey Team observed that the traffic mix on the selected traffic sections varied
considerably, and it was very difficult to set any patterns. For example, trucks presence
varied from 8 to 80% followed by pick-up and vans 9 to 48%, buses 8 to 43% and cars nil to
14%. Local traffic (within the districts’ headquarters) have been estimated varying between
15 and 80%, long distance traffic (between districts and regions) 20 and 75% and
international transit nil and 50%. Since these observations were visual with so much
variation, it was difficult to set any general trends in the traffic compositions on the selected
traffic sections.
4.5.6 Socio-economic Characteristics of the Catchments’ Areas
During the Reconnaissance Survey, data on the socio-economic characteristics in the area
of influence of the traffic sections were also collected. The information collected, inter alia,
included mainly on agricultural and industrial activities, such as, food crops, cash crops,
livestock raising, mineral exploitation/potential, major and minor industries, fishing and trade.
A brief note on the same is presented as follows and also summarized in Annexure 4.4.
(i) Food Crops: Food crops cultivated in most of the influence areas are starch foods
represented by maize, rice, sorghum, millet, sweet potatoes, Irish potatoes, etc., and pulses
including beans, green peas, etc. Different types food crops are grown in varied agro-
climatic regions of the country.
(ii) Cash Crops: Cash crops popular in the areas of influence consist of cashew nuts,
coconuts, tobacco, coffee, cotton, sisal tea, pyrethrum, cocoa, sunflower, etc. Growing cash
crops are usually concentrated in some suitable geographical locations, e.g. cashew nuts
and coconuts are mostly grown in the coastal regions of Pwani, Lindi, and Mtwara, whereas
tobacco is grown in Ruvuma, Tabora, Singida and Kagera Regions. Coffee is grown in
Kilimanjaro, Arusha, Kagera, Mbeya and Ruvuma Regions. Cotton is mostly grown in
Shinyanga, Mwanza and Mara regions and to some extent Tabora Region.
(iii) Livestock Raising: Livestock raising practices in the areas of influence include
cattle, goats, pig and chicken, of these only cattle has been considered for the raising. Cattle
(indigenous) raising is popular in the central and northern regions of Tanzania, viz. Dodoma,
Singida, Tabora, Shinyanga, Mwanza, Mara, Arusha and Kilimanjaro (improved dairy). The
coastal regions including Pwani, Lindi and Mtwara have little population of cattle.
(iv) Mineral Potential: Mineral potential/exploitation in the influence areas of the primary
road network include mineral oil and gas in the coastal regions of Lindi and Mtwara,. Gold
mining is found in Mwanza, Shinyanga, Mara and Tabora Regions. It is reported that other
regions also have potential for gold. Tanzanite and other gemstones are mined in Arusha
Region. Coal is mined in Mbeya and Rukwa. Considerable potential for coal and iron ore
exist at Mchuchuma and Liganga areas respectively in Iringa Region. Potential for
gemstones are abound in many areas in the country. Salt farming is mainly practiced in the
coastal areas of Tanga, Lindi, Mtwara, and Uvinza in Kigoma Region.
(v) Industries: Limited Industrial activities were found in the influence areas of the
primary road network. A few industrial activities reported are processing plants of coffee
curing, maize and wheat flour, ginneries, etc. Other activities are timber, cashew nut
processing, etc.
(vi) Fishing: Fishing is one of the important activities on the coastal areas of Tanzania,
viz. regions of Tanga, Pwani, Lindi, and Mtwara. Fishing is also practiced around Lake
Victoria, Lake Tanganyika, Lake Rukwa and Lake Nyasa, and at Mtera dam (Iringa Region)
and Nyumba ya Mungu dams (Kilimanjaro Region). To some extent, fishing is practiced in
rivers like Rufiji, Ruvu. Ruaha, Malagarasi, Ugalla, and Kilombero.
(vii) Trade: Trading activities in the influence areas of the primary road network cover
general merchandize goods in small shops and kiosks. These shops are stocked with
essential items, such as, salt, sugar, paraffin, cooking oil, matchboxes, sandals, kerosene
lamps, shoes, etc. Food crops, fruits and vegetables are also traded within and between
villages and towns in the area of influence.

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

4.6 Selection of Specific Traffic Survey Count Points

Following the approach and methods, as discussed earlier, 45 traffic sections with their
corresponding count points were selected on the Trunk Roads (44 CPs), and on the
Regional Road (one CP) as shown in Table 4.3, and also depicted in Map 4.2. It may be
noted that out of 40 traffic sections used in 1985, 34 sections were retained for the present
Study, while six had been selected at new locations. Similarly, out of 40 count points used in
1985, 50% count points were retained, while the rest 50% were shifted. Some five new
traffic sections / count points were proposed to incorporate the effects of the improved Trunk
and Regional Road network of the country.
Table 4.3: Selected Traffic Sections & Count Points (2007-08)

CP Road Traffic Section Count Point

District Region
No. No. Name Status Location Status
1 T6 Nanganga-Masasi Shifted Chikundi Shifted Masasi Mtwara
2 T6 Namtumbo-Songea Shifted Litola Shifted Namtumbo Ruvuma
3 T9 Kigoma Junction-Kasulu Shifted South of Kasulu Shifted Kasulu Kigoma
Nyamwage-
4 T7 Retained Nangurukuru Retained Kilwa Lindi
Nangurukuru
5 T4 Kanazi-Muhutwe Retained Muhutwe Shifted Bukoba Kagera
6 T9 Laela-Tunduma Retained South of Laela Retained Sumbawanga Rukwa
7 T3 Lusahunga-Nyakahura Retained South of Nyakahura Retained Biharamulo Kagera
8 T9 Mpanda-Sumbawanga Retained South of Chala Retained Namanyere Rukwa
9 T5 Kolo-Kondoa Retained North of Kondoa Retained Kondoa Dodoma
10 T4 Kyaka-Katoma Retained Katoma Retained Bukoba Kagera
11 T12 Songea-Mbinga Retained West of Peramiho Jct Shifted Songea Ruvuma
12 T18 Tabora-Kaliua Retained Urambo Shifted Urambo Tabora
13 T16 Mikumi-Ifakara Retained Kiberege Gorofani Shifted Kilombero Morogoro
14 T3 Sekenke-Ziba Retained Igunga Retained Igunga Tabora
15 T5 Ruhuhu River-Songea Retained Gumbiro Shifted Songea Ruvuma
16 T4 Kasamwa-Sengerema Shifted East of Kasamwa Shifted Geita Mwanza
17 T8 Tinde-Nzega Retained North of Nzega Retained Nzega Tabora
18 T7 Mingoyo-Mpapura Retained South of Mingoyo Retained Lindi Lindi
19 T5 Mtera-Iringa Retained North of Nduli Retained Iringa Iringa
20 T4 Utegi-Kinesi Junction Retained Kwa Gachuma Shifted Tarime Mara
21 T8 Mabuki-Runere Retained South of Mabuki Retained Misungwi Mwanza
22 T2 Mkomazi-same Retained Hedaru Retained Same Kilimanjaro
23 T3 Magole-Gairo Retained East of Dumila Retained Kilosa Morogoro
24 T1 Mbalizi-Mbozi Retained Mlowo Shifted Mbozi Mbeya
Namanga-Oldonyo
25 T2 Retained Longido Retained Oldonyo Sambu Arusha
sambu
26 T7 Mkuranga-Kibiti Retained North of Kibiti Retained Rufiji Coast
27 T1 Ruaha River-Iringa Retained Mahenge Shifted Kilolo Iringa
28 T1 Chimala Jct.-Uyole Jct. Retained West of Chimala Retained Mbarali Mbeya
29 T14 Lamadi-Bunda Shifted Balili Shifted Bunda Mara
30 T5 Babati-Minjingu Shifted West of Minjingu Shifted Babati Manyara
31 T1 Mafinga-Makambako Retained East of Makambako Retained Njombe Iringa
32 T1 Melela-Mikumi Retained Doma Shifted Mvomero Morogoro
33 T2 Mkata-Msata Retained Manga Shifted Handeni Tanga
34 T10 Uyole –Tukuyu Retained Mtokera Shifted Rungwe Mbeya
35 T13 Tanga-Muheza Retained East of Muheza Retained Muheza Tanga
36 T1 UbenaSomozi-Morogoro Retained UbenaSomozi Shifted Bagamoyo Coast
37 T1 Mlandizi-Chalinze Retained Vigwaza Shifted Bagamoyo Coast
38 T2 Kia Jct-Usa river Retained Kikatiti Shifted Arumeru Arusha
39 T3 Issuna Jct-Singida Retained North of Ikungi Retained Singida Singida
40 T18 Rungwa-Itigi Retained Mitundu Retained Manyoni Singida
41 T8 Mbeya-Makongorosi New South of Chunya New Chunya Mbeya
42 T3 Nyakanazi-Kahama New East of Ushirombo New Bukombe Shinyanga
43 T8 Tabora-Sikonge New North of Sikonge New Sikonge Tabora
44 T15 Himo Jct-Moshi New West of Himo New Moshi Kilimanjaro
45 T17 Makuyuni-Mto wa Mbu New North of Mto wa Mbu Jct New Monduli Arusha
Source: The Consultants Efforts.

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Map 4.2: Selected Count Points for the Traffic Survey

4.7 Sum Up
The selection and establishment of the count points countrywide were carried out following
comprehensive efforts and information available through the secondary sources and several
consultations at different levels, which include Regional Offices, TANROADS, other
stakeholders and local knowledgeable people. Since the establishment of the count points
would be used in future as well, particularly in a regularly changing situation of the primary
road network of the country, the task became more important. The process of improving as
well as incorporating new changes in the primary road network in Tanzania was duly
considered during the Consultancy Services.

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Traffic Count Methodology for Tanzania 5
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

5.0 TRAFFIC COUNT METHODOLOGY FOR TANZANIA

This chapter presents a detailed note on the approach and methodology followed under the
Consultancy Services to carry out baseline traffic counts in Tanzania mainland. The
methodology is largely based on the conceptual design of traffic counts, as described in
Chapter 3, and also evolved and sharpened during the several phases of the Study,
including review of reports and available documents on the traffic surveys carried out in past,
series of consultative meetings with the officials concerned, a number of field visits including
meetings with Regional Officials of TANROADS, and the Reconnaissance Survey of the
traffic sections and survey areas undertaken by the Project Traffic Engineers.
The traffic count methodology for Tanzania is described in different functional areas covering
different tasks, which mainly include; selection of traffic sections and traffic count points on
the primary road network in Tanzania; preparation of traffic survey format; selection of
automatic traffic counters and classifiers (ATCCs); selection and training of traffic survey
enumerators; survey arrangements and logistics; monitoring and quality control mechanism
of the traffic surveys; and traffic data processing and analysis.
The proposed methodology for the traffic surveys for establishing baseline traffic and traffic
adjustment factors is also presented in Figure 5.1 (page 5.13) in a flow diagram. The
findings and issues emerged from the above exercises, would be the building blocks for the
Traffic Census in Tanzania (Chapter 6).

5.1 Fixing the Traffic Survey Count Points on the Traffic Sections
The methodology for identifying the traffic sections is adequately discussed in Chapter 4.
After having determined the traffic sections on a specific Trunk or Regional Roads, it is
necessary to locate and fix the CPs, so that the traffic survey activities could be undertaken
effectively and purposefully. Ideally, any points along the traffic section can be a candidate
location for the survey count. Within the framework of the Desk Study, it is only possible to
use available maps and sketches of the survey area and name of the places for traffic
survey count points, such as, at Mtakuja Village, south of town “A”, east of junction to the
factory “B” or so.
Names of the places for the traffic count points refer to any specific and permanent physical
structures, so that it could be easily identified. This effort would require inspections for
setting the physical coordinates on the road including residential places, location of villages,
road junctions, etc. Any suitable location for the count point should be referenced to some
permanent structures, with GPS Southing and Easting, if possible. This should be done for
all possible locations fixed for the CPs on the traffic sections, including those CPs specified
during the Desk Work. Each point should be evaluated for its suitability against the criteria
for availability of shelter, it being secure and presence of public accommodation and
minimum local traffic effects (again depending on the modality of sourcing the enumerators).
The alternative proposed locations of the CP on the same traffic section should be evaluated
as per the merit, and accordingly it should be recommended.
For the location of the 45 CPs on the selected traffic sections, the Consultants conducted
the field survey trips covering the southern, northern, central and western regions of
Tanzania. The first trip covered 20 CPs in Coast, Lindi, Mtwara, Ruvuma, Mbeya, Rukwa,
Iringa and Morogoro Regions during Oct-Nov 2007, the second field trip covered 25 CPs in
Tanga, Kilimanjaro, Arusha, Manyara, Dodoma, Singida, Tabora Mara, Mtwara, Kagera,
Shinyanga and Kigoma Regions during Nov-Dec 2007.
For all the CPs identified on the selected traffic sections, consensus with respective
Regional Managers of TANROADS was solicited during the above field trips. The list of 45
CPs’ locations approved by the Regional Managers is as shown in Annexure 5.1.

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5.2 Developing the Traffic Survey Format

5.2.1 General
As per the requirements of the ToR of the Study, traffic survey was to be conducted at
minimum 40 locations countrywide continuously for the duration of one year on the Trunk
and Regional Road Network under jurisdiction of TANROADS, Tanzania. The design of the
traffic survey format was one of the major tasks in the present study, as this was the
instrument, which was required to be used for the manual traffic counts. The data collected
during the yearlong traffic counts, would be used in determining several Traffic Adjustment
Factors (TAFs) for Tanzania.
In view of the above, the traffic survey format was developed following a systematic method,
which, inter alia, conformed the requirements of the ToR, as also illustrated in Figure 5.1.
The Consultants have also briefly reviewed the data requirements of different highway
investment planning software generally used by TANROADS. The traffic survey format
designed also incorporated the common feature of those software(s). A brief note on the
designing of the traffic survey format is given in the following paragraphs, and summarized
in Table 5.1 (page 5.14) entitled Vehicle Compatibility of Different Software in Tanzania.
5.2.2 Highway Software Used in Tanzania
The traffic survey format for manual classified traffic counts was designed to capture all
necessary information required for HDM-4, RED Model, Road Mentor, and Road
Maintenance Management System (RMMS) in Tanzania. A brief note on the above software
in view of the Study is given as follows:
(i) HDM-4
The Highway Development and Management Model, popularly known as HDM-4, has been
produced by the International Study of Highway Development and Management Tools
(ISOHDM), sponsored by the World Bank, the Asian Development Bank, the Department of
International Development (UK), the Swedish National Road Administration, and other
sponsors. The Model is used to combine technical and economic appraisal of road projects,
to prepare road investment programs, and to analyze road network strategies. The Model
also provides a system for the analysis of road management and investment alternatives.
One of the major inputs of the HDM-4 Model is the vehicle fleet, in terms of classified traffic
volume on any road sections which are under an investment decision and planning. For the
purpose, the Model requires classified vehicles representing the vehicle fleet operating on
the road(s) under evaluation for several analyses. The vehicles considered in the HDM-4 are
presented in Table 5.1 (page 5.14).
(ii) RED Model
The Road Economic Decision (RED) Model developed by the World Bank aims at improving
the decision making process for the development and maintenance of low volume rural
roads (50–300 vehicles per day). RED Model is compatible with all the vehicles used in
HDM-4. The Model performs economic evaluation of road investment options using the
Consumer Surplus Approach, which is customized to the characteristics and needs of low
volume roads, e.g. accessibility to an area and to up lift the socio-economic condition.
The RED Model was developed under the Road Management Initiative (RMI), a key
component of the Sub-Saharan Africa Transport Policy Program, which computes benefits
for normal, induced, diverted and generated traffic, and also takes into account changes in
length, condition, type, geometry, accidents and days per year (when passage of traffic is
totally disrupted by highly deteriorated road conditions). The RED Model uses the equations
of the Vehicle Operating Cost (VOC) Module of the HDM-4, which defines the relationship
between vehicle operating cost and speed mainly to road roughness (IRI) for motorized and
non-motorized vehicles.

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(iii) Road Maintenance Management System (RMMS) & Road Mentor

The RMMS is a database system, which provides a repository for information on the road
network administered by TANROADS. The system provides TANROADS with a series of
modules that can support the decision-making within road maintenance activities. The
RMMS is building on Road Mentor (which includes data entry, data selection and generation
of standard reports), originally developed by Transport Research Laboratory (TRL), UK and
adopted by TANROADS.
A core part of the RMMS is the database, which stores information on the road network, viz.
(i) road geometry, road inventory and road condition; and (ii) information on traffic volumes,
bridges, culvert and junctions. The system includes features for manual and digital inputs of
updated inventory and condition data into the database. When the database is updated, the
information can be used to estimate maintenance needs, including requirements of the
routine and recurrent maintenance, spot improvements and periodic maintenance based on
budget distribution among regions. Vehicle classification in use for Road Mentor has been
collected from TANROADS and presented in Table 5.1 showing the Vehicle Compatibility of
Different Software in Tanzania.
5.2.3 Representative Vehicles & Highway Software
In view of the ToR, and the requirement of TANROADS, a comparison of the vehicles
commonly used by different highway investment and planning software, is presented in
Table 5.1, which was rationally utilized while developing the Traffic Survey Format for the
Study.
5.2.4 Traffic Format Used in Earlier Surveys in Tanzania
For developing the traffic survey format for the present study, it was also desirable to review
the available traffic count formats used in earlier studies by the Research and Planning Unit,
Ministry of Communications and Works (MCW). A list of these studies is as follows:
‰ Adjustment Factors Manual for Traffic Counting (1988);
‰ National Traffic Counting Plan (1988-1996); and
‰ Traffic Survey Manual (1992).
The salient feature of the above traffic survey efforts in Tanzania in view of the present study
is summarized in the following sections.
(i) Adjustment Factors Manual for Traffic Counting (1988): The Ministry of
Communications and Works conducted a yearlong traffic survey activity in 1985 at 40 traffic
count points for estimating the traffic adjustment factors. These surveys were carried out on
the primary road network in Tanzania with a view to enable 12/16-hour counts taken in
future, any time in a year to convert into the Annual Average Daily Traffic (AADT). The
Vehicle Classification used for the above traffic counts is as follows, Car, Pickup, Bus (<25
passengers), Bus (>25 passengers), Lorries (<5T), Lorries (>5T), Semi Trailer, Full Trailer
and Others.
In view of rationalizing the movement pattern of the freight traffic in the country, particularly
the process of containerization in future, data were also collected in terms of loading pattern
of truck, i.e. in terms of full load, half load, and empty. It was reported that the main objective
of this exercise was to evaluating the need for modernizing the Tanzanian fleet, and thereby
reducing vehicle operating cost as well as enhancing the efficiency of the road transport
system.
However, ascertaining information on the loadability of any vehicle requires interviewing the
vehicle driver and/or inspecting the freight documents that he is carrying, which cannot be
organized in a Traffic Count Survey, unless the survey is also supported with either Origin-
Destination Survey or a special survey designed for the purpose. Since the data and surveys
results of the traffic counting plan of 1988 are now very old to retrieve, it is very difficult to

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appreciate the then conclusions of the entire efforts in view of its main objectives. However,
it can be easily inferred that while conducting any traffic count surveys, the incidence of
degree of loadability in terms of full load, half load and empty is not possible.
(ii) National Traffic Counting Plan (1988-1996): The traffic survey activities in
Tanzania were intensified in 1988, when MoCW prepared a nine-year Traffic Counting Plan
for 1988-1996. A total of 322 Traffic Count Points (CPs) were planned to cover during the
Plan Period, of which, 204 CPs were on the Trunk Road network, and 118 on the Regional
Road network.
As per the Plan, for the purpose of designating the permanent CPs, only 19 places were
selected for yearly counting on the Trunk Road Network. For covering the remaining CPs on
the Trunk Road, it was also planned that during subsequent three years, the traffic surveys
would be conducted at 60-62 CPs every year, whereas, for the 118 CPs on the Regional
Roads, it was decided that on the basis of random selection, the traffic surveys would be
organized on 19-20 CPs every year.
It may be noted that due to the resource constraints, this effort was not sustained in
subsequent years, and continued on a reducing scale until 1991. With the result, in 1991,
roads only in the northern part of the country were surveyed. The traffic counts from 1988 to
1991 are shown in Table 5.2.
Table 5.2: Traffic Count in Tanzania (1988-1991)
Number and Duration (Days) of counts Total for
Year
1 2 3 4 5 6 7 the Year
1988 6 3 76 1 - 3 97 186
1989 1 - 59 - - - 8 68
1990 - - 99 - - - 1 100
1991 - - 27 - - - - 27
Total 7 3 261 1 - 3 106 381

(iii) Traffic Survey Manual (1992): The Ministry of Works prepared a Trunk Road Traffic
Survey Strategy for conducting traffic surveys at 60 count points spread over the Trunk
Road network in Tanzania. The traffic survey was to last for a year, and the data were
presumably be used for validating and updating the traffic adjustment factors (TAFs)
obtained through the Traffic Surveys conducted during 1985. In 1992, a Traffic Survey
Manual was prepared for Traffic Count on The Road Network of Tanzania. That Manual
suggested to take into consideration the following motorized vehicles for traffic count, viz.
Cars, Land Rover (Public), Land Rover (Non-Public), Small bus, Large Bus, Small Truck,
Medium Truck, Heavy Truck and Tractor-Trailer combination. There was no provision of
non-motorized vehicle counting in the Manual. The traffic survey strategy could, however,
not materialize due to various reasons.
5.2.5 Development of Traffic Survey Format
While developing the Traffic Survey Format, the Consultants made full use of prevailing
practices of the TANROADS for their routine traffic surveys carried out by different Regional
Offices, requirements of different highway investment and planning software, viz. HDM-4,
RED, RMMS and Road Mentor, and also supported with the information perceived by the
Project team of the Traffic Engineers, particularly during the Reconnaissance Survey. The
Traffic Survey Format, presented in Annexure 5.2-A, is also compatible with developing the
database, determining the Traffic Adjustment Factors (TAFs), using the Generalized Traffic
Forecast Model, and several other queries, which might be required from time to time in
further analyses and highway sector planning in the country.
Besides the “General Information” on the survey location, date, day, direction, weather
condition, GPS referencing, etc., the Traffic Survey Format has been classified into two
major groups: (i) time of the survey (hourly classification); and (ii) classified vehicles

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(motorized and non-motorized), in terms of passenger and goods vehicles. The traffic count
needed to follow the tally bar system while counting each vehicle type.
(i) Motorized Traffic: The motorized vehicles under the passenger category consist of
cars, utility vehicles, two wheeler, bus (<=25 seats), bus (>25 seats), and others; whereas
under the goods category; light truck, medium truck (2-axle), heavy truck (3-axle), and very
heavy/articulated trucks. It may be noted that three-wheeler vehicles (popularly known as
“Bajaj”) are occasionally seen on roads of the country, particularly within the cities and urban
areas or serving short-distances places located nearby. The number of such vehicles is not
more at present, and it is also reported that these vehicles would not use the Trunk and
Regional Road network in near future due to its operational limitations for long distance
haulage, light load carrying capacity causing high unit transport cost, and safety concerns.
With the above consideration as well as not representing the Tanzanian vehicle fleet
composition, the Study has not incorporated the three-wheelers in the Traffic Survey Format.
(ii) Non-Motorized Traffic: Discussions with the TANROADS Officials at the
Headquarters and the Regional Offices revealed that the non-motorized vehicles were not
incorporated in current traffic count surveys being undertaken by the Regional Offices. It is
also learnt that while undertaking any investment planning and decision making using the
standard highway software, viz. HDM-4, RED, RMMS, and Road Mentor, the non-motorized
traffic (NMT) was not incorporated.
However, it has been observed that the NMT is widely used in the rural areas of Tanzania
using bicycles, tricycles, animal drawn carts and wheelbarrow to transport agriculture inputs
and outputs1. It may be noted that about 25% of the total rural transport services are catered
by the NMT. This situation reduces efficiency in economic activities and marketing,
accelerating poverty in rural areas. Thus, the National Transport Policy underlines the
importance of the NMT, particularly with gender consideration2. The Plan further endorses
that in such areas where there is inadequate transport facilities and low level of affordability,
the NMT are to be used to ferry passengers and goods.
Keeping the acceptance of the NMT in Tanzania, as an important mode of transport,
presently as well as in near future, the Consultants have included bicycle, and animal drawn
vehicle/hand cart representing the NMT in the traffic survey format. The main purpose of the
inclusion of the NMT in the Format is to collect the data during the on-going survey efforts,
which would otherwise be a costly affair, if organized exclusively. The data collected on the
NMT would be very useful in several analyses, particularly estimating the VOCs of the
motorized vehicles with its influencing factors, such as, roadside friction, speed deterioration
model, congestion, etc.; and also evaluating safety concerns.

5.3 Vehicle Classification

Based on the discussion (Section 5.2), the representative vehicles classified in the traffic
survey format are presented in Table 5.3.

1
National Transport Policy (2003), the Ministry of Communications and Transport, p 28.
2
.Ibid, as women spend about 75% of their time walking for long distances to and from farms and
other production centers.
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Table 5.3: Classification of Vehicles in the Traffic Survey Format

Classification Description
I. Motorized Vehicles
Car Saloon Car
Utility Vehicle Jeep, Station Wagon, Land Rover, Land Cruiser
Two Wheeler Motor Cycle
Bus (<=25 Seats) Bus carrying up to 25 passengers
Bus (> 25 Seats) Bus carrying over 25 passengers
Light Truck Two-axle Truck (capacity ≤3.5 tons)
Medium Truck Two-axle Truck (>3.5 tons and ≤ 10 tons)
Heavy Truck Multiple-axle Rigid Truck (3-axle carrying >10 tons)
Semi Articulated Truck or Truck with Draw Bar, Truck
Very Heavy / Articulated Truck
and Trailer Combination
Others Motorized Any Other Motorized Vehicle, not included in the list
II. Non-Motorized Vehicles
Bicycle Vehicle with two wheels and moved by foot pedals
Animal Drawn/ Hand Cart Bullock Cart, Horse Cart, Hand Drawn Vehicles.
Others – Non-Motorized Any Other NMT Vehicle, not included in the list

5.4 Selection of ATCCs

5.4.1 General
During the present Consultancy Services, Automatic Traffic Counters and Classifiers were
selected and procured suitable for carrying out traffic counts in Tanzania. The ToR suggests
that equipment shall include: Buried Loop System; Pneumatic Tube System; Piezo System;
Infrared Systems; and Rapid and Accurate Automatic Number Plate Reader (ANPR).
The purpose of introducing the equipment based traffic count system was to have cost
efficient option for traffic count exercises in the country on a regular basis, which would also
increase the departmental capacity of undertaking traffic surveys on the road network of the
country. Details on different traffic equipment are presented in Chapter 3. However, for quick
appreciation, a brief note on the features the traffic count equipment, permanently installed
and temporary/mobile, is presented as follows:
(i) Permanent Installation of the Traffic Count Equipment: Depending on the
requirements and objectives of the data collection, viz. need for continuous system of traffic
counts and volume of traffic, the equipment can be permanently installed at selected traffic
count points. The permanently installed equipment consists of traffic counters and classifiers
with a detector, such as, an induction loop, which needs to be replaced every three years.
This system may be cost effective in long run, if the utilization level is high, in terms of
duration of survey, and high throughput, in terms of flow of vehicles. The permanent
installation of traffic count equipment is popular in advanced countries, where level of traffic
flow is considerably high, and requirements of traffic survey are generally continuous, so that
much more accurate data with several interface analysis capability could be obtained for
several planning purposes.
(ii) Temporary/Mobile Traffic Count Equipment: Merit of the temporary/mobile traffic
count equipment is the same as far as details and quality of data collection are concerned.
But the mobile traffic count equipment is usually preferred where the data collection is
somehow required for short duration, and at several count points located nearby or in
remote areas. The mobile equipment is advisable where the level of traffic flow is relatively
not considerable, and the accuracy level in data (e.g. +/-10%) is not so important in view of
cost implications for frequent and long duration traffic counts. The Pneumatic Traffic
Counters and Classifiers, based on axle detector system, is supposed to be good to perform
as mobile traffic count equipment. Another type of equipment is the Radar Based Counters
and Classifiers, which is also portable and easy to install, but this equipment classifies the
vehicles based on the length of the vehicles passing.
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The appropriate traffic data collection technology depends upon the objectives of the survey,
level of accuracy and the resources available. The traffic classifiers are generally preferred
to simple counters, which merely count the traffic volume in unclassified manner. It may be
noted that though the traffic classifiers are much costlier than the simple counters, the
classifiers are preferred, as it provides full details on vehicle composition in the traffic
volume, which are useful in highway engineering planning, etc. It is important that the
vehicle classification system be appropriate for the vehicle fleet in the country.
In view of the above background, the Automatic Traffic Counters and Classifiers (ATCCs)
equipment for conducting the traffic counts on the primary road network in Tanzania should
meet the requirements as described in Section 5.4.2.
5.4.2 Requirements for the Selection of ATCCs
Based on the condition of road network, type of motorized and non-motorized traffic moving
on the road network, and the study’s requirement, the following essential and desirable
prerequisites for the procurement of Automatic Traffic Counters and Classifiers equipment in
Tanzania, have been identified:
(i) Essential Requirements
ƒ The equipment must be capable of recording traffic continuously under the varied conditions of
weather, such as, heavy rains, humid and fluctuating temperature, etc. in Tanzania;
ƒ The equipment must collect data regarding traffic volume, direction, speed, vehicle
classification and headway for each vehicle passes;
ƒ It should preferably be capable of counting motorized as well as non-motorized vehicles. It
should have provision of counting multi-axle trucks (varying from 3 axles to 6 axles);
ƒ Vehicle count and classification errors must be within the range of +/-2% of the actual volume
and class;
ƒ It should work on different types of roads, viz. paved, gravel and earthen roads;
ƒ The equipment should record traffic data on minimum of 15 minutes time interval option;
ƒ It should be easy to operate with least maintenance requirements. The equipment will be
essentially used in rural area, so it should have good power back up provision. Spare parts
and maintenance back up should be easily available.
ƒ The equipment and its related software should be user friendly, and capable of generating the
required outputs;
ƒ The supplier of the equipment must provide operating software compatible with Microsoft
Windows 2000, XP or Microsoft Windows Vista for Pocket PC, which will interface with the
equipment in the field;
ƒ The analysis software must be capable of adjusting the classification algorithms or providing
for user defined classification schemes;
ƒ The analysis software must be able to provide reports for individual vehicles, listing the speed,
direction, class, wheelbase, headway gap, number of axles and wheel picture of every vehicle;
ƒ The equipment and related software must be able to generate reports using either English or
Metric units with the choice being made after the data are collected;
ƒ In view of equipment costs, higher utilization and safety, the equipment with mobile character
would be preferred. It should be robust and temper proof with a minimum 12 months warranty
period;
ƒ The user must be able to view the estimated number of days of battery life remaining and
provide warning when battery is low to avoid any eventualities;
ƒ The analysis software must be capable of excluding data from specified time periods during a
day of the data set to be analyzed, and must be able to exclude entire day (any abnormality)
from the data set analysis.
ƒ The analysis software must be capable of eliminating undesired vehicles from the data set to
be analyzed; and
ƒ As Tanzania experiences fair amount of rain throughout the year, so traffic counters and
classifiers should be workable during rainy season with same accuracy.

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(ii) Desirable Requirements

ƒ The equipment should collect axle weight at different axles for different vehicles;
ƒ The software should be designed to prevent inadvertent destruction of data contained in
memory. All operator commands, which would have this result, must provide a warning and
require that the instruction be confirmed before it is executed. Failure to confirm must return
the program to normal operation with all stored data intact;
ƒ The equipment must be capable of recording data minimum of 5 minutes time interval option;
and
ƒ Warning for low battery voltage, high memory usage, and cessation of counting should be
generated.

5.5 Selection & Training of the Survey Enumerators

Due care needs to be taken while selecting the enumerators for the traffic survey, as the
entire exercise for establishing traffic adjustment factors and preparing traffic census for
Tanzania is based on the outcomes of the proposed traffic surveys. The Consultants have
been carrying out traffic surveys in a number of developing countries including African
countries, and in due course gained comprehensive experience on the traffic survey
techniques.
For enumerators based traffic counting, there is requirement of properly trained enumerators
and supervisors. The traffic survey enumerators were selected with experience in traffic
counting exercise in Tanzania. The enumerators were duly briefed about the overall purpose
of the Study, its requirements for national planning, etc. Thereafter, the purpose and
contents of the traffic survey format was discussed in a comprehensive manner among the
selected enumerators and supervisors for undertaking the traffic survey, followed by the
question-answer sessions, and clarifications on the related issues and doubts. This exercise
was carried out in a classroom type sessions as well as small groups.
The training of enumerators for the survey under the present study was conducted in three
sessions. Two sessions were conducted on 17 and 18 December 2007, and the third
session on 26 December 2007. In first two sessions, there were theoretical and practical
trainings given to the enumerators and supervisors selected for the survey. The training was
geared on aligning the enumerators to the traffic survey format prepared by the Consultants.
The practical part of the training aimed at familiarizing the enumerators with the actual
administration of the survey, as well as checking the capability of the enumerators and
authenticity of the data being collected on the spot. During the practical training,
observations were also made regarding the accuracy of data collected; the survey
performing capability of the individual enumerator; and adherence to the instructions given
by the Project Traffic Engineers.
After having given the above training, the enumerators and supervisors were given on job
practical training, i.e. conducting traffic surveys on roads in different groups, which was
examined by senior trainers, and the Project Traffic Engineers. The above practical training
was conducted along the Sam Nujoma road starting from the new Ubungo Bridge to the
direction of Mwenge. There were 15 groups of enumerators, each group consisted of two
enumerators per shift, who were assigned to conduct a survey in different directions of the
road, and following the directions and briefing given by the trainers, the enumerators filled in
the traffic survey format in a particular direction, so that the similarity and consistency of the
data collected could be checked and verified. Training of the enumerators was given
considerable importance and priority in the Study.

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5.6 Traffic Survey Planning

5.6.1 Planning
As per the Scope of the Services of the present study, the traffic survey was to be carried
out in at least 40 traffic sections3 on the Trunk and Regional Road Network spread all over
the country for one year. The traffic survey was to be undertaken for seven days, i.e. one
week in each of the month of year, at all the selected 45 CPs on the traffic sections, in which
for four days the count was for 12 hours, and on the remaining three days for 24 hours. In
brief a weekly survey was organized all the 45 CPs for 12 months of the year. Since the
traffic survey activities were to be undertaken for the entire year at all the 45 CPs, spread all
over the country, for seven days in every month, conducting the survey was a mammoth job
requiring good experience of similar tasks and managerial skills with effective and efficient
logistics.
Keeping the above in view, the Consultants prepared 15 groups, each consisting of two
traffic enumerators per shift, so that each group could cover three CPs in a calendar month,
thus covering all the 45 CPs under the Study. The same exercise was repeated for 12
months to obtain data for a full year. In other words, each group was assigned three CPs
located in proximity for convenient movement from one CP to the other.
Of the seven-day survey, four days focused on day counts only between 06.00 hr and 18.00
hr, and the rest three days for night counts also, i.e. 06.00 hr–18.00 hrs (day counts) and
18.00–06.00 hr (night counts). As planned, the total 15 Groups were assigned to finish the
task of conducting the survey on 45 CPs in three weeks in a month, which continued for the
whole year.
5.6.2 Fixing Survey Dates for Count Points
Under the present study, the traffic surveys: (i) for seven days in week; (ii) one week in a
month; and (iii) every month in the year, i.e. 2008, each count point was covered 12 times in
the year for one week in each calendar month, during the block dates of 1–7, 11–17, and
21–27 in a month, to complete the full survey activities for 45 CPs.
5.6.3 Survey Resources
Each Group of the Traffic Enumerators was equipped with the following necessary
accessories for conducting the traffic surveys:

Communication instruments (mobile/ Banner showing “Traffic Survey in Progress under

phone), watches, chairs, umbrella TANROADS” for general acquaintance
Booklet with all necessary information on enumerator
turnover rate of employment; supervision schedule; night &
Special jackets for the traffic
day count schedule; movement schedule of supervisors &
enumerators
enumerators from CPs to CPs through the year long traffic
surveys
Sufficient copies of Traffic Count Hand Bags for carrying the Survey Formats, and other
Formats essentials
Stationery: Clip Boards; Pens,
First Aid Box, Identity Card
Pencils, Sharpener, Eraser & Torch

5.7 Organizing the Traffic Survey Logistics

After the training of the Survey Enumerators, the 15 groups of enumerators were mobilized
and deployed at the designated traffic survey points spread all over Tanzania, as per the
detailed survey program covering dates, days and month, fully equipped with the necessary

3
For the present study, the Consultants have proposed 45 traffic sections and count points on the
Trunk and Regional Roads in Tanzania mainland.

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accessories for the survey. It may be noted that the exact location of the traffic survey
counts on all the traffic sections were duly endorsed by the TANROADS Officials.
The arrangements were made in such a manner that the enumerators should reach the
designated survey locations well in advance, preferably, two days prior to the
commencement of the surveys at specific locations, so that the survey enumerators could
take care of the pre-requisites, such as, accommodation, preparation of the survey posts,
light, furniture, etc.
At initial phase of the traffic surveys, the Traffic Supervisors and the Project Traffic
Engineers visited all the 45 count points soon after the commencement of the traffic surveys.
Besides undertaking the routine monitoring and quality control of the data collection efforts,
the experts sorted out any local problems occurring during the conduction of the survey. This
exercise was considered as important one, particularly at the initial stages of the survey
activities.
As detailed in Section 5.6, each group of the enumerators were responsible for conducting
traffic surveys at three nearby count points in every month. After completing the survey
activities at one count point, enumerators moved to the other count points, and conducted
the survey in similar way.

5.8 Monitoring & Quality Control Mechanism of the Traffic Counts

The Consultants prepared a plan to monitor the traffic survey closely to ensure the quality of
the data collected. This aspect was considered as one of the important activities in the
Consultancy Services. For the purpose, a three-tier quality control mechanism was followed:
5.8.1 At the Survey Count Points
Traffic survey work was planned under the surveillance of Traffic Supervisors, who were
engaged for checking the survey activities carried out by the traffic enumerators. The
Supervisors were responsible to check entries in the survey formats, which covered: all the
necessary general information in the format to be furnished; traffic counts must be entered in
the hourly-classified rows; the survey must count for both direction traffic in separate survey
format; motorized and non-motorized vehicles must be properly identified while making any
entries in the format; start/end time of the traffic surveys must be observed as scheduled on
specific dates/days for specific count points. The above checking was particularly important
during the initial stage of the survey, but carried out on a regular basis throughout the survey
period.
The Enumerators and Supervisors were provided with mobiles, by which they could
communicate the progress on the survey, general feedback, summary of traffic data
collected, on daily basis to the Project Office in Dar es Salaam.
5.8.2 The Project Traffic Engineering Team
The Project Traffic Engineering Team consisted of the Senior Traffic Engineer, Traffic
Engineer, and Deputy Traffic Engineer, these experts kept on camping extensively and
regularly in the field for effective and efficient administration of the traffic survey activities,
and also the quality control by visiting the survey sites, surprise checking, and scrutinizing
the entries in the Traffic Survey Format. The above activities continued throughout the traffic
survey for 12 months.
5.8.3 The Project Office in Dar es Salaam
The quality check was done mainly on the basis of the field reports, e.g. happening of any
unusual situations in the field during the traffic survey, e.g., any considerable discrepancies
observed during the processing of the previous survey data for specific count points, and the
current data or so. There had to be a fair level of consistency in the data collected.

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in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

Otherwise, the Consultants might use some correction factors or redo the survey for that
specific counting point(s).
Besides the above, the monitoring and quality control mechanism also got evolved with
more knowledge of ground realities and further experience gained throughout the
Consultancy Services. Any development in this regard was duly discussed with the officials
of TANROADS at Headquarters in Dar es Salaam as well as at the Regional Offices.
Towards monitoring and quality control mechanism, during the Reconnaissance Survey, the
Consultants also discussed the above approach and arrangements with the TANROADS’
Regional Officials, and it was mentioned that the Regional Officials also actively participated
and monitored the survey activities in the areas of their jurisdiction.

5.9 Conducting Actual Traffic Counts

After having briefed the traffic survey enumerators about their responsibilities and the
movement program as spelt out in Section 5.7 that enumerators must reach their respective
count points well before the exact survey time for preparatory work preferably half-an-hour
before. Each of the two directions was assigned one dedicated enumerator to record the
vehicle passing in either direction. The traffic survey format has been shown in Annexure
5.2-A supported with the Explanatory Note (Annexure 5.2-B).
Prior to the start of actual survey, the enumerators were instructed to enter all the
identification information given in top of the survey format, e.g. (i) CP number; (ii) Direction
of the Traffic; (iii) Name of the Road; (iv) Traffic Section; (v) Traffic Location; (vi) District and
Region;(vii) Nearest town; (viii) Day and Date; (ix) Weather; (x) RMMS/GPS Reference; (xi)
Special feature of the day; and (xii) Any other Remarks.
The enumerators were told to record the each vehicle passing in the designated direction by
applying the five-dash system with pencil in the traffic count format. Whereby, vertical
strokes are entered for the first four vehicles, followed by an oblique stroke for the fifth
vehicle so as to depict a total of five. This method is standard and popular for noting down
frequencies of any happenings in the statistical methods.
As mentioned in Section 5.6.1, the traffic survey started at 06:00 hr and terminated at 18:00
hr for day time counts, i.e. 12-hour counting option, and in case of 24-hour traffic counting
(including night counts), the exercise continued up to 06:00 hr on the following day. At the
end of survey the total hourly volumes was transferred to a summary sheet.

5.10 Checking the Traffic Data & Demobilization of Enumerators

The Project Traffic Engineers supported with the Traffic Supervisors designated for the
tasks, organized extensive visits of the traffic sections/count points in order to perform
necessary quality assurance during the survey. They checked the data obtained through
traffic surveys against any discrepancies to ensure the validity of the information collected,
and also for making the necessary amendments. The Supervisors also summarized the
traffic data appropriately, which were in raw form, documented and stored the data, and
reported the summary statistics regularly to the Project Office in Dar es Salaam during the
survey.
In general, the Supervisors were held fully responsible at survey sites for the authenticity of
traffic data, and the smooth conduction of the survey activities. At the end of each survey
shift, the Supervisors prepared the traffic summary sheet of daily count. After having
checked and summarized all the required data up to a satisfaction level, the Supervisors
were reporting to the Project Office in Dar es Salaam, thereafter the survey enumerators
were allowed to demobilize from the survey site.

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Traffic Census Methodology for TANROADS September 2009

5.11 Traffic Data Processing & Analysis

After having the data collected through the traffic surveys, and checked against any
discrepancies, the Traffic Information Database (TIDB) was developed using the Microsoft
Access Software. The TIDB can be used for variety of purposes as per the requirements of
different divisions of TANROADS. The database could be processed in many ways as per
requirements of the analysis and purposes, as illustrated in Table 3.1 (Chapter 3). However,
the following areas of analysis are usually carried out for different highway planning and
management decisions:
‰ Hourly variation of traffic that is used for converting the data of less than 24-hour duration to
the ADT. This helps in deciding the facilities and regulation needed during peak hour period.
Hourly fluctuations in traffic are also used for intersection design on any roads;
‰ Daily variation of traffic is required for appreciate the day-wise fluctuations in a week, which
is required for estimating the ADT, in case the traffic count not undertaken for all the seven
days in a week;
‰ Monthly variation of traffic illustrates the seasonal effects on the traffic flow due to several
factors (Section 3.12.4), which is used for estimating the annual average daily traffic (AADT);
‰ Annual Average Daily Traffic (AADT) is required for several uses, viz. highway engineering
and traffic design, and other planning and maintenance purposes;
‰ Composition of traffic depicts the presence and level of different types of vehicles on any
roads. This information is used, particularly in highway alignment and pavement design,
estimations of VOCs by HDM-4, RED, etc. highway planning and management software; and
‰ Variation charts illustrate hourly, daily and monthly (seasonal) fluctuations, which are
particularly used to estimate the utilized, requirements of additional traffic related facilities,
augmentation of road width, etc.

5.12
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 Figure 5.1: Approach & Methodology for the Traffic Surveys for Establishing Baseline Traffic & Traffic Adjustment Factors

Organization of Traffic Survey Scheduling

Earlier Studies / Reports Review / Analysis Selection of CPs
Surveys (Weekly & Monthly)***

MCW, Adjustment Factors for

Retained Design of Traffic
Manual Traffic Counting
Earlier Traffic Survey Format
(1988)
Selection of Traffic CPs
Sections for the
MCW, Traffic Count Plan and Review of Present Study Selection of Covering 45
its implementation between Traffic Survey
Earlier Traffic CPs (15
Shifted Traffic Enumerators Continues
1988 and 1996 Sections, CPs per
CPs to New for 12
Count week) in a
5.13

Locations Months
MoW, Trunk Road Traffic Stations & Reconnaissance Training of month
Survey Strategy (1992) Update Survey Traffic
Additional Enumerators
TANROADS, Traffic Data Proposed
Acquisition Study by DHV Traffic CPs
Pilot Surveys
Consultants (2004) Quality Control

Regional Roads Map

Consultations with TANROADS Officials

Establishment of Baseline
Traffic & Traffic Adjustment
CPs: Count Points
Factors
MCW: Ministry of Communications & Works
***Equipment based traffic count at the selected locations on the approval of the TANROADS.
 Table-5.1: Vehicles Compatibility of Different Software in Tanzania

Vehicle Software
Selected Vehicles
Category HDM-4 RED Road Mentor RMMS
Motorized Vehicles
Two-Wheelers Motor Cycle Motor Cycle Motor Cycles
Small Car Small Car Car Cars Cars
Cars Medium Car Medium Car
Large Car Large Car
Light Delivery Vehicle Light Delivery Vehicle Pickup or Van Pickups and Vans Pickups and Vans
Utilities Light Goods Vehicle Light Goods Vehicle
Four Wheel Drive Four Wheel Drive
Light Truck Light Truck Light Lorries Light Lorries Light Truck
Medium Truck Medium Truck Medium Lorries Medium Lorries Medium Truck
Trucks
5.14

Heavy Truck Heavy Truck Heavy Lorries Heavy Lorries Heavy Truck
Articulated Truck Articulated Truck Very Heavy Lorries Very Heavy Lorries Articulated Truck
Mini Bus Mini Bus Buses <=25 Seats Buses under 25 Seats Buses <=25 Seats
Light Bus Light Bus Large Buses >25 Seats Buses over 25 Seats Large Buses >25 Seats
Buses Medium Bus Medium Bus
Heavy Bus Heavy Bus
Coach Coach
*** - - - - Others if any (Please Specify)
Non-Motorized Vehicles
Animal Cart Animal Cart Pedestrians Other Vehicles Bicycle
Bicycle Bicycle Bicycle Animal Drawn
Rickshaw Rickshaw Animal Cart Hand Cart
Pedestrians Pedestrians Pack Animals
*** - - - - Others if any (Please Specify)

*** This can be added during the survey, if observed.

Traffic Census in Tanzania 6
 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

6.0 TRAFFIC CENSUS IN TANZANIA

This chapter aims at illustrating a general methodology for undertaking traffic census on any
traffic sections on the Trunk and Regional Roads in Tanzania. The chapter further
elaborates in the sequence of Chapter 3: Conceptual Design of Traffic Counts; and Chapter
4: Traffic Count Methodology for Tanzania. The chapter also brings out details of traffic
census methodology in view of short duration traffic counts, and application of appropriate
traffic adjustment factors (TAFs) to determine the average daily traffic (ADT) and annual
average daily traffic (AADT).
The application of the above exercises is highly desirable by TANROADS, particularly at
Regional Offices, as they are often or regularly involved in carrying out traffic surveys on
various traffic sections under their jurisdiction for different purposes. Duration of traffic count,
e.g. short or continuous, is mainly guided by the resource constraints–financial and in-house
manpower. So, there is a need for developing a methodology for short duration traffic count,
which could be easily adopted and implemented for estimating traffic census in Tanzania.
The procedure and methods, developed for the traffic census on the basis of conceptual
design of traffic counts, have also been depicted in Figure 6.1 (page 6.8) on the general
methodology for traffic census in Tanzania in a flow chart.

6.1 Traffic Survey on the Trunk & Regional Roads

6.1.1 General
The traffic census on the Trunk and Regional Roads in Tanzania requires a systematic
procedure for planning and conducting the traffic surveys, and also application of required
multipliers to make it average and representative traffic figures. The exercise on the traffic
census includes: (i) studying and analyzing the trunk and regional road network, (ii)
identification and finalization of road sections and selection of appropriate traffic count points
in the sections, and (iii) the level of traffic at the traffic count point should be true
representative of the traffic section.
As mentioned earlier, the duration and extent of any traffic surveys are guided by budget
allocation and available resources. Based on the financial resources and the scope of the
study, the responsible Traffic Engineer(s) of the Regional Office, TANROADS or any road
agencies, will have to decide the duration of traffic counts, and also the method for traffic
data collection, viz. enumerated based traffic count or equipment based. The higher level of
accuracy of traffic data would cost more, as it requires more resources. All these factors
affect the choice of technology for conducting any traffic counts.
The department(s) and official(s) concerned require to plan the need and methods of the
traffic survey and census in view of the overall objectives of the exercise and the fund, time
and in-house manpower available, and the level of accuracy required. Based on the
resource constraints, it is generally advisable to collect the traffic data for a short duration.
Data collected for any short duration need to be adjusted by suitable multipliers, i.e. TAFs to
take care of the hourly, daily and monthly/seasonal variations to determine the AADT.
6.1.2 The Survey Method: Enumerator & Equipment Based
As far as traffic count method, in terms of enumerator or equipment based, is concerned, it
has been discussed in a fairly detailed manner in Sections 3.6. Under the present
Consultancy Services, there was a provision for procurement of the automatic traffic
counters and classifiers (ATCCs), i.e. the traffic count equipment, for conducting the traffic
count on a regular basis in Tanzania. The appropriate ATCCs have been procured after
analyzing the merits and demerits of various machines available in the global markets and

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Census Methodology for TANROADS September 2009

also based on their suitability for Tanzanian environment, within the available budget, and
test runs, etc. A detailed note on the procurement of the ATCCs is given in Chapter 7.
It may be noted that even after having procured the traffic counting equipment by
TANROADS, the decision on whether the survey method would follow deploying
enumerators or by ATCCs, needs to be made for specific traffic sections, based on the level
of traffic volume, level of accuracy of data, frequency of the surveys, etc. In other words,
both the survey methods, viz. enumerator and ATCCs based, can be suitably used for
undertaking the traffic count exercise on the road network of the country. For the manual
count, a pre-structured traffic survey format is required (Chapter 5, Section 5.2), whereas the
ATCCs count and classify the vehicles passing through, into different types based on the
length of the vehicle / axle spacing.
6.1.3 Short Duration Traffic Surveys
The concept and need for short duration traffic count has been adequately discussed in
Chapter 3, illustrating the need and justification of short duration surveys under resource
constraints. For conducting the traffic census in Tanzania, the short duration counts (SDCs)
are advised for 12 to 24 hours on any week days, or 12 to 24 hours for three continuous or
two on normal week days, and one on Saturday/Sunday (i.e. week end). The traffic count
data, thus, obtained through the above SDCs need to be adjusted to the average daily
traffic, and the annual average daily traffic by using appropriate TAFs. While undertaking the
SDCs, the exact timing of the survey is important, e.g. traffic count on abnormal traffic
conditions, extreme traffic conditions (lean or heavy), etc. are advised to be avoided, as
under these conditions, it would be difficult to use any appropriate TAFs.

6.2 Traffic Survey Data: Compilation & Validation

The records collected through the traffic counts on any of the traffic sections in primary road
network in Tanzania will be developed into a usable database for processing and analyses.
Before sending the collected records for the database preparation, it is important that data
should be properly compiled, and required validation check should be performed, as
discussed in Section 5.10 (Chapter 5). The validation check would largely ensure that any
freak information, such as, too high or too low figures, which may not likely to happen in
normal conditions, should be checked/dropped or brought in a certain acceptable range.
Otherwise, this type of freak information may distort the reality. The validation checks will be
followed at different levels, i.e. in the field while checking the data/information furnished in
the survey format either by the enumerators or the survey supervisors, while data entry on
computer analysis, and also during development of the database.
Data review is particularly important in short duration traffic counts, as there could be any
unusual situations, as narrated based on a real life case: there may be occurrence of some
unusual events or any happenings in some specific hour of the traffic counting day, such as,
exceptionally heavy traffic or traffic jam because of some procession or port activities; or
very low traffic because of some other reasons, e.g., heavy rain. In such situations, traffic
data are required to be adjusted based on the other days of survey. But subjective editing
procedures for identifying and imputing missing and invalid data should be discouraged; as
such exercises will distort the reality of the day. In order to avoid serious distortion of facts,
the survey should be organized on next day or so.

6.3 Selection of Appropriate Traffic Adjustment Factors

6.3.1 TAFs in Tanzania
Chapter 5 derives various traffic adjustment factors relevant for the 45 traffic sections in the
primary road network of Tanzania. These TAFs are also valid for the road network in its
catchment’s areas of the Trunk and Regional roads in the country (Figure 6.2). For

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Census Methodology for TANROADS September 2009

illustration, Count Point No. 16 on the traffic section located at Kasamwa between Usagara
and Biharamulo in Mwanza Region on Trunk Road No. T4, is selected for developing the
TAFs required to be used for any short duration traffic counts on the roads of the
catchment’s area. List of the roads falling in the catchment’s area of CP-16 is presented in
Table 6.1.

Table 6.1: Roads under the Catchment’s Area of Usanga-Biharamulo Road (CP No. 16)

Road Type Status Road Name (km)

Trunk Road All unpaved Usagara-Biharamulo (228.2), Usagara-Fulo (10)
Chibingo-Bukondo (39), Geita Port-Nungwe (25), Geita-Zera-
Nkome (56), Nyehunge-Kahunda (34), Nyehunge-Nyamazugo-
Kamnga (73), Bukowa-Nyakalilo (11), Sengerema-Nyamazugo
Regional Road All unpaved
(16), Sengerema-Katunguru (18), Bukoli-Geita (30), Geita-
Nyanwhale (61), Busisi-Nyanwhale (53), Nyamirembe Port Jn,-
Bwanga (69), Chato Jn.-Chato (5)

Figure 6.2: Trunk & Regional Roads in Mwanza Region

16

21

6.3.2 Selection of Appropriate TAFs

The TAFs are derived under the Study to take care of the fluctuations in traffic, i.e. hourly in
a day; daily in a week; and monthly in a year, for short duration counts on any traffic sections
on the Trunk and Regional Road network of the respective catchments’ areas. Hence, while
selecting the appropriate traffic adjustment factors, the following parameters and
requirements particularly need to be kept in mind:

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Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

‰ Place of the traffic count carried illustrates the specific traffic section representing
roads of its catchment’s area for the purpose of traffic estimates;
‰ Duration of survey in terms of number of hours in a day in specific day of the
week in a specified calendar month;
‰ Vehicle-wise classified traffic counts on the selected count points on the specific
traffic section; and
‰ Reference of any other unusual situation, e.g. heavy rain or foggy weather.
Using the relevant information as mentioned above, suitable TAFs should be applied for
estimating the ADT and AADT. The traffic data collected through CPs should be used for the
exercise for representative ADT for a normal day, and AADT for all the months/seasons.
Details on the applications of TAFs are given in the following paragraphs.

6.4 Application of Traffic Adjustment Factors

The traffic adjustment factors are obtained for the following applications to convert short
duration traffic into the ADT and AADT: (i) the hourly traffic adjustments factors are applied
on the traffic counts carried out for less than 24 hours in day; (ii) the daily traffic adjustment
factors applied on the counts undertaken for less than seven days in a week; and (iii) the
monthly traffic adjustment factors are required when the count is conducted in one of the
months in a year.
6.4.1 Application of TAFs for Estimating ADT
For estimating the ADT based on the short duration traffic data, an illustration for example is
given as follows:
The hourly TAFs obtained for a particular day should be applied to arrive at the traffic for a
day, e.g. the traffic count is carried out for 12 hours, and the count shows 100 vehicles,
instead of 24 hours to capture the traffic for a full day, and the empirical analysis of the
hourly traffic variation shows that any traffic count carried out on a typical day from 06:00 to
18:00 hr registers 70% of the total day traffic of 24 hours. So, the TAF of 1.43 will be applied
on 100 vehicles (12 hours count), and the resultant number of total vehicle for 24 hours will
be 143.
It may be noted that the above example shows for total number of all type of vehicles, but in
real life this TAF will be different for different vehicles, as the movement pattern of different
vehicles vary from hour to hour on any typical day for several operational advantages and
needs. Accordingly, in view of applying TAFs, the Consultants have grouped the vehicles in
four categories, i.e. (i) light passenger vehicles (ii) heavy passenger vehicles (iii) goods
vehicles and (iv) non-motorized traffic. This aspect has been detailed in Chapter 9.
After having estimated the traffic for a day showing 24-hour counts, it is required to use the
specific TAFs obtained for particular day of the week. In case, if there are no day-wise
variations in a week, which cannot be a real life situation, the level of traffic, in terms of
number of vehicles, will be more or less same. So, the ADT is calculated after having
applied the appropriate TAFs showing day-wise variations, i.e. Monday to Sunday, based on
the specific day’s traffic. Before undertaking this exercise, the user must calculate the day-
wise traffic for all the days of the week to appreciate the relative traffic level for any particular
days.
6.4.2 Application of TAFs to Estimate AADT
After having determined the ADT (Section 6.4.1), which refers to a particular month, when
the traffic count was carried out, there is a need to arrive at that traffic figure, which could
take care of the seasonal variations in a typical year. To appreciate the seasonal variations
in traffic for any traffic sections due to a number of obvious reasons (Chapter 3, Section
3.11), the traffic count exercise has been proposed to carry out in all the months of year, and
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 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

derive TAFs relevant for each month (Chapter 5, Section 5.11). So the user must collect the
specific TAF to use on the derived ADT (Section 6.4.1) to arrive at the AADT for several
traffic related analysis. In brief, all the relevant TAFs should be applied on the ADT to
determine the AADT.

6.5 Establishment of Base Year Traffic

Following the procedures and steps, as outlined in Section 6.4, the appropriate TAFs would
be applied to the traffic survey data, which are collected in the form of hourly traffic in a day
and daily traffic in a week with monthly variations incorporating the seasonal variations. The
determined AADT for any specific year, when the traffic analysis is carried out for any
purposes, can be considered as the base year traffic. But for any reasons, such as, time
over run or delay in decisions, the AADT becomes old by a year or two; or if the decisions
need to be taken for any future year(s) or so, there would be a need to establish the base
year traffic using the given or old AADT for specific year and the relevant vehicle-wise
growth factors (Section 6.6). The traffic figures, thus, arrived could be considered as the
base year traffic for different analysis purposes. This exercise would be also economical,
and there might be no need for further traffic counts.

6.6 Establishing Generalized Traffic Forecast Model

The traffic forecast modeling is an integral part of any traffic analysis. This exercise is carried
out mainly on two accounts: (i) to estimate the traffic likely to occur in future on the basis of
known factors; and (ii) in order to establish the base year traffic using the recently estimated
AADT or conducted traffic counts. However, in either of the above cases, there is a need for
establishing the generalized traffic forecast model, providing the growth rates, which could
be used for different vehicles to determine the AADTs of yesteryears; and also for future
traffic. This approach is also followed to economize the traffic count exercises by not
repeating the same, rather by using the appropriate growth factors to arrive the base year
traffic desired for any nth year(s). Generalized Traffic Forecast Model developed in the
present Study has been elaborated in Chapter 8 of this report.

6.7 Validity of Traffic Census Data

It is very difficult to organize the traffic count surveys frequently for establishing traffic
census in Tanzania in general or for any traffic sections in particular, mainly due to resource
and time constraints, so any traffic census estimates should be made in such a way which
would remain valid for a reasonable period of time.
The ToR of the Study suggests that the network-wide traffic census should be used in the
future for at least five years. Keeping this in view, the generalized traffic forecast model
(Chapter 8) provides methodology conducive for short/ medium/ long term traffic projections,
say even for more than 10 years. However, in fast changing world scenario as well as in
Tanzania, it is a difficult task to make predictions for a long term, i.e. even for 10-year or
more. The main reasons affecting the traffic census estimate in long run are:
‰ Changes in different sectors of the economy of Tanzania, affecting level of traffic,
vehicle composition, regional variation in traffic level, etc.;
‰ Changes in economic development in neighboring countries affecting international
transit traffic to the landlocked countries;
‰ Development of an alternate road or mode system;
‰ Changes in fuel prices in international market affecting movement pattern and modal
choice, etc.; and
‰ Any unpredictable natural disasters or calamities in future would certainly affect the
traffic level in the country in general, and in the most affected regions in particular.
6.5
 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

6.8 Limitations of the Traffic Census

There are several known and unknown factors, which could directly or indirectly affect the
accuracy of the traffic census in general as well as in Tanzania. It is difficult to prepare a
complete list of those factors, however, the Consultants have identified the limitations, and
grouped into the following conditions:
(i) Weather: Unusual weather conditions during the day of conducting the traffic surveys;
extent and duration of rain, in terms of mm/hr; and early/late start of rainy season in the year
may also distort the traffic survey data, however, relevant TAFs showing variation of the
month, representing the happening, could be used;
(ii) Low Traffic: Traffic Census with the application of the TAFs is not likely to give
precise results on the roads having very low or low traffic, because even a small event, such
as, any processions, or any fluctuations in traffic flow on the traffic section(s) may change
the traffic level considerably in comparison of any normal day traffic;
(iii) Suppressed Demand: In the areas, where traffic level is considerably low because of
low level of economic activities as compared to developed regions in Tanzania, any
development process by way of new investments in the backward areas would increase the
economic opportunities and activities considerably, and in turn, the level of transport
demand. This phenomenon may change the traffic level substantially, if the factors of traffic
projections are not duly incorporated in the forecast model. It may also happen, if the
economic activities further go down, leading to even lower level of traffic;
(iv) New Traffic Generators: The TAFs are likely to be affected by the opening of new
traffic generators, e.g., factories, major infrastructure projects, shopping complex, etc. These
activities may affect the traffic level manifold or with quantum jump, which is difficult to
visualize, unless the projection methodology given is completely followed;
(v) Vehicle Fleet Modernization: Any changes in traffic composition, in long term due to
technological changes, would alter the present traffic due to changes in vehicle fleet. Unless
due care is not taken on this account, the traffic census using old TAFs and growth factors
may not capture the changing scenarios;
(vi) Other Reasons: Provision of any alternate modes of transport, e.g. rail system or
construction of any roads in the catchment’s area providing alternate route1, would
substantially affect the level of traffic, causing changes the traffic census. Similarly, any
growth in national as well as in regional economy would affect the traffic demand, and with
the result, there may be considerable changes in traffic level; and
(vii) Quality Control: Since the data for undertaking the traffic census in Tanzania are to
be obtained only through the traffic surveys, it is important to get the data with high degree
of reliability. The exercise requires close monitoring and quality checks mechanism during
any traffic surveys. Otherwise, the traffic census results would suffer the accuracy and
authenticity of the traffic data for any decision-making purposes. The quality control requires
the utmost priority in any traffic census exercises.

1
For illustration, the Manyoni-Tabora-Kigoma Road including the Malagarasi River Bridge and
approach road, which are planned for construction in the near future. After the construction,
considerable traffic to/from the Democratic Republic of Congo, Burundi, Rwanda, etc. (currently
using the other routes in Tanzania) will be diverted to the above road. Other potential diverted traffic
routes will include the Mombasa-Nairobi-Sirari-Mwanza-Bujumbura; Dar es Salaam-Mbeya-Zambia-
the Democratic Republic of Congo; and the Mombasa-Nairobi-Kampala onwards routes on the
Northern Transport Corridor. Similarly, construction of Mtwara Corridor, i.e. Mtwara-Masasi-Songea-
Mbambabay will have diverted traffic from the alternative TANZAM Highway, and TAZARA for
Malawi and Zambia bound traffic.

6.6
 Figure 6.1: Flow Chart Showing Derivation & Application of TAFs for Estimation of AADT

Baseline Traffic Count Study Usage / Application of TAFs

TAFs Derivation

Conduct of Traffic Surveys (TS) Planning for Traffic Surveys

Analysis of Road Network at 45 CPs

Identification & Selection of Traffic Data Collection - one week in a month for
Traffic Sections one year at each CP

Selection of Traffic Count Short Duration Traffic Count (e.g. 12-hr)

7 days data in each month (12-hr Traffic Survey
Points (CPs) on any Traffic Sections in the
for 4 days & 24-hr Traffic Survey for 3 days)
Catchment's Area of a Specific CP
Design of Traffic Survey
Format
Compliation, Validation & Analysis of Traffic Data
6.7

Selection of Traffic Survey

Enumerations, Training & Pilot Data Storage for Traffic Information Data Base
Survey (TIDB) Compliation, Validation & Analysis of
Traffic Data
Traffic Information Data Base (TIDB)

Derivation of TAFs for 5 weekdays &

2 weekends

Expanded Data for 24-hr on the day of

24-hr Traffic data for
Survey
7 consecutive days in each month for one year

Traffic Forecast
Derivation of Daily Traffic Adjustment Factors Model

ADTs for all 12 months Average Daily Traffic (ADT) for the Traffic
Section
Derivation of Monthly Traffic Adjustment Factors
& other Exogenous Adjustment Factors (e.g.,
weather, any accident or some local factors) Annual Average Daily Traffic (AADT) for
the Traffic Section (Base Year Traffic)
Annual Average Daily Traffic (AADT) Traffic Growth Rates

Projected Traffic (as per requirement)

Procurement of ATCCs for
Traffic Census in Tanzania 7
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Census Methodology for TANROADS September 2009

7.0 PROCUREMENT OF ATCCS FOR TRAFFIC CENSUS IN

TANZANIA
7.1 Background
This chapter illustrates the procedure followed in selection and procurement of the
Automatic Traffic Counters and Classifiers (ATCCs) for TANROADS for carrying out the
classified traffic counts on the primary road network in the country. Tanzania has total road
network of 86,472 km (July 2009), of which the primary road network comprises the Trunk
and Regional Roads totaling 29,847 km. TANROADS is the agency responsible for
maintenance and up-gradation of the primary road network (29,847 km) in the country. The
management of total road network, particularly the primary network, needs regular and
systematic estimation of traffic with its composition.
The present study aimed at carrying out Baseline Traffic Counts in Tanzania Mainland and
Establishing a Comprehensive Traffic Census Methodology for TANROADS. The traffic
count exercise under the Study was carried out by enumerators, i.e. manual traffic counts for
the whole year on the selected 45 CPs1. However, the Study, inter alia, intended to “identify
and acquire the necessary equipment (ATCCs) suitable for Tanzanian environment to carry
out continuous traffic counts”. The basic idea behind procurement of a suitable traffic
counting equipment was to modernize the system of traffic estimates in the country, which
should be more effective, efficient and economical, so that the traffic count exercise could be
undertaken regularly as well as frequently on a much wider road network of the country. This
option would certainly establish more accurate and reliable traffic data for any desired
purposes.
There were certain issues to be considered before selecting and procuring the traffic count
equipment as follows: (i) the number of total traffic counting locations countrywide (Chapter
4); (ii) the total budget available for purchase of the approved equipment; (iii) the number of
equipment required based on the number of counting stations, cost of the appropriate
equipment, and the budget available; (iv) departmental capability available to operate and
maintain the equipment procured, and also to provide support mechanism to protect the
equipment; (v) selection of the most suitable equipment2 and its suppliers with required
backup supports; and (vi) other issues. The following sections bring out certain facts,
information collected and analysis carried out by the Consultants towards the procurement
of equipment.

7.2 Selection of the Appropriate ATCCs

While selecting the traffic counting equipment, the first and foremost task was to appreciate
and understand carefully the requirements of traffic census in Tanzania; the magnitude and
spatial distribution of the primary road network and the identified traffic sections and count
points; surface and quality of pavement of specific road(s); capability of equipment in
recording information (essential3 and desirable, as indicated in Chapter 5); retrieval of
information and analysis capability on normal computers with basic users’ expertise, etc.

1
The results of traffic count on these CPs have been used for establishing different traffic adjustment
factors (TAFs) for the entire primary road network in Tanzania.
2
Depending on the factors, whether the equipment is mobile/temporary installed or required to be
fixed permanently on different counting stations. This would be mainly based on the extent and
magnitude of traffic counts required at different stations as well as the optimum usage of the
equipment.
3
Traffic equipment required to be capable of recording information as described in the Traffic Survey
Format designed for the present Study.
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The advantage of traffic count equipment is to record information over a long period of time
with relatively much lower operational cost. Data collection based on any long duration will
minimize the errors caused by fluctuations in traffic flow depending on different pattern of
traffic on varied time period. For the purpose of classification of vehicles, traffic count
equipment normally detects the type of a vehicle taking into account the time taken between
the passage of individual axles or on the basis of overall length of the vehicle passed at the
count point.
The most appropriate traffic data collection methods, with equipment, depend upon the
objectives of the survey planned. For example, equipment with the traffic classifier facilities
is preferable to any simple counters, as the additional data, thus, obtained are usually worth
comparing its additional cost. However, in context of Tanzania, it is important that the vehicle
classification system would be appropriate for the prevailing vehicle fleet in the country. The
selection of technology is based mainly on the following factors and guidelines.

7.2.1 Information Required

The need and multiple usages of traffic census in highway planning and management, and
also private sector participation in the road sector investments, have been adequately
discussed in the Chapter 3. The following paragraphs present the characteristics of
equipment required for permanent and temporary traffic count stations:
(i) Permanent Traffic Count Stations: usually consist of a Traffic Counter/Classifier
and a permanent detector, such as, an induction loop. The loops, usually need to be
replaced approximately every three years; and
(ii) Temporary Traffic Count Stations: are usually best done with Pneumatic Traffic
Counters and Classifiers/ Radar Counters and Classifiers.
If the survey is to be done on regular basis, it may be appropriate to install loops. This is
important on multilane roads where pneumatic tubes / radar are not viable. Magnetic
counters are very portable and easy to install, but they do not have the same accuracy as an
axle detector system.

7.2.2 Traffic Survey Format

A detailed note on the requirement and design of the suitable traffic survey format has been
given in the Chapter 5 of the present report. The Traffic Survey Format (Annexure 5.2-A)
has been used for the traffic counts at 45 CPs under the present Study. In view of the
information required through the traffic surveys, it is highly desirable that any traffic counting
equipment should be essentially capable of collecting the information required, e.g. the
information required through the Traffic Survey Format. The advantage of this would be
many, e.g. comparison and analysis of historical traffic data and information, consistency in
traffic data collection format, assurance of information being collected are required, etc. The
Traffic Survey Format consists of the vehicle classification as given in Table 5.3 of Chapter
5.

7.3 Equipment Based Traffic Counting in Tanzania – A Review

7.3.1 General Rationale
Prima facie, it is rather difficult to perceive and evaluate the merits of any traffic survey
techniques, whether it should be equipment based or enumerators based, particularly in
developing countries, where open unemployment is so apparent. In Tanzania also,
incidence of open and seasonal unemployment exists, particularly in remote and rural areas,
where shadow wage rate is expected to be lower than that of prevailing minimum wage
rates. The estimation and analysis of shadow wage rate and incidence of seasonal/open
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unemployment are beyond the scope of the Study to evaluate the resource cost implications.
However, it is important to keep these issues in mind while choosing any technology for
developing countries, including the traffic count equipment. For the purpose, a diagnostic
analysis revealing certain facts on the cost advantage of an equipment based traffic counting
has been worked out and presented in the following paragraphs.

7.3.2 Assumptions – Equipment / Enumerators Based Method

For selecting any method or technology for conducting traffic survey on a regular basis at
many count points in Tanzania, enumerators/manual based or equipment based, it is
important to evaluate the merits with cost efficiency. For the purpose, following the life cycle
cost analysis of the proposed equipment with the traditional enumerator based traffic
counting; the Consultants have made an attempt to compare these two technologies.
Based on essential assumptions on functional capability of any traffic counting equipment,
average likely cost of equipment and expected operation and maintenance costs, equipment
utilization level, lay off period, duration of traffic survey, etc. on one hand, and generalized
traffic count cost in Tanzania by deploying enumerators at a typical counting points with
similar survey duration on other, the following cost comparison has been made using mainly
the net present value (NPV) estimates for the life cycle cost analysis4 of the equipment
considered for the analysis. For illustration, the cost comparisons based on underlying
assumptions for the equipment based counting and enumerators/manual counting, have
been carried out, though the results of the exercise may be considered to be indicative only.
For the analysis, the cost of ATCC equipment c.i.f. Dar es Salaam has been considered:
US$ 5,000 per unit (all inclusive); utilization level of equipment: 70%; operating cost of
equipment: 30% of the capital cost; maintenance cost of the equipment: 15% of the capital
cost; contingency/unforeseen cost of equipment operation and function: 20%; the NPVs
estimated at 10% discount rate; equipment functional life: 5 years; salvage value of the
equipment: 20% of the capital cost at terminal year (considering buyback arrangement with
new equipment); and evaluation period: 10 years. It is assumed that one unit of equipment
could survey 36 CPs in year; considering three survey weeks in a month, so in 12 months 36
CPs could be covered. One-week time in a month is left for movement of the equipment
from one place to another. It may be also noted that for costing purpose, as much as 30%
margin is left for non-utilization of the equipment.
Whereas, for the enumerators based traffic counting cost is largely based on the
estimates/expenditures, which have been incurred during the present Study for carrying out
the Baseline Traffic Counts in Tanzania, and a cost efficiency factor of 70% has also been
assumed, that means, if any regular traffic count exercises are carried out, there might be
reduction in cost up to 30% due to more experience and higher utilization of resources
involved in the repetitive tasks. Overheads expenditure in either of the cases, equipment
based or enumerators based, is assumed to be the same.
The results obtained in the NPV terms shows about US$ 49,000 in case of equipment based
traffic counts cost, and about US$ 75,000 for enumerators based traffic counts costs. These
costs, i.e. NPVs precisely show that in order to have similar level of output, i.e. traffic count
at 36 CPs in a year by either equipment based or enumerators based, the total cost
estimated for 10 years, and discounted at present value would be incurred. This analysis
shows that the equipment traffic counting is an economical option, as the NPV is lower than
that of the alternate one.

4
Life Cycle Cost Analysis incorporates the capital as well as operation and maintenance costs over a
period of time, so that the total cost implications could be accounted for.
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7.3.3 Analysis – Equipment Vs Enumerators Based Traffic Counts

Section 7.2 describes the purpose and selection of introducing the equipment based traffic
count system. In a nutshell, the purpose of introducing the equipment based traffic count
system is to have a cost efficient option for traffic count exercises in Tanzania on a regular
basis, and also more reliable data. After having properly calibrated, the equipment based
traffic count system, the classified vehicle counts, is expected to yield accurate estimates
with much shorter intervals of time at lesser cost, if the utilization level of the equipment is
optimum. The diagnostic analysis as presented in Section 7.3.2 confirms the cost efficiency
of the equipment based traffic counting or an ATCC with a convincing margin over the
enumerators based counting.
However, general statement on the merit of the ATCC deployment as well as cost
advantages on any traffic sections in Tanzania or any countries might not be true. It has to
be seen in view of several other related facts and situations. One of the very important
parameters is the existing level of traffic, e.g. a traffic section observing less than 100 vpd,
(vehicles per day) or another traffic section with 500 vpd or 1,000 vpd or more should not
have the same treatment for traffic counting and justification of deployment of an ATCC.
Counting in traffic sections with lower level of traffic should be preferred by deploying
enumerators, preferably through locally hired, but pre-trained enumerators. Such locations
are generally remote and isolated, and frequency of surveys requirements may be less, the
duration of time interval may be higher, etc., and in such cases, the enumerators based
traffic count will be a much better option. Moreover, carrying and installation of an ATCC
would be perhaps uneconomical proposition in the above situations.

7.4 Need Assessment of ATCCs for Undertaking Traffic Surveys

7.4.1 General
Number of traffic count locations countrywide has been estimated at more than 500 (Chapter
4) on the Trunk and Regional Roads under TANROADS in Tanzania. Ideally speaking, the
any road agency including TANROADS would like to have facilities of traffic counting with
the ATCCs viewing its merits in general. Considering the administrative and functional
requirements and advantages, every Regional Offices of TANROADS should be equipped
with the ATCCs to carry out survey activities as per their requirement and priorities. With this
understanding, there would be requirements of 21 ATCCs or sets of ATCCs. “One machine
can be used at more locations throughout the year because the sensors can be left in place
and only the counter-unit itself needs to be moved. For example, if a count is made at each
site for a week, then that one machine can cover four sites every month5”. However, the
choice of equipment varies on the requirement, type of roads, level of traffic flow, type of
road surface, etc.
However, the traffic sections on corridors with relatively higher level of traffic need to be
given priority, e.g. ADT >400 vpd. The following corridors apparently observe higher level of
traffic: TANZAM Highway; Chalinze–Segera-Himo; Himo–Arusha–Namanga; Arusha–
Makuyuni; Segera–Tanga; Morogoro–Dodoma–Singida–Nzega; Nzega–Shinyanga–
Mwanza; Tinde–Kahama–Nyakahura; Mwanza–Makutano; Makutano–Musoma; Mwanza–
Geita; Makambako–Songea; Uyole–Kasumulu; Himo–Tarakea; Dar es Salaam–Lindi; Lindi–
Mingoyo; and Mingoyo–Mtwara, Mingoyo–Masasi.

5
The Traffic Data Acquisition (Final Report), 2004.
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7.4.2 Need of Continuous Data Updating

Following the earmarked upgrading program of roads in the country, the present TAFs may
not be effectively applicable due to changes in movement pattern, vehicle composition, etc.,
once the upgrading works are complete. The major roads falling under this consideration
include Tunduma–Sumbawanga, Manyoni–Tabora–Kigoma, Unity Bridge construction and
upgrading of Mtambaswala–Mangaka and Mangaka–Masasi road, Masasi–Songea–
Mbambabay roads, and Tanga–Horohoro road. A brief note on specific road is given as
follows for an illustration:
(i) Manyoni–Tabora–Kigoma Road: Upgrading of this road will likely to observe the divertible
traffic, which is currently using other routes within and outside Tanzania, such as, the Northern
Corridor in Kenya. Already, the trucks with cargo bound to Kigoma are using this route. The counts on
the traffic sections, which will have to be reviewed, are those between Dar es Salaam–Morogoro–
Dodoma, Tabora–Kaliua, Kigoma–Nyakanazi, and Tabora–Nzega–Tinde–Nyakanazi;
(ii) Unity Bridge, Mtambaswala–Mangaka and Masasi–Mangaka–Tunduru–Songea–
Mbambay Road: Construction of the Unity Bridge at Mtambaswala, and upgrading of the
Mtambaswala–Mangaka and Masasi–Mangaka–Tunduru–Songea–Mbambay Roads will generate
traffic between Southern African countries and the northern ones through Dar es Salaam, Lindi and
Mtwara, further it will likely divert traffic from TANZAM Highway to the road. The traffic sections to be
affected are those on the Dar es Salaam–Lindi–Mingoyo–Masasi road, and also Mingoyo–Mtwara;
(iii) Tanga–Horohoro Road: Upgrading of Tanga–Horohoro Road will have impact on the TAFs
for the traffic section of Tanga–Segera, Segera–Chalinze, etc.;
(iv) Tunduma–Sumbawanga–Mpanda Road: Upgrading of this road will have impact on TAFs
and also traffic on the roads under its influence;
(v) Makongolosi–Rungwa–Itigi–Mkiwa Road: Upgrading of this road will have impact on TAFs
and also traffic on the roads in the surroundings; and
(vi) Tabora–Koga–Mpanda Road: Upgrading of this road will have impact on TAFs and also
traffic on the roads under its influence.

7.5 Criteria for Procurement of ATCCs

While procuring the equipment for traffic count, the Consultants reviewed the merits and
demerits of technology, accuracy of providing vehicle counts, classification and speed as
well as its suitability with the site conditions. The selection of the ATCCs has been done
through a two-stage process. First stage consists of selection of suitable technology, and the
second stage for the selection of ATCC suppliers for the selected technology within the
frame of economy and efficiency. Details about selection of technology and ATCC suppliers
are described in the following sections.

7.5.1 Selection of Technology

The Consultants explored the global road traffic technology market for selecting a suitable
ATCCs considering various factors described in the earlier reports. It was revealed that all
the equipment and technologies available were almost equally accurate in counting the
number of vehicles, but accuracy of classifying different types of vehicles varied among the
equipment. The vehicles are classified by most of the equipment on the basis of distance
between the axles (axle spacing) of vehicles or the overall length of the specific vehicle
body. The equipment which is buried in the pavement or installed on the pavement surface
classifies vehicles based on axle spacing, while, the equipment which is mounted on side
poll or overhead gantry classifies vehicles on the basis of overall body length.
The issue of accuracy of vehicle classification arrives in case of two different types of
vehicles with the same axle spacing or same overall body length. For example, it is not
possible with such equipment to differentiate between a bus and a truck, of the same body

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length and the same axle spacing, probably for any ATCC equipment available. Therefore,
the worldwide practice adopted for getting more accurate vehicle classification is to measure
actual split of such vehicle modes (e.g. bus and truck) with manual counts over a short
duration of time and apply the split to the total count obtained by an ATCC.
For the purpose, the Study explored the following ATCC technologies, which were observed
to be widely used for the purpose of traffic counting, classification, and measurement of
speed, etc.: (i) Pneumatic Tube System; (ii) Inductive Loop Detector; (iii) Piezo-electric
Sensor; (iv) Digital Video Detection and Image Analysis; (v) Radar Counters & Classifiers;
and (vi) Automatic Number Plate Recognition.
The ATCC technologies listed above are briefly discussed with their merits and demerits as
follows:
(i) Pneumatic Tube System (PTS)
Pneumatic tubes are hollow rubber tubes stretched across the portion of the roadway where
vehicle counts and/or speeds are needed. One end of the tube is attached to a traffic
counter/classifier and the other end is plugged to prevent air leakage as a vehicle crosses
the transducer on the classifier. The tubes are typically 13 mm (0.5”) in diameter and are
relatively accurate for light traffic flows. Two tubes are placed around 1 m apart to measure
the axle spacing, speed, vehicle class, etc. The advance belt technology eliminates placing
of the two tubes at an exact distance apart. The belt is made up of two tubes placed exactly
6” apart.

Pneumatic Tube System

Advantages:
‰ The system can provide accurate vehicle count, classification and speed; and
‰ Relatively easy to install, there is no need of cutting or digging the road surface.

Disadvantages:
‰ The tubes or belts can easily get damaged due to poor road surface and heavy traffic and
vulnerable to vandalism; and
‰ This system is not suitable for measuring traffic on unpaved or dirt roads.

(ii) Inductive Loop Detector (ILD)

A wire or circuit is buried in a shallow cutout in the road surface. The loop is connected with
the electronic unit located in controller cabin. The wire loop is excited with a signal ranging in
frequency from 10 kHz to 200 kHz and functions as an inductive element in conjunction with
the electronics unit. When a vehicle stops on or passes over the loop, its inductance is
decreased. The decreased inductance increases the oscillation frequency and causes the
electronics unit to send a pulse to the controller, indicating the presence or passage of a
vehicle.

Inductive Loop Detector

Advantages:
‰ When properly installed and maintained, an ILD continues to be the best in all weather
condition;
‰ If properly installed, it can accurately provide vehicle count, classification and speed;
‰ The ILD performs well in both high and low volume traffic and also in different weather
conditions; and
‰ The Inductive Loop remains completely covert after installation and it remains protected from
vandalism.
Disadvantages:
‰ Requires extra skill for installation and the traffic operations are to be stopped while
installation;
‰ For installation, several grooves are to be made on the road surface;

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‰ Installation of Inductive Loop is permanent in nature; and

‰ The ILD system, may suffer from poor reliability, primarily from improper connections made.
These problems are accentuated when loops are installed in poor pavement or in areas
where utilities frequently dig up the roadbed, hence not suitable for unpaved roads.

The system is unable to directly measure speed. If speed is required, then a two-loop speed
trap is employed or an algorithm involving loop length, average vehicle length, time over the
detector, and number of vehicles counted is used with a single loop detector.

(iii) Piezo-electric Sensor (PS)

Piezo electric detectors are metal strips placed beneath the road surface. The metal strip is
able to transform mechanical energy into electrical energy. In essence, the sensors become
transducers and measure the degree of electric polarization each time a vehicle wheel rolls
over them. These devices are used for vehicle detection, counting, and classification. They
are also useful for weight in motion applications for truck weight data collection and weight
enforcement screening.

Piezo-Electric Sensor
Advantages:
‰ If properly installed and maintained, the Piezo-electric Sensor continues to be the best in all
weather condition;
‰ If properly installed, can accurately provide vehicle count, classification and speed;
‰ The system remains completely covert after installation and it remains protected from
vandalism; and
‰ If Class–I Piezo-electric Sensors are used, the system can provide axle weight also.

Disadvantages:
‰ This system requires extra skill for installation and the traffic operations are to be stopped
while installation;
‰ For installation, several grooves are to be made in the road surface;
‰ Installation of Piezo-electric Sensor is permanent in nature; and
‰ Not suitable for unpaved roads.

(iv) Digital Video Detection & Image Analysis

A video camera placed on overhead gantry, records all the vehicle movements, while the
Image Analyzer (software) counts and classifies the vehicles. The software creates grids of
different sizes which fit different category vehicles on the basis of length. It classifies
vehicles based on the vehicle length as well as measures speed.

Digital Video Detection & Image Analysis

Advantage:
‰ The system is almost maintenance free;
‰ The camera setup is less vulnerable to vandalism; and
‰ Provides accurate vehicle count and speed data.
Disadvantages:
‰ Installation is difficult, as the camera is to be installed on an overhead gantry;
‰ Additional lighting is required during night times; and
‰ Installation is more of permanent nature than mobile.

Moreover in a response to the Consultants’ inquiries to the technology providers, it was

revealed that Digital Video Detection technique would not be able to provide vehicle
classification with acceptable accuracy for different modes of vehicles operating in Tanzania.

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(v) Radar Counters & Classifiers (RCCs)

Radar Counters and Classifiers can measure speed, direction, length and time gap of
vehicles. It classifies the vehicles by their length, and not by axle configuration. It can be
mounted at nearly one meter height on the pole in the side of the road or on the overhead
gantry also and the vehicle entering in the radar range is detected by an electronic device.

Radar Counters & Classifiers

Advantages:
‰ Installation of the RCC is easy and requires no cutting or digging on road surface;
‰ Installation of the RCC is mobile in nature;
‰ It gives accurate vehicle count, classification and speed during all weather; and
‰ Requires no additional lighting during night time.

Disadvantage:
‰ The RCC unit setup is vulnerable to vandalism.

(vi) Automatic Number Plate Recognition (ANPR)

Digital pictures of the vehicles are taken from a road side mounted camera of the ANPR
System, focusing on the license plate of vehicles. These digital images are transferred to the
computer system and analyzed with help of License Plate Recognition (LPR) software,
which is based on special form of Optical Character Recognition (OCR) technology. The
software enables computer systems to read automatically the registration number (license
number) of vehicles from digital pictures, and transforms the pixels from digital image into
the ASCII text of the number plate. This technique is generally used for speed enforcements
in urban areas and on freeways, as well as in parking lots.

Automatic Number Plate Recognition

Advantages:
‰ The system can provide vehicle count with registration number accurately.

Disadvantages:
‰ For measuring vehicle speeds, additional camera is required; and
‰ Vehicle classification is not possible at all, unless the Vehicle Registration Database of entire
country is available (the registration numbers obtained from the system can be compared
with the database, and vehicle type can be retrieved).

The Consultants made the comparisons the ATCC technologies described above based on
the following criteria:
‰ The equipment should be able to classify different modes of vehicles;
‰ The equipment should be suitable for use on unpaved or dirt roads;
‰ Installation of the equipment should be mobile so that it can be used at different
count stations as per requirements;
‰ Installation of equipment should be easy so that it can be installed with handy tools
and no great skill is required;
‰ The equipment should be able to work under all weather conditions; and
‰ The equipment should not be vulnerable to vandalism.

Comparison of these ATCC technologies considering the above-mentioned criteria, is given

in Table 7.1, reveals that’s best suitable ATCC technology for good paved roads would be
“Pneumatic Tube System” and for any type of roads including unpaved roads would be
“Radar Counters and Classifiers”.

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Table 7.1: Comparison of Different ATCCs Technologies

Digital Video
Pneumatic Piezo- Radar Automatic
ATCC Technology & Inductive Loop Detection
Tube electric Counter & Number Plate
Feature Detector and Image
System Sensor Classifier Recognition
Analysis
Vehicle Classification Y Y Y Y* Y N
Suitability for Gravel
N N N Y Y Y
Roads
Type of Installation
(Permanent or P/M P P P/M P/M P/M
Mobile)
Easy Installation Y N N N Y Y
Weather Resistant N Y Y N Y N
Safe from Vandalism N Y Y Y N Y
* cannot classify different modes of vehicle up to acceptable accuracy.

7.5.2 Selection of the ATCCs Suppliers

The Consultants contacted reputed suppliers to get product information as well as price
quote of different ATCCs. The suppliers were requested to provide with the information
required by filling up a specially prepared checklist, to judge suitability of each ATCC product
to the prevailing site conditions of the identified count points in Tanzania. A list of the
suppliers with the product names and the technology used for selecting the most suitable
ATCC equipment6 for Tanzanian Roads is shown in Table 7.2 (*selected ATCCs).

Table 7.2: ATCC Suppliers with the Product Names for ATCC Equipment
Name of Firm Product Name Technology
Digital Video Detection and Image
ACISA, Brazil Visioway Opencounter
Analysis
Automatic Number Plate
Adaptive Recognition Hungary CARMEN ANPR
Recognition
Digital Video Detection and Image
Austrian Research Centers* SmartEye TDS
Analysis
Digital Video Detection and Image
Autoscope, Minnesota, USA Autoscope Solo Terra
Analysis
DataCollect Traffic Systems, Germany* SDR Radar Counters & Classifiers
Diamond Traffic Products, Oregon Unicorn-4 LP Inductive Loop Detector
Diamond Traffic Products, Oregon Unicorn-F 4PZ Piezo-electric Sensor
Apollo Counter with
Diamond Traffic Products, Oregon Pneumatic Tube System
Road Tubes
EIS Traffic Solutions, Canada RTMS - G4 Radar Counters & Classifiers
TREX Flex HS Counter
JAMAR Technologies, Inc., USA Pneumatic Tube System
Classifier
MetroCount, Australia MC 5710 Piezo-electric Sensor
MetroCount, Australia* MC 5600 Pneumatic Tube System
Sierzega Electronics, Austria SR4 Radar Counters & Classifiers
Sierzega Electronics, Austria SR3 Radar Counters & Classifiers

6
The Consultants proposed that all the TANROADS regional offices should be equipped with the
ATCC for understanding the traffic count activities on the road network in its jurisdiction.
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7.6 Outcome of the Technology Scan

Considering merits and demerits of different ATCC technologies, and paved and unpaved
roads in Tanzania, the Consultants proposed through the Third Progress Report of the Study
(June 2008) to procure two sets of equipment for each region, consisting of one set of
“Pneumatic Tube System”, which can be used to measure traffic on good paved roads, and
another set of “Radar Counters and Classifiers”, which can be used to measure traffic on
paved/unpaved or dirt roads. The Consultants also proposed to have permanent installation
of equipment i.e. Piezo-electric Sensor on the important major corridors, might be up to five
traffic sections, provided the budget available.
As the approved budget for procurement of ATCCs in the present Study was US$ 85,000
only, which was not sufficient to procure the equipment, as proposed by the Consultants.
Hence, soon after submission of the Third Progress Report, the Consultants proposed to
organize a meeting with the Clients to solicit their view on selection of the Automatic Traffic
Counters and Classifiers (ATCCs) with functional feature in view of the requirements, and
respective suppliers. The meeting was organized with the following agenda:
(i) Identification of the most appropriate ATCCs for the Tanzanian conditions;
(ii) Number of equipment in view of requirements, and cost implications within the
available budget, i.e. US$ 85,000;
(iii) Considering the need/ requirement of TANROADS of the ATCCs, if budgetary
constraints are observed, view of the Clients on the same and approval thereof;
(iv) To appreciate the implications on the imports of such equipment in Tanzania, and
facilities available/ tax wavier on equipment imported for development purposes,
such as the ATCC; and
(v) TANROADS procedure and requirement for placing order to procure equipment,
particularly in view of specialized equipment and a few suppliers.

TANROADS Officials concerned were kind enough to discuss the above-mentioned agenda
in the meeting proposed. During the meeting, it was also realized and agreed for the need to
evaluate the functional performance of the proposed ATCCs, particularly in view of the
Tanzanian environment, and also the training of the TANROADS Counterpart Staff should
be properly conducted for the use of these before placing any order for the whole lot of the
equipment, as per the budget. It was, therefore, decided that initially two sets of Pneumatic
Tube System and Radar Counters and Classifiers should be procured at the earliest
possible for the purpose.

7.7 ATCCs: Final Selection & Procurement

Based on the outcome of the technology scan and meetings with the Clients, as stated in
Section 7.6, the Consultants procured, as sample, two units of Pneumatic Tube type
equipment (MC5600) from Microcom Pty Ltd, Australia, and two units of Radar Type
Equipment (SDR) from DataCollect Traffic Systems GMBH, Germany to evaluate the
functional merit of the equipment on Tanzanian traffic system.
After having procured the above-mentioned ATCCs, a series of demonstrations were
organized by the Consultants before the designated officers of TANROADS Headquarters,
and Regional Office, Dar es Salaam, TANROADS, in February 2009. During the
demonstration, the Consultants covered general features of the ATCCs procured; preset
timings, already done in the office well before the demonstration, on start and end time for
conduction of the survey during different time slots for the Radar (SDR), as per the
requirements; installation of both the ATCCs at site; live demonstration of traffic counting
with display on monitor; procedure of downloading the traffic data from the ATCCs to a
laptop and further analysis; etc.

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The officers of TANROADS actively participated in the functional demonstration of the

ATCCs, and its usage, etc. on site, and got satisfied with the performance of both the
ATCCs, viz. (i) Pneumatic Tube type equipment (MC5600); and (ii) Radar Type Equipment
(SDR).
Installation of the ATCCs Pneumatic Tube “MC 5600” and Radar “SDR” at site is shown in
the photographs as follows: two photographs (in the first row) refer to the Pneumatic tubes
stretched across the road, whereas the two photographs (in the second row) depict the radar
with the battery mounted on a pole beside the road.

While evaluating the functional advantages of the ATCCs, the Radar Counters and
Classifiers “SDR” appeared to be more preferred. It may be noted that the cost of SDR per
set is nearly double of the cost of MC56007. Main reasons for the preference of SDR could
be attributed to its easier installation for traffic count, and simplicity in the analysis of the
data for classifying various vehicles moving on Tanzanian primary road network. Thus,
considering the operational advantage of the ATCCs, and consultations with the Clients, the
Consultants procured 18 sets of Radar Counter and Classifier “SDR” and 2 sets of Tube
type equipment (MC5600) within the budget.
The ATCCs (18 sets) procured were duly handed over to TANROADS. A comparison in the
operational characteristics of ATCCs Pneumatic Tube “MC5600” and Radar “SDR” is
presented in Table 7.3.

7
Cost of one set of MC5600 is nearly US$ 2,100, whereas it is US$ 5,000 per set in case of SDR.
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Table 7.3: Comparison in the Operational Characteristics of Procured ATCCs

Pneumatic Tube Type (MC5600) Radar Type (SDR)
Classifies the vehicles based on axle spacing of Classifies the vehicles based on overall size of
different vehicles different vehicles
Pneumatic tube is best suited for paved roads Can be used for any type of road surface like
because of faster wear and tear of tubes on bituminous/gravel, earthen, etc.
unpaved roads, so not advisable for gravel roads
Start time of survey can be fixed in the office Setting time, i.e. start and end of survey
itself even 10 days before the survey and (maximum 4 slots in a period of 24 hours) can be
installations can be made at the site in due done in the office
course. RSU start counting the traffic data at the
fixed time
Survey can be monitored by connecting the road Traffic vehicles can be seen online by the
side unit to a laptop connection with GPRS
Data can be unloaded during as well as after the The data can be downloaded only after the
survey survey is over
Battery works for 290 days of operation. In idle Rechargeable battery
state, it draws a negligible current
Data base provides information like date and time Data base provides information like date and time
of survey, velocity, wheel base and spacing of of survey, velocity, and overall length of the
axle of vehicle passing vehicle passing
Tubes are generally replaced after two years Palm PDA should be charged every fortnight

7.8 Way Forward

For conducting the countrywide traffic census on the primary road network in Tanzania, the
Consultants identified more than 500 traffic sections and count points spread over in 21
TANROADS Regions. The traffic sections and count points have been identified for
undertaking the traffic survey exercise in the country to have a complete traffic census with
use of appropriate TAFs. With the procurement of the Automatic Traffic Counters and
Classifiers (ATCCs), considerable share of the total traffic survey activities could be easily
carried out by the ATCCs in a short time with economy. However, while organizing
equipment based traffic count activities, it is expected to note some important points, so that
optimum usage of the ATCCs could be realized. A brief note on the use of the ATCCs is
given as follows;
Before start using the equipment, it is important to refer to the “User Manual of ATCCs”
carefully. As earlier stated that the ATCCs should be used appropriately, so it is desirable to
prepare a plan illustrating the list of roads where the deployment of ATCCs would be
appropriate. The major criteria would be the level of traffic (vpd and motorized/non-
motorized composition), availability of trained manpower, safety and handling of the
equipment, proper installation in view of sensing the passing vehicles, etc. The extent of
traffic count duration and frequency of the traffic surveys should also be planned in view of
accuracy and requirements.
After having performed the ATCCs based traffic surveys, there would be need for proper
data analysis, and for the purpose, migration of the collected traffic data into the TIDB
System for generating several reports, which would be required for planning and decision
making purposes.
There should be sufficient trained technical staff to use the procured ATCCs, for that
TANROADS should organize training programs regularly at the various regional offices.
In a situation, when the equipment is somehow not functioning properly, it is advised that the
users should not open or tamper the equipment or start doing repair, etc. work, rather
consult the suppliers for their proper guidance and follow them strictly. For immediate
reference, kindly refer to the User Manual (Volume III).

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in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

8.0 GENERALIZED TRAFFIC FORECAST MODEL

8.1 Analytical Base
The traffic forecast modeling is an integral part of any traffic analysis. This exercise is carried
out mainly on two accounts: (i) to estimate the traffic likely to occur in future on the basis of
known factors; and (ii) to establish the base year traffic using the recently estimated AADT or
conducted traffic counts. In either of the above cases, there is a need for establishing the
generalized traffic forecast model, providing the growth rates, which could be used for
different vehicles to determine any AADTs for future. This approach is also followed to
economize the traffic count exercises by not repeating the same, rather by using the
appropriate growth factors to determine the base year traffic desired for any nth year(s).
The traffic forecast modeling for Tanzania has been carried out for passenger and freight
carrying vehicles. Within passenger vehicles, the model provides growth factors separately
for cars, utility vehicles, mini buses, and buses; and under freight carrying vehicles, light /
medium / heavy trucks, and very heavy/articulated trucks. In fact, the traffic count exercise,
as detailed in Chapter 4, has been planned for motorized and non-motorized traffic under the
Study. For the present analysis of the traffic census in Tanzania, the traffic forecast model
for non-motorized vehicles has, however, not been suggested on account of several
conceptual reasons, viz. lack of short/long term policy for non-motorized traffic (NMT),
empirical research on NMT in Tanzania, vision on transport policy about substitution on NMT
in view of uneconomical mode of transport, etc. Therefore, the traffic forecast model under
the present analysis covers only the motorized vehicles.

8.2 Forecast Modeling

The traffic forecast modeling exercise is generally based on the following approach and
techniques:
• Trend Analysis of the Historical Traffic Data;
• Econometric Models based on the Causal Relations; and
• End User Approach, usually Incorporating Effects of New Projects.

(i) Trend Analysis: The generalized forecast model for Tanzania is based on several
historical data on traffic on different traffic sections on the primary road network, registration
of different types of vehicles, consumption of fuel (diesel/petrol), particularly by transport
sector, etc.;
(ii) Econometric Models: This exercise is mainly based on a various causal
interdependent relations, viz. (i) growing population and transport needs, (ii) growth in
different economic activities (primary: agriculture, mining, etc.; secondary: manufacturing,
construction, etc.; and tertiary: transport and communications, trade and business, etc.) and
transport demand; and (iii) growth in the national gross domestic production (GDP) and per
capita income, and contribution of the transport sector or related sector(s). These analyses
required to be carried out as per the available historical data for Tanzania; and
(iii) End User Approach: In fact, effects of transport requirements of new or forthcoming
projects in nth year are not reflected while undertaking either in trend analysis or in the
econometric models. So, there would be requirement to estimate the transport needs for
passenger and freight movement (duly converted into specific vehicles) of any such new
projects coming up or planned in specific year in the catchment’s areas. These projects
usually come up in phases spread over a few years or on intervals; and their demand for
transportation would also be accordingly changing, so due care is required to capture the

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reality while estimating the transport needs. For the application in the vehicle-wise
projections, the estimates are referred to in Section 8.3.1 on Step-in Traffic.
Besides the above-mentioned standard traffic forecast modeling, the movement pattern of
the port traffic at Dar es Salaam for the neighboring land-locked countries, and intra-country
freight movement following supply-demand structure of selected bulk cargo in the country
needs to be analyzed and incorporated in view of the generalized traffic forecast model.
(iv) Divertible Traffic: Due to improvement of any roads, there would be a high
probability of traffic moving from alternative routes/roads may get shifted on the improved
roads, if beneficial to the road users mainly on account of time, distance and comfort
advantages. This exercise requires to be done for specific road, hence cannot be a part of
any generalized traffic forecast modeling. However, while undertaking the forecasting
exercise, the probability of the divertible traffic from the existing alternate route/roads must
be incorporated.
(v) Generated Traffic: The concept of generated traffic is governed by the general
demand theory, i.e. demand is a function of price, as transport demand will increase if
transport cost decreases. With this functional relation, any improvement option in the
transport infrastructure, e.g. improved road would reduce the vehicle operating costs
considerably, and in turn, reduction in overall transport cost, and eventually, increase in
traffic demand. This type of traffic is referred to as generated traffic. The extent of increase in
traffic demand on account of generated traffic would depend on the prevailing transport
market of the project area. The extent of generated traffic needs to be incorporated while
formulating the traffic forecast on any road improvement option. Since the entire exercise is
road specific and the extent of road improvement, any generalized forecast modeling will not
work.
In line with the approach and methodology mentioned above, the Consultants have worked
out the vehicle-wise projection factors, as per the available data, which could be used
appropriately on the AADT for the base-year traffic, considering the commencement of
project benefits, for determining future traffic. While applying these factors, there are other
important issues need to be considered, as discussed in the following sections. For
additional traffic, which might take place in future in specific year on account of new projects
or port traffic for specific international transit routes or intra-country traffic movement for
specific bulk cargo, etc. would be considered exogenously, which is illustrated as “step-in
traffic” in Section 8.3.1.

8.3 Vehicle-wise Traffic Projection

The traffic forecast model and the growth factors are determined for cars, utility vehicles,
mini buses, buses under the passenger vehicle category; and light/medium/heavy trucks,
and very heavy/articulated trucks under freight carrying vehicles. The suggested traffic
growth factors for different vehicles will be suitably applied on the AADT classified by vehicle
types.
The growth rates are proposed, as per the specific requirement, for different vehicles,
different period, i.e. short/ medium/ long term, due to vehicle fleet modernization, in long
term, technological up-gradation, ideally more cost effective vehicles will be substituting the
old ones, in passenger as well as freight vehicles. The process of vehicle fleet modernization
varies on several factors, in a nutshell, due to scale of traffic operation; type of commodities
(containerized/ loose bulk/ parcels), vehicle operating costs, and surface condition of roads,
the major shift in choice of modern vehicles takes place.
The basic idea of the above description is that, while undertaking any exercise for vehicle-
wise traffic projection in Tanzania, the users must consider these parameters in view of fast
changing scenarios worldwide as well as in Tanzania.
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There is a simple illustration of using growth factors for making any projection for future
traffic for different vehicles as given as follows:
Tn = Tp[1+(r/100)]^n
[Where: Tn= Projected Traffic in the year n for any specific vehicle; Tp= Base Year Traffic (e.g. AADT
th
of the year of analysis); r=vehicle-wise annual growth rate; n= number of years for the projection (n
th
year; e.g. 5 year, n=5)]

8.3.1 Step-in Traffic

The concept and need for step-in traffic has been briefed in Section 8.2, in special reference
to Tanzania. While estimating the traffic output/requirements for any investments in different
projects, such as, factories, mining and quarrying activities, etc., changes in Dar es Salaam
Port traffic, particularly for international transits, and other likely domestic bulk movement,
need to be converted into equivalent passenger or freight vehicles for specific year(s), when
these activities likely to occur, so that the effect of the same could be duly incorporated in
the traffic projection exercise.

8.4 Forecasting Parameters: An analysis

8.4.1 Coverage
It is desirable that the traffic forecast exercise should be carried out for a specific road or
road section, i.e. micro level, so that socio-economic details pertaining to the influence area
of that road or road section affecting directly or indirectly could be incorporated in the traffic
forecast modeling. Depth of the above exercise depends on the availability of data at the
level of intended exercise.
The present study on carrying out baseline traffic counts in Tanzania mainland and
establishing comprehensive traffic census methodology also requires traffic forecast
modeling at national and regional levels, as the trunk roads are highly influenced by macro
socio-economic parameters, whereas the regional roads mainly by regional parameters.
However, national parameters by and large affect considerably the regional economy as
well. Keeping the above in view, the present exercise focuses analysis on both national and
regional parameters depending on the availability of relevant data and information. Data
collection efforts made during the consultancy services reveal that information on regional
level was not adequately available, so the forecasting parameters were developed based on
the national level data, and for regional level with only a few parameters.

8.4.2 Economic Indicators

For analyzing the economic performance, national gross domestic products (GDP) with its
sectoral contributions, and region-wise gross domestic products were considered. The
national GDP figures were available up to 2008, whereas for the regions of Tanzania, data
were available up to 2006 only.

8.4.3 National GDP

Growth in “vehicle fleet” and country’s economic performance, e.g. “gross domestic product”
moves in similar direction. The research work on the “Forecasting Vehicle Fleets in Sub-
Saharan African Countries” reveals that “…..this study compared the total vehicle fleet each
SSA country with its GNP through time, and presented the estimated linear regression
relationships. The degree of fitness of the estimated relationships suggests a robust method
to prepare projections of the vehicle fleets of SSA countries as a function of available GNP

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forecasts”1. With the above empirical evidence, the growth in gross domestic products for
traffic projection exercise has been considered in the present analysis.
For the purpose, the GDP of Tanzania with its components including transport sector’s
contribution since 1998 has been analyzed. The analysis shows that the GDP has grown by
6.6% pa on an average since 1998, and the transport sub-sector by 5.8% pa and
communications sub-sector by 13.5% pa; and combined growth rate for transport and
communications sub-sector at 7.6% pa. In recent years, these growth rates were recorded at
slightly higher levels. Estimation of the growth rates are based on the semi log method using
GDP data at Constant Price (2001). Since the above analysis is based on a historical data of
more than 10 years, it may be easily presumed that the trend observed in past would, more
or less, also continue in future, particularly in view of several ongoing and planned socio-
economic development projects.
Table 8.1: Sector-wise Growth Tanzania

Growth Rate (%) pa

Economic Sector
2007-08* 1998-2008*
Agriculture Hunting & Forestry 4.6 4.3
Industry & Construction 8.6 8.6
Services 8.6 7.1
- Transport 6.9 6.8
- Communications 20.6 13.5
Gross Domestic Products 7.4 6.6
*TSh. at Constant Price.
Source: Calculated from the data, Economic Survey 2008.

Analysis of the sectoral changes of the Tanzanian economy reveals that there have been
gradual changes in the contributions of different sectors to the national GDP. Contribution of
the primary sector activities has been reducing for last 10 years, e.g. it reduced to 27% in
2008 from about 33% in 1998; during the same period, the secondary sector and the tertiary
sector observed growing contribution to the GDP. The contribution of transport and
communications reduced in the category of tertiary sector. Tertiary sector is an important
sector, which now accounts for more than 50% in the country’s GDP. This analysis indirectly
or directly shows the growing demand for transport services in Tanzania, and the trend
would continue in future as well.

Table 8.2: Structural Changes in Tanzanian Economy (%)

Sector 1998 2003 2008
Primary 33.3 30.8 27.0
Secondary 18.7 20.2 22.4
Tertiary 48.0 49.0 50.6
Total 100.0 100.0 100.0
Source: Calculated from the data, Economic Survey 2008.

For the purpose of traffic forecast modeling, the changes in economic performance, viz.
growth in GDP, and growth in transport and communication sub-sector contributions have
been analyzed, and the results in terms of elasticity value (e) has been worked out. The
value of “e” for the transport and communication sub-sector w.r.t. GDP is estimated at 1.11
on an average using last 10 year figures, whereas the value of “e” goes higher as 1.32 using
recent five year figures. The above values of “e” are important components for any traffic
forecast exercise in Tanzania. The exercise has been further elaborated in Section 8.5.1.

1
Africa Transport Technical Note, Sub-Saharan Africa Transport Policy Program, UNECA and the
World Bank (November 2000).
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8.4.4 Regional GDP

Data on Regional GDP are available on limited scale, viz. information up to 2006 and only at
aggregate level are available. Using the data obtained on the annual growth rates of GDP at
regional level since 1999 have been worked out and presented in Table 8.3. The regions of
Kigoma, Tanga, Manyara, Mbeya, Morogoro and Tabora performed with better growth in
GDP, i.e. more than the country’s average or comparable, and rest of the regions remained
below the national average growth rate of 7.4% pa. Some regions show negative growth
rates, the reason for the same could be attributed to the changes in boundary of the region
and corresponding GDP figures, may not be comparable.
Table 8.3: Annual Growth in Regional GDP (Tanzania Mainland)
Annual Growth Annual Growth
Region Rate (%) Region Rate (%)
1999-2006 1999-2006
Dodoma 3.7 Mbeya 8.9
Arusha -3.1 Singida -1.1
Kilimanjaro 7.8 Tabora 7.1
Tanga 10.2 Rukwa 4.6
Morogoro 8.2 Kigoma 20.0
Pwani (Coast) 4.6 Shiyanga 2.2
Dar es Salaam 3.4 Kagera 7.4
Lindi 4.4 Mwanza 6.7
Mtwara -1.0 Mara 7.9
Ruvuma 6.9 Manyara 9.6
Iringa 6.2 Tanzania Mainland 7.4
Source: National Accounts of Tanzania Mainland, 2006.

With this kind of heterogeneity in data on regional GDP, it is difficult to set a trend for
forecast modeling. So, it would be rather more advisable to rely on the national GDP,
presenting on an average figures, which would be more likely at regional levels as well.

8.4.5 Population
Growth in population directly influences the demand for transport services in general, but
also guided by the income level of the transport users for selecting mode of transport, type of
vehicles, frequency, distance of travel, etc. So, the analysis of population growth coupled
with the national economic performance is one of the key parameters for forecast modeling.
For the purpose, trend in population growth at national and regional levels has been
analyzed. The population of Tanzania (mainland) has been growing by more than 2.9% pa
since last decade, and regional analysis of population growth shows growth rate of 3.0% pa
for most of the regions, excepting Arusha Region.
Table 8.4: Annual Growth in Regional Population (Tanzania Mainland)
Population Annual Growth Population Annual Growth
Region in 2008-09 Rate (%) Region in 2008-09 Rate (%)
(‘000) 1999-2006 (‘000) 1999-2006
Dodoma 2,166 3.04 Mbeya 2,758 3.04
Arusha 2,290 2.72 Singida 1,401 3.04
Kilimanjaro 2,594 3.04 Tabora 1,818 3.04
Tanga 2,238 3.04 Rukwa 1,434 3.04
Morogoro 2,245 3.04 Kigoma 1,550 3.04
Pwani (Coast) 1,089 3.04 Shiyanga 3,253 3.04
Dar es Salaam 2,936 3.04 Kagera 2,455 3.04
Lindi 1,094 3.04 Mwanza 3,356 3.04
Mtwara 1,426 3.04 Mara 1,782 3.04
Ruvuma 1,490 3.04 Manyara 1,040* --
Iringa 2,179 3.04 Tanzania M’land 41,554 2.95
Source: Regional Social Economic Profiles (2003-2005); and Economic Watch & Investment Reports (2008).

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In view of the uniformity in population growth rates at regional level and compared closely
with the national average, the population growth rates observed at national level, can be
considered for the traffic forecast modeling for present and coming years.

8.4.6 Per Capita Income

Growth in per capita income (PCI) significantly influences the demand for transport services
for passenger movement as well as freight movement. With this concept, growth in PCI in
Tanzania for last 10 years has been analyzed. The PCI (market prices) was recorded at
TSh. 252,500 in 1998, which grew up to TSh. 354,100 in 2008; registering a growth rate of
3.7% pa since 1998 using semi log method. It would be interesting to note further that the
growth in population was recorded at about 3% pa during the same period.

In order to appreciate the functional relation between transport sector growth and the
population, and the per capita income, an exercise has been carried out to determine the
transport elasticity w.r.t. the growth in population and the per capita income for the country.
The values of elasticity (e), thus, obtained on an average are: (i) for population as 2.9; and
(ii) for per capita income as 2.1. For general understanding, the values of “e” can be
considered as a multiplier to arrive at the traffic growth rate on the basis of growth in per
capita income.

8.4.7 Vehicle Population

8.4.7.1 Vehicle Population: National Level

Somehow, historical data on vehicle population are not available to set a proper trend at
regional level or national level. Africa Transport Technical Note on “Forecasting Vehicle
Fleets in Sub-Saharan African Countries” brought out by the World Bank (2000), inter alia,
provides data on vehicle population for the Sub-Saharan countries. For Tanzania, data on
vehicles, only for few years in the Nineties are available (other than old data, viz. the Fifties
or so). Using the data showing motorized vehicle population in 1995 (134,720 vehicles) and
in 2007 (382,152 vehicles), the growth rate has been worked out at 9.1% pa.
In the recent years, growth in the vehicle population has been recorded at much higher level
as compared to the last decade. The reasons for the phenomenon could be attributed to the
overall economic development of the country in different sectors requiring higher level of
transport services, besides changes in vehicle composition as well.
Table 8.5: Motorized Vehicles in Tanzania*
Vehicle Category 2005 2006 2007 GR (%) pa
Motorcycles (<3 wheels) 31,006 47,888 76,282 57%
Motor Tricycles 369 639 1,098 72%
Light Passenger Vehicles (<12 persons) 113,138 148,872 171,821 52%
Heavy Passenger Vehicles (=>12 27,200
persons) 18,943 24,443 20%
Light Load Vehicles (GVM =< 3,500 kg) 30,018 38,022 43,712 21%
Heavy Load Vehicles (GVM >3,500 kg) 27,649 37,064 43,811 26%
Trailer 4,491 7,220 9,014 42%
Agricultural Tractor 4,271 5,836 7,074 29%
Agricultural Trailer 45 77 89 41%
Construction Equipment 1,030 1,378 1,741 30%
Others 237 273 310 14%
Total 231,197 311,712 382,152 29%
*Government Vehicles and donor funded projects vehicles together with police and military vehicles are not part
of the table.
Source: Construction, Transport, Communications & Meteorology Sector, June 2007, p. 22.

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Table 8.5 presents the vehicle population in Tanzania for three years. The incremental
change in motorized vehicles has been noticed at about 29% on an average during 2005-07,
and the quantum jump can be observed in cases of motorcycles, tricycles, light passenger
vehicles, trailers including agricultural trailers. The changes in vehicle composition have
been observed that may be due to several reasons, such as, introduction of economic mode
of transport for short distance and small loads, might be substituting non-motorized traffic
with economical and time saving proposition.
It may be important to note that while undertaking the traffic projection exercise, the
phenomenon of changes in vehicle composition should also be considered, particularly for
long-term planning, because there would be a rational shift in modal choice in transport
system for passenger and freight movement. Visualizing the above incidence with fair level
of confidence is rather a difficult task requiring incorporation of several influencing factors
including type of commodities, extent of load, magnitude and frequency of transport service
requirements, availability of quality roads, etc. So while establishing forecast model with shift
in vehicular composition should be more desirable on trunk and important roads, and
international transit routes, not necessarily on regional and secondary roads, particularly in
short to medium term forecasts.

8.4.7.2 Vehicle Population: Regional Distribution

Regional distribution of the motorized vehicles presents a mixed scenario, as the growth
rates are varying from less than 1% pa to more than 12% pa during 2001-04. Being the
largest city of the country, Dar es Salaam shows the highest number of motorized vehicles
with more than 355,500 registering about 65% of the country’s total vehicle population. It
may be noted that estimations of the growth rates at regional level have limited usage in
traffic forecast modeling at regional level analysis, as the vehicles registered in any regions
may operate from any centers of the country to any routes.
Table 8.6: Regional Distribution of Motorized Vehicle in Tanzania
Sl. GR (%)
Region 2001 2002 2003 2004
No. pa
1 Arusha 23,476 25,188 25,763 25,935 3.2%
2 Bukoba 9,505 9,998 10,256 10,256 2.5%
3 DaresSalaam 292,438 319,921 337,553 355,500 6.4%
4 Dodoma 4,808 4,973 5,025 5,025 1.4%
5 Iringa 8,032 8,192 8,239 8,239 0.8%
6 Kigoma 2,651 2,723 2,799 2,799 1.9%
7 Kilimanjaro 9,290 9,789 12,488 12,890 12.3%
8 Mbeya 7,124 7,450 7,617 7,617 2.2%
9 Morogoro 7,958 8,513 8,813 8,813 3.4%
10 Mtwara 4,054 4,170 4,192 4,192 1.1%
11 Mwanza 17,633 18,545 18,950 18,950 2.4%
12 Shinyanga 2,482 2,763 2,792 2,792 3.6%
13 Sumbawanga 1,601 1,760 1,882 1,882 5.5%
14 Tabora 5,087 5,212 5,223 5,223 0.8%
15 Tanga 31,246 34,776 35,265 35,288 3.8%
16 Parastatals 35,101 35,549 36,055 36,279 1.1%
17 LocalGovernment 3,486 3,770 4,020 4,217 6.4%
18 DiplomaticMission 1,739 2,140 2,189 2,429 10.3%
Total 467,711 505,432 529,121 548,326 5.2%
2
Source: Construction, Transport, Communications & Meteorology Sector, June 2007, p. 21 .

2
“Previous method of registering vehicles did not remove from the system vehicles that are no longer
road worth and hence not (plying on) the road. TRA (Tanzania Revenue Authority) has now come
up with a new system that requires owners of vehicles to register their vehicles on annual basis.
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8.4.7.3 Inter-Census Traffic Comparison

In order to appreciate the changes took place in last two decades in traffic levels on the
primary network of Tanzania, a comparison of traffic census data obtained for 1985 and the
present study (2008) has been made in Annexure 8.1. While preparing the comparison table,
it was particularly kept in view that the traffic sections and their respective count points
considered in 1985 and 2008 censuses should be same, as there was a change in the traffic
sections or shift in the count points from 1985 census to 2008 census.
Analysis of the data shows that there has been a manifold increase in the traffic levels during
the above period, which considerably varies from traffic section to traffic section. The growth
rates in traffic have been observed from as low as 1% pa to more than 12% pa. Increase in
traffic level on different roads over a period of more than two decades can be attributed to
several direct or indirect factors including improvement of road pavement, etc., which may
be beyond the present scope of work to analyze for different traffic sections. However, for
future analysis, the traffic levels given in Annexure 8.1 for different traffic sections would be
useful in traffic projections and other highway planning purposes.

8.4.8 Fuel Consumption

Growth in fuel consumptions is generally related with the growth in transport sector. So, in
order to appreciate the changes in fuel consumption in the country, the historical data have
been analyzed. Table 8.7 illustrates that there has been a substantial increase in fuel
consumption in the country since 1995, i.e. more than double or 6.5% pa. Since petroleum
composition by type is not available for the above period, the analysis of different petroleum
products could not be carried out.

Table 8.7: Petroleum Consumption in Tanzania in Selected Years (‘000 Barrels/Day)

Total Petroleum Product 1995 2000 2005 2008 GR (%) pa

Consumption in Tanzania 15.01 16.17 26.76 32.00 6.5%
Source: International Energy Statistics (1995, 2000-2008).

However, item-wise consumption of petroleum products is available from 1999 to 2005,

which is presented in Table 8.8. The analysis of the figures shows that the consumption of
motor gasoline, mainly consumed by motor vehicles, recorded growth rate of 9.6% pa during
the above period, whereas the overall petroleum products at 9.2% pa. The analysis shows
that motor gasoline and all the products under petroleum together show comparable growth
trend. Hence, incorporating the trend of motor gasoline particularly, or total petro products,
depending on the availability of data, could be considered in the traffic forecast model.

Table 8.8: Petroleum Consumption in Tanzania (‘000 Barrels/Day)

Item 1999 2000 2001 2002 2003 2004 2005 GR pa*
Fuel Oil 5.09 5.28 9.07 11.08 11.85 12.70 13.63 17.8%
Kerosene 0.96 0.98 1.37 1.46 1.56 1.67 1.80 11.1%
Petroleum Gases 1.59 1.67 2.46 2.60 2.80 2.98 3.20 12.1%
LPG 0.21 0.19 0.13 0.16 0.16 0.19 0.19 -0.1%
Motor Gasoline 2.76 2.84 3.34 3.83 4.11 4.40 4.72 9.6%
Residual Fuel Oil 4.62 4.62 2.23 2.24 2.37 2.51 2.66 -10.0%
Others 0.88 0.59 0.35 0.35 0.35 0.35 0.55 -8.8%
Total Petro-Products 16.10 16.17 18.95 21.73 23.21 24.80 26.76 9.2%
Source: International Energy Statistics (1999-2005).

This system takes on board only vehicles that are roadworthy”. Table 8.5 of the present report is
based on new system.
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8.5 Proposed Growth Rates

Major influencing parameters for the passenger and freight carrying vehicles and expected
changes in future in those parameters are summarized in Table 8.9. Changes in the
parameters given in Table 8.9 depend on the Government policies, planning and priorities
set for specific sub-sector, global and domestic economic performance, etc. Prediction of all
these influencing factors with fair level of confidence is a difficult task, so the proposing
traffic growth rates.
However, based on the past trend and expected long-term policies and objectives, the range
of expected growth in different parameters are assumed and presented in Table 8.9, which
would form basis for the traffic growth rates for passenger and freight traffic. The proposed
growth rates of the parameters can be considered as most probable figures, which may
change in future following the changes in other sub-sectors. For the present analysis, to
avoid any complexities, a straight forward method based on the GDP growth rates expected
in future years has been adopted for arriving at the traffic growth rates with employing
corresponding transport elasticity values (Section 8.5.1).

Table 8.9: Growth Parameters for Traffic Forecast in Tanzania

Expected Growth Rate
Growth Growth Rate
Beyond
Parameter Observed (% pa) 2010-15 2015-20
2020
GDP 6.6 6.5 6.0 6.0
Transport & Commn. 7.6 7.6 8.0 8.0
Transport Sub-Sector 5.8 5.8 6.0 6.2
Population 2.9 2.9 2.8 2.7
Per capita Income 3,7 3.6 3.2 3.3
Vehicle Population 9.1 10.0 9.0 8.0
Fuel Consumption* 9.6 10.0 9.0 8.5
*Motor Gasoline, (Total POL by 6.5% pa).

8.5.1 Elasticity Values

The elasticity value (e) of the transport sub-sector w.r.t. the GDP has been worked out at
0.86 based on a long-term analysis, but the value for the transport and communications
together, it increases to 1.11 for long-term, and further to 1.31 when analyzed for last 5
years. It is a established fact that expected performance in transport sector is usually higher
than the GDP, i.e. value of “e”>1.0. The value of “e” would also change for passenger
vehicles and freight vehicles; and often observed that the value of “e” is marginally lower in
case of freight traffic than that of passenger traffic, though there is no established evidence
of the same. For the purpose of the present analysis, based on the past performances in
Tanzania, the following values of “e” for passenger and freight carrying vehicles are
proposed to determine the traffic growth rates.

Table 8.10: Proposed Elasticity Value of Transport Sub-Sector w.r.t. GDP

Vehicle 2010-15 2015-20 Beyond 2020
Passenger Carrying 1.2 1.1 1.1
Freight Carrying 0.9 1.0 1.0

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8.5.2 Passenger Traffic

By applying the observed value of the corresponding elasticity on the proposed GDP, the
expected growth rates in passenger vehicles are shown in Table 8.11. While carrying out the
traffic projection exercise, it is also advised to apply varied growth rates, i.e. increasing or
lowering by +/-10% to appreciate the behavior of projected traffic.

Table 8.11: Annual Growth Rate of Passenger Vehicles (% pa)

Vehicle 2010-15 2015-20 Beyond 2020
Light Passenger Vehicle* 7.8 6.6 6.6
Heavy Passenger Vehicle** 7.8 6.6 6.6
*Car, Utility Vehicle, Two-Wheeler, and Bus (<=25 Seats); **Bus (>25 Seats).

8.5.3 Freight Traffic

For estimating the freight traffic level in future, the parameters considered in the above
paragraphs in Section 8.5 are valid, but it is desirable that the user should consider the
growth, observed and planned, in agricultural, mining and manufacturing sub-sectors, and
also on the new projects and their phase-wise increase in transport demand for inputs and
outputs.
Table 8.12: Annual Growth Rate of Freight Vehicles (% pa)
Vehicle 2010-15 2015-20 Beyond 2020
Light Freight Carrying 5.9 6.0 6.0
Heavy Freight Carrying 5.9 6.0 6.0

8.6 Sum Up
Traffic forecast exercise is mainly based on the trend observed in the past, and also
changing socio-economic scenarios at macro level, regional level and/or in the project
influence areas. The growth rates or projection factors accordingly need to be modified from
time to time in view of the changes in the parameters influencing the traffic level. So, it is
suggested that, in long-term, the users should review the changes observed in major growth
parameters, viz. GDP, population, per capita income, vehicle population, fuel consumption,
etc. The performance in these stated parameters would illustrate the picture on the range of
growth in the transport sector providing lower and higher bound in traffic projection figures.
For simple traffic forecast model, the traffic growth rates could be determined on the
expected or proposed GDP of the country incorporating assumed value of “e”. In view of
reliability in the forecasting exercise, it may also be suggested that users should also follow
scenario approach, e.g. optimistic growth rates or conservative growth rates, supported with
sensitivity analysis by changes in parameters.

8.10
 Data Processing
- Approach & System Design 9
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
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Traffic Census Methodology for TANROADS September 2009

9.0 Data Processing – Approach & System Design

9.1 Introduction
As a part of the study, traffic data were collected at 45 Count Points (CPs) on the trunk and
regional road network in Tanzania, for the period between January 2008 and December
2008. Among others, the purpose of this exercise was to determine the Hourly, Daily and
Monthly (Seasonal) Traffic Adjustment Factors, to estimate the Annual Average Daily Traffic
(AADT) for 45 CPs for the current year and to estimate the ADT and AADT by multiplying
the hourly, daily and monthly adjustment factors to any short duration traffic count to be
carried out in future for specific use. To automate these processes, a computerized Traffic
Information Database (TIDB) System has been developed.
TIDB is a user friendly computerized Traffic Census Database, whereby traffic data can be
stored, accessed and updated so that the same can be used as a decision support system
for traffic and transportation planning in Tanzania. The TIDB System has already been
populated with the traffic census data collected at 45 Count Points (CPs) on the trunk and
regional road network in Tanzania, for the period between January 2008 and December
2008.
The traffic data were collected through pre-designed ‘Classified Traffic Counts (Enumerator
based)’ format (Annexure 5.2-A) under the present study. The data were then entered into a
predetermined format in an Excel Sheet (Annexure 9.1). The format was designed in such a
way that data entered into the Excel Sheet could be easily migrated into the MS Access
database.
The database has also been designed in such a way that it will be compatible with
TANROADS WAN, as and when commissioned.

9.2 System Architecture

The TIDB System has been developed using a Three-Tier Client-Server Architecture,
consisting of three logical tiers/ layers.
A layer is a reusable portion of code that performs a specific function. A layer is usually
setup as a project that represents this specific function. This specific layer is in charge of
working with other layers to perform some specific goals. In an application where the
presentation layer needs to extract information from a backend database, the presentation
would utilize a series of layers to retrieve the data, rather than having the database calls
embedded directly within itself.
The three layers in the ‘Three-Tier Client-Server Architecture’ are:
(i) Data Layer (Backend);
(ii) Logical Layer (Middleware); and
(iii) Presentation Layer (Front end).
The characteristic of the tiered communication is that the tiers will communicate only to their
adjacent neighbors. For example, the presentation tier will interact directly with the logical
tier only and not directly with data tier.

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Client 1
Client 2

Client n

Intranet
Intranet Intranet

Presentation Layer
(ASP.NET)

Business Layer
(ASP.NET / C#)
Logical
Layer Data Access Layer

ADO.NET

Data Layer MS Access

Database

Figure 9.1: Schematic Diagram of Three-Tier Client-Server

9.3 Development Environment

The system has been developed using the following technologies:
‰ Front End : Visual Basic (.Net technology);
‰ Back End : MS Access; and
‰ Report Writer : Crystal Reports.

9.4 Data Structure

The MS Access database has been organized in such a way that data stored in it can be
easily retrievable and be amenable to future enhancements and changes. Separate ‘tables’
have been created for different types of information and relationship/reference has been built
between these tables so that all the data can be collated in the forms of Reports (Volume II
of this Report), For example, separate table has been created to store Count Point
information. This table will have reference to District Table and Road Section Table. Though
the CP, District and Road Section information has been stored in separate tables, the report
contains District Name and Road Section Name as well.
Figure 9.2 is an Entity Relationship diagram showing the relationship between various
database tables used in the TIDB and the primary and foreign keys which form the link
between the tables.
The structure of TIDB tables in MS Access database has been given in Section 9.12.

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Figure 9.2: Entity Relationship Diagram

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9.5 TIDB System: An Overview

The TIDB System is a web based system that includes the standard bars and the shortcut
icons of the Internet browser. The design of Graphical User Interface (GUI) has been done in
such a way that it can be as user friendly as possible.
After successful login into the TIDB System, the following main page will be displayed:

Internet Browser
Internet Browser Menu Bar Internet Browser Shortcut Icons
Address Bar

TIDB Logout
Link

TIDB Login
Name

Title Bar

TIDB Menu
Bar

Internet Browser
Status Bar

The Title Bar of the TIDB system will display the Login Name and also provide a link for log
out, and the Menu Bar, which is below the TIDB Title Bar, contains the menus of the
developed system, as shown in Figure 9.3.

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Figure 9.3: Traffic Information Database (TIDB) System

Further details of each component of the TIDB System have been detailed in Volume III of
this report.

9.6 Data Migration & Data Processing (System Design)

The traffic census data of 45 Count Points for the period between January 2008 and
December 2008 have been stored in MS Access database of the TIDB System. The TIDB
has been designed so that the data can be easily retrievable as and when required, and will
be amenable to future enhancements.
Figure 9.4 describes the Data Migration and Data Processing of the traffic census data into
the TIDB System:

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
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Figure 9.4: Flow Chart Showing Data Migration & Data Processing

Start

Reporting
Migration of Migration
Traffic Census
Data to MS-
Access/
Reporting
Select Excel Sheet Excel Sheet

Process Excel

No Yes
Error in Excel
Error Rectify Error
Sheet Data
Repor in Excel

No
Yes
Data
Another End
Processing

Select Report View

*Select Parameter Report Print Report
(TAF, ADT,
AADT etc)

Symbols:

Proces Documen

Legend: Data
TAF : Traffic Adjustment Factor Manual Operation
ADT : Average Daily Traffic Terminator
AADT : Annual Average Daily Traffic
*Parameter : CP Name, Month, Direction, Decision

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Traffic Census Methodology for TANROADS September 2009

As per the requirements of the Study, traffic count survey was conducted at 45 locations
countrywide continuously for the duration of one year on the Trunk and Regional Road
Network under jurisdiction of TANROADS, Tanzania.
After having physically checked the filled in survey formats obtained through the traffic
surveys, the entire information collected in the survey format was stored electronically on
computer, through a pre-designed format in the Excel Spread Sheet. Besides the vehicle
counts in terms of directions, by vehicle classifications (13 in number), hourly blocks (e.g.
06:00–07:00 hr, 06:00–07:00 hr, etc.), etc. the data entry activities also cover the general
introductory information, weather conditions, special features, and any remarks in hourly
blocks. These fields had been numerically coded for the purpose of assigning different
numeric codes for different happenings and set of information, so as to make use of this
information as causal variables or parameters affecting the extent of traffic behavior at
different count points, duration, day, months, etc. The data entry format has been designed
to make the transfer of data between MS Excel and MS Access data interoperable for
populating the database for the TIDB. In case of any error in the Excel Sheet data, like,
missing CP number, non numeric data in place of numeric data, etc, there is a provision to
generate an exception report, hence enabling the data to be rectified and reloaded into the
database.
There are three aspects of computerized processing for traffic count data:
(i) First Aspect: To determine the Hourly, Daily and Monthly (Seasonal) Traffic
Adjustment Factors;
(ii) Second Aspect: To estimate the Annual Average Daily Traffic (AADT) for 45 CPs
for the current year; and
(iii) Third Aspect: To automate the process for calculation of Annual Average Daily
Traffic by multiplying the hourly, daily and monthly adjustment factors to any short
duration traffic count to be carried out in future for any specific use.
After uploading the traffic data into TIDB System, the TAFs, ADT and AADT of 45 CPs have
been derived at. The algorithm to arrive at TAFs, ADT and AADT has been detailed in
Section 9.11.

9.7 Generation of Reports (Tables)

Based on the traffic data collected during January-December 2008, the following reports
have been generated and are a part of Volume II of this report.
(i) Hourly Traffic Variation for a specific Month;
(ii) 7 days Traffic Count Summary for a CP;
(iii) Day-wise Traffic Adjustment Factors;
(iv) Month-wise Traffic Adjustment Factors;
(v) Vehicle-wise Average Daily Traffic (ADT) at any CP;
(vi) Annual Average Daily Traffic (AADT) at various CPs;
(vii) Road-wise Traffic;
(viii) Vehicular Composition of Month-wise Traffic;
(ix) Line Diagram showing Hourly Variation of Traffic
(x) Line Diagram showing Monthly Variation of Traffic; and
(xi) Composition of Traffic in a Pie-Diagram.

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9.8 Interfaces to the System / Integration / Interface Requirements

(Different Computer Based Packages)
The database used for TIDB System is MS Access which is ODBC (Open Data Base
Connectivity) compliant. By virtue of this advantage, it is possible to use the data in all
standard Relational Database Management System (RDBMS) software. It is technically
possible to extract the data in CSV (comma separated values), Tab delimited values, ASCII
(American Standard Code for Information Interchange) or native ‘.mdb’ formats. Hence, all
the basic data captured in the TIDB System can be used by any other system, including
Automatic Traffic Counters and Classifiers (ATCCs) and Road Maintenance Management
System (RMMS), by transferring the data through an interface file(s). This aspect has
adequately discussed with the concerned RMMS Officers of TANROADS, and has been
incorporated. The relevant information, like, Start Node Number, End Node Number, etc. for
a Count Point has been stored in the TIDB System, which may be utilized by RMMS. A list
for the same has been provided in Annexure 9.2.
The following data, basic and calculated, have been captured in the TIDB System:
Basic Data
‰ Count Point Number;
‰ Location;
‰ Road;
‰ Section;
‰ Nearest Town;
‰ District;
‰ Region;
‰ GPS Reference South (latitude);
‰ GPS Reference East (longitude);
‰ Link Number
‰ RMMS Start Node Number
‰ RMMS End Node Number
‰ Distance from Start Node
‰ UTM Zone Number
‰ X Coordinates
‰ Y Coordinates
Calculated Data
‰ Traffic Census Data of 45 CPs for the period January 2008 to December 2008
‰ Calculated TAFs of 45 CPs based on Traffic Census Data for the period January 2008 to
December 2008
‰ Calculated ADT of 45 CPs based on Traffic Census Data for the period January 2008 to
December 2008
‰ Calculated AADT of 45 CPs based on Traffic Census Data for the period January 2008 to
December 2008

9.9 Hardware Requirements at TANROADS

The recommended minimum specifications of the hardware at TANROADS headquarters,
where the system will be installed are present in Table 9.1 and Table 9.2.
Table 9.1: Configuration of Server Table 9.2: Configuration of Machines
Component Recommended Component Recommended
CPU Xeon Processor CPU Intel Dual Core Processor
RAM 4 GB RAM 2 GB
Hard Disk 320 GB Hard Disk 160 GB
Backup Tape Drive

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9.10 Software Requirements at TANROADS

The recommended versions of the software at TANROADS, where the system will be
installed are as follows:
‰ Server: Windows 2003 or higher version, and
‰ Client Machines: Windows XP / Vista; and Office 2003 or higher version.

9.11 Algorithm for Data Analysis

9.11.1 General
This section of the chapter presents the algorithm for estimating the Annual Average Daily
Traffic (AADT) at 45 traffic sections on the trunk and the regional roads in Tanzania, and
thereafter presents a methodology for determination of hourly, daily and monthly traffic
adjustment factors (TAFs) for converting the short duration traffic count into the AADT. The
step-by-step procedure for deriving different TAFs on the basis of data collected through the
traffic surveys under the study is explained here. Further, it includes application of these
TAFs on any traffic sections in the country for the similar exercise in future.
The need for short duration traffic count and its conversion into the AADT, etc. has been
discussed in Chapter 3.

9.11.2 Determination of Hourly, Daily and Monthly Traffic Adjustment

Factors
Variations in traffic flow on any traffic sections are observed on hourly basis on a typical day,
which also varies from day to day in a week, and month to month in a year. There could be
considerable variations in hourly traffic in a day due to surge in traffic during peak hours.
Similarly, while analyzing the daily traffic in a week, the traffic behavior and its level during
the working days, i.e. Monday to Friday, and the weekends, i.e. Saturday and Sunday, are
found varying.
Since these variations are observed on hourly basis in a day, daily variations in a week and
monthly variation in a year, there would be requirements of proper TAFs for different levels
to get true picture in terms of average traffic for a given period, which could be suitably used
with short duration traffic counts for deriving AADTs.
As the variations in traffic data are quite common, it needs proper adjustment for estimating
an ADT or AADT using any short duration traffic counts.
9.11.2.1 Determination of the Hourly Traffic Adjustment Factors
TaFs for taking care of the hourly variations of traffic observed on the seven days traffic
counts have been derived in the present study, following the method presented here. For the
illustration purposes, the hypothetical figures are considered to set the algorithm and
understanding for proper applications. The traffic counts under the present study were
undertaken on all the days (seven days) for one week in a month. In accordance with the
ToR, the day-time counts were planned for 4 days in a week from 06:00 to 18:00 hr, and for
the remaining three days full day and night counts, i.e. for 24 hours. These traffic counts
have been carried out at the selected 45 CPs for all the twelve months of the year, i.e. 2008.
For the four days of the week, on which data are collected for 12 hours, the traffic volume
data need to be converted for 24 hours estimates. This exercise has been carried out
separately for weekdays (5 days) and weekends (2 days) of the week. The steps followed for
determining the hourly TAFs are illustrated as follows:

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(i) For arriving at the 24 hours traffic volume, for weekdays

‰ Add the traffic volume of 12 hours (06:00–18:00 hr) for 2 weekdays (on which traffic
count was carried out for 24 hours from Monday-Friday) and divide it by 2 to get an
average traffic level for 12 hours day time during these days; let it be “X”.
‰ Similarly add the traffic volume of 24 hours for 2 working days (on which traffic
census is done for 24 hours) and divide this by 2. This exercise will provide average
traffic of 24-hr count during the working days; Let it be “Y”.
‰ Divide “Y” by “X” to get multiplication factor for converting 12-hr data to 24-hr data.
This factor will be used for adjusting any 12-hr count to 24-hr count; Let it be ‘Z’ (the
traffic adjustment factor).
‰ The multiplication factor, ‘Z’ will be applied on the traffic data collected for 12-hr, it
may be considered as short duration traffic count. This exercise will provide traffic
level for 24-hr, particularly for weekdays of a month.
Table 9.3 illustrates the derivation of the multiplication factor as well as the estimation of 24-
hr traffic from the 12-hr traffic data.
Table 9.3: Calculation of 24 hours Traffic Volume for Weekdays
Traffic Volume Total Traffic Multiplier: 24-hr Traffic
Day
Day (12-hr) Night (12-hr) Volume 105/70=1.50 (BxE)*
(A) (B) (C) (D) (E) (F)
Monday 50 1.50 75
Tuesday 80 40 120 1.00 120
Wednesday 70 1.50 105
Thursday 60 30 90 1.00 90
Friday 65 1.50 98
*Multiplier is used only on the 12-hr day traffic count, as shown in Column (B).
‰ 12-hr average of weekdays, on which traffic count is carried out for 24 hours (X) =(80+60)/2 =70;
‰ 24-hr average of weekdays (Y) = (120+90)/2=105; and
‰ Hence, the Traffic Adjustment Factor (Z)=Y/X=105/70=1.50.

(ii) Traffic Volume for the Weekends

Similarly, pick the traffic volume of 24-hr for the day (on which survey is conducted for 24
hours) and divide this by 12-hr day data (06:00–18:00 hr) of the same weekends. This
adjustment factor will be multiplied by the traffic volume of the day on which survey is
conducted for 12 hours to arrive at daily weekend data (Table 9.4).
Table 9.4: Calculation of 24 hours Traffic Volume for Weekends
Traffic Volume Total Traffic Multiplier: 24-hr Traffic
Day
Day (12-hr) Night (12-hr) Volume 50/40=1.25 (BxE)*
(A) (B) (C) (D) (E) (F)
Saturday 70 1.25 88
Sunday 40 (U) 10 50 (U) 1.00 50
*Multiplier is used only on the 12-hr day traffic count, as shown in Column (B).
Derivation of the weekend adjustment factor (W)=V/U=50/40=1.25
The derivation of hourly traffic adjustment factors is further detailed in Algebraic Form as
follows, which is designed to be obtained separately for weekdays and weekends:

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Traffic Census Methodology for TANROADS September 2009

t =13
Average HTV= ∑ AverageVCH V
t =1

Where, Average HTV is the average Hour Traffic Volume and VCHV is the Average
Vehicle/Traffic Class Hourly Volume.
AverageHTV i * 100 100 * AverageHTVi
Hourly Percentage (P i ) = = i = 24
∑ AverageHTV
AverageDTV
i =1

Where, DTV is the Daily Traffic Volume.

If the counts are done for n hours, then
n
1
Hourly Adjustment Factor =100 ∑p
i =1 i

The procedure is explained by an example given below:

Take the average of daytime traffic volumes on hourly basis for 2 weekdays (on which
survey is conducted for 24 hrs) and similarly take the average of nighttime traffic volume on
hourly basis for the 2 same weekdays. Average of hourly variation of 2 nights’ traffic can be
adopted for other nights also, for which traffic volume was taken for daytime only. Similarly
hourly variation of one night of weekend can be used for other weekend night. The above
hourly variations of traffic will be determined separately for all the months.
Average hourly traffic variation factor is the average volume for an hour divided by the sum
of average volume for 24 hours, separately for week days and weekends in a specific month
at a particular CP. For example, if from 06:00 to 07:00 hr average traffic volume in a month
at any CP is observed as 18 units and for next 22 hours (07:00 hr to 05:00 hr next day), it is
110 units and again from 05:00 hr to 06:00 hr the traffic volume is noted as 12 units, the
average hourly traffic variation factor to be calculated is shown in Table 9.5.
Table 9.5: Variation of Traffic Count at any CP
Hour Average
Average hourly TAF
From To Volume
06:00 07:00 18 18/140 = 0.13
07:00 08:00
. .
. .
. . 110 110/140 = 0.78
. .
. .
04:00 05:00
05:00 06:00 12 12/140 = 0.09
Total 140

9.11.2.2 Determination of Traffic Adjustment Factors for Daily Variations

For obtaining the traffic volume for a normal day,
i =7

∑ DTV
i =1
i
Average Week Day Traffic Volume (AWDTV)= ,
7
AverageWeekDayTrafficVolume
Day Factor (DF i )=
DayTrafficVolume

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Traffic Census Methodology for TANROADS September 2009

i =7

∑ DTV
i =1

= 7
DTVi
Once the traffic data for 24 hours for 7 consecutive days have been estimated; the average
of 7 days in a specific month will provide the user Average Daily Traffic (ADT); and
Traffic Adjustment Factor for the day=Average Daily Traffic (ADT) / Traffic Volume of a
specific day in the week.
Procedure for calculation of traffic adjustment factors for the day in a specific month is
detailed by an example as given in Table 9.6.
Table 9.6: Calculation of Traffic Adjustment Factors for Daily Variation
in a Specific Month (e.g. January)
Day Traffic Volume Average Daily Traffic Daily TAFs
Monday 80 87.4 /80 = 1.09
Tuesday 100 87.4 /100 = 0.87
Wednesday 110 87.4 /110 = 0.79
ADT = 612/7
Thursday 90 87.4 /90= 0.97
= 87.4
Friday 95 87.4 /95 = 0.92
Saturday 87 87.4 /88 = 1.00
Sunday 50 87.4 /50 = 1.74
Total 612 - -

Similarly, daily TAFs for all the 12 months of the year will be obtained. Details showing the
TAFs covering all the 7 days in a month extending all the 12 months are shown in Table 9.7.
Table 9.7: Details of Traffic Adjustment Factors for Daily Variation in Different Months

Month
Monday Tuesday Wednesday -------- Sunday
Day
January A1 A2 A3 -------- A7
February B1 B2 B3 -------- B7
March C1 C2 C3 -------- C7
-
-
-
December - - - - -

9.11.2.3 Determination of Traffic Adjustment Factors for Monthly Variation

Once, the ADTs for all the 12 months in a year have been obtained. Next step is to convert
the ADT to the AADT. Average of all the 12 months ADT will provide the nothing but AADT.
i =12

∑ ADT
i =1
Annual Average Daily Traffic (AADT)=
12
Monthly Traffic Adjustment Factor = AADT / ADT
The procedure for calculation of Monthly Traffic Adjustment Factors in the year is simplified
by an example as shown in Table 9.8:

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Traffic Census Methodology for TANROADS September 2009

Table 9.8: Calculation of Traffic Adjustment Factors for Monthly Variation

Traffic Annual Average
Month Monthly TAFs
Volume Daily Traffic
January 1,100 950/1100 = 0.86
February 1,200 950/1200 = 0.79
March 1,000 950/1000 =0.95
April 1,400 950/1400 = 0.68
May 800 950/800 = 1.19
AADT = 11400/12
June 700 950/700 = 1.36
= 950
July 900 950/900 =1.06
August 1,000 950/1000 = 0.95
September 1,100 950/1100 = 0.86
October 500 950/500 = 1.90
November 800 950/800= 1.19
December 900 950/900 = 1.06
Total 11,400 - -

After derivation of monthly adjustment factors as explained above, daily TAFs as given in
Table 9.7 can be adjusted to AADT level by multiplying the monthly TAFs to the days of
specific months; e.g., TAF of January will be will be multiplied to the daily TAFs of the days
in that month. So Table 9.9 will be generated in the following format.

Table 9.9: Details of Daily and Monthly Traffic Adjustment Factors on a Specific CP

Month
Monday Tuesday Wednesday -------- Sunday
Day
January A1*0.86 A2*0.86 A3*0.86 -------- A7*0.86
February B1*0.79 B2*0.79 B3*0.79 -------- B7*0.79
March C1*0.95 C2*0.95 C3*0.95 -------- C7*0.95
-
-
-
December - - - - -

9.11.3 Application of Traffic Adjustment Factors

Usually the resources are often scarce including for undertaking traffic surveys; so it is a
normal practice to conduct the traffic surveys for short duration covering only a few days
(say 1 to 3 days). The traffic volume obtained from the traffic count needs to be converted to
the AADT by considering the effect of hourly, daily and monthly (seasonal) variations. This is
achieved by multiplying the short duration traffic with the Hourly Factor (depending on the
period of the day and number of hours of survey), the Daily Factor (depending on the day,
the counts are taken) and Monthly or Seasonal Factor (Depending on the month of the year
the counts are undertaken).
The TAFs determined in the study through 45 CPs representing the 45 Traffic Sections, are
also valid and applicable to the road network falling in its specific catchments’ area for
converting traffic data collected for short duration into the AADT. A sample report showing
the estimated AADT from a short duration traffic count for a future date, in catchments’ area
of a specific traffic section has been presented in Annexure 9.3.
A list of roads falling under specific catchment’s area of all the 45 traffic sections has been
presented in Annexure 3.1 (Chapter 3).

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in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

Application of TAFs: An Illustration

ADT=Volume in specific survey period x Hourly Traffic Adjustment factor x Daily Traffic
Adjustment Factor
AADT=Volume in specific survey period x Hourly Traffic Adjustment factor x Daily Traffic
Adjustment Factor x Monthly Traffic Adjustment Factor

I. For Calculation of AADT, if Traffic Count Data available <24 hours:

For example: Traffic count carried out on Tuesday in the month of June, from 08:00 hr to 22:00 hr
(i.e. 14 hours):
(i) The hourly factor for the month of June for 08:00 hr to 22:00 hr will be added, let it be “X”; so the
desired hourly factor will be 1/X; and
(ii) Similarly, Daily TAF of Tuesday and monthly TAF of June will be chosen from Table 9.9.

II. For Calculation of AADT, if Traffic Count Data available >24 hours:
For example: Traffic count carried out in July, from 06:00 hr to 06:00 hr (i.e. round the clock) for 3
days (say, Tuesday to Thursday):
(i) Daily TAF will be average of TAFs of Tuesday, Wednesday and Thursday; and
(ii) Monthly TAF will be applicable as of July.

It may be mentioned that if the traffic count has been conducted for 24 hours, there is no
need for applying hourly traffic adjustment factors for deriving an ADT, as 24-hour traffic
count has already incorporated the hourly variations in the traffic count. Similarly, if traffic
count has been taken for seven consecutive days, the data, thus, obtained for seven days
traffic volume need to be averaged for deriving the ADT for the traffic section, so in such
case there is no need to apply traffic adjustment factor for daily variations in the week.

The traffic surveys were carried out at all the 45 CPs during Jan 2008–Dec 2008, and it was observed
that on most of the CPs traffic volume ranged between 200 and 2,000 vpd; and share of few types of
vehicles found to be insignificant, so deriving separate TAFs for all the vehicles may not give proper
results as a little variation in traffic could influence the results by the application of TAFs to a great
extent.
Whereas, TAFs based on total traffic (i.e. only one category) may not give the realistic results, as
share of some of the vehicles is quite high (e.g. share of cycles in the total traffic at some of the CPs)
as compared to other vehicles; and applying the same TAF could distort the estimated figure,
because of different traffic adjustment factors applicable for different vehicles.
Therefore, the vehicles have been grouped into four categories: (i) Light Passenger Vehicles
(Car/Jeep/Van/2-Wheelers etc.); (ii) Heavy Passenger Vehicles (Buses of all types); (iii) Motorized
Goods Vehicles (All Trucks); and (iv) Non-Motorized Traffic.
Therefore, Traffic Adjustment Factors have been worked out for the above four categories.

9.11.4 Limitations of the TAFs

The Consultants anticipate the limitations in determination and applications of the Traffic
Adjustment Factors (TAFs) due to several known and unknown factors. The limitations have
been detailed in Chapter 6.

9.12 Structure of Tables in TIDB System

The following tables in MS Access database form the basic structure of the TIDB System:

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Traffic Census Methodology for TANROADS September 2009

Count Point Details: tblCpMaster

Column Name Null Status Data Type Key Constraint Description
CPId Not Null, Number Primary Key Unique ID of Count
Unique Point
CPName Not Null, Text (50) Name of Count Point
Unique
NearestTown Text (50) Name of Nearest
Town
DistrictId Not Null Number Foreign Key Primary Key of
tblDistrictMaster
SectionId Not Null Number Foreign Key Primary Key of
tblSectionMaster
GPSRefEastDegrees Text (50) East GPS Reference
– Degrees
GPSRefEastMinutes Text (50) East GPS Reference
– Minutes
GPSRefSouthDegrees Text (50) South GPS
Reference – Degrees
GPSRefSouthMinutes Text (50) South GPS
Reference – Minutes
UTMLongitude Text (50)
UTMLatitude Text (50)
LandMark Text (50)
Link Text (50)
StartNodeNumber Text (50)
StartNodeName Text (50)
EndNodeNumber Text (50)
EndNodeName Text (50)
DistanceFromNode_KM Number Total Distance (in
Km) from start node
NodeCategory Text (50)
RoadRef Number
UTMZoneNo Text (10)

Region Details: tblRegionMaster

Column Name Null Status Data Type Key Constraint Description
RegionId Not Null, Number Primary Key Unique ID of
Unique Region
RegionName Not Null, Text (100) Name of Region
Unique

District Details: tblDistrictMaster

Column Name Null Status Data Type Key constraint Description
DistrictId Not Null, Number Primary Key Unique ID of District
Unique
DistrictName Not Null Text (75) Name of District
RegionId Not Null Number Foreign Key Primary Key of
tblRegionMaster

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Road Details: tblRoadMaster

Column Name Null Status Data Type Key Constraint Description
RoadId Not Null, Number Primary Key Unique ID of Road
Unique
RoadNumber Not Null, Text (10) Unique number of
Unique Road
RoadName Not Null, Text (100) Name of Road
Unique

Section Details: tblSectionMaster

Column Name Null Status Data Type Key Constraint Description
SectionId Not Null, Number Primary Key Unique ID of
Unique Section
TraficSection Not Null Text (100) Name of Section
RoadId Not Null Number Foreign Key Primary Key of
tblRoadMaster

Primary Traffic Category: tblPrimaryTrafficCategory

Key
Column Name Null Status Data Type Description
Constraint
PrimaryTrafficCategoryId Not Null, Number Primary key Unique ID of
Unique Primary Category of
Traffic
PrimaryTrafficCategoryName Not Null, Text (50) Name of Primary
Unique Category of Traffic
(e.g. Motorized or
Non-Motorized
Traffic)

Sub Traffic Category: tblSubTrafficCategory

Column Name Null Status Data Type Key Constraint Description
SubTrafficCategoryId Not Null, Number Primary Key Unique ID of Sub
Unique Traffic Category
SubTrafficCategoryName Not Null, Text (50) Name of Sub
Unique Traffic Category
(e.g. Passenger
Vehicle, Goods
Vehicle)
PrimaryTrafficCategoryId Not Null Number Foreign Key Primary Key of
tblPrimary
TrafficCategory

Secondary Sub Traffic Category: tblSecSubTrafficCategory

Column Name Null Status Data Type Key Constraint Description
SecSubTrafficCategoryId Not Null, Number Primary Key Unique ID of
Unique Secondary Sub
Traffic Category
SecSubTrafficCategoryName Not Null, Text (50) Name of
Unique Secondary Sub
Traffic Category
(e.g. Light,
Heavy etc.)
SubTrafficCategoryId Not Null Number Foreign Key Primary Key of
tblSubTrafficCa

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tegory

Vehicle Type: tblVehicleType

Column Name Null Status Data Type Key Constraint Description
VehicleTypeId Not Null, Number Primary Key Unique ID of
Unique Vehicle Type
VehicleType Not Null Text (50) Name of Vehicle
(e.g. Car, Truck
etc.)
SecSubTrafficCategoryId Not Null Number Foreign Key Primary Key of
tblSecSub
TrafficCategory

Weather Details: tblWeather

Column Name Null Status Data Type Key Constraint Description
WeatherId Not Null, Number Primary Key Unique ID of
Unique Weather
Weather Not Null, Text (25) Weather Condition
Unique (e.g. Sunny, Rainy
etc.)

Special Feature Details: tblSpecialFeature

Column Name Null Status Data Type Key Constraint Description
SpecialFeatureId Not Null, Unique Number Primary Key Unique ID of Special
Feature
SpecialFeature Not Null, Unique Text (100) Description of Special
Feature

Timing Slot Details: tblTimeSlotMaster

Column Name Null Status Data Type Key Constraint Description
TimeSlotId Not Null, Unique Number Primary Key Auto-generated ID of
Time Slot
TimeFrom Not Null, Unique Text (50)
TimeTo Not Null, Unique Number

Hourly Remarks: tblTimeRemarks

Column Name Null Status Data Type Key Constraint Description
TimeRemarksId Not Null, Unique Number Primary Key Unique ID of Time
Remarks
Remarks Not Null, Unique Text (100) Remark Details

General Survey Details: tblSurveyDetails

Column Name Null Status Data Type Key Constraint Description
Surveyid Not Null, Number Primary Key Unique ID of Survey
Unique Detail
CPId Not Null Number Foreign Key Primary Key of
tblCpMaster
DateOfSurvey Not Null Date/Time Date of the survey
WeatherId Not Null Number Foreign Key Primary Key of
tblWeather
SpecialFeatureId Number Foreign Key Primary Key of
tblSpecialFeature

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Traffic Census Methodology for TANROADS September 2009

Column Name Null Status Data Type Key Constraint Description

DirectionOfTraffic Text (100) Direction of Traffic
(From a location to
another location)
DirectionCode Not Null Text (5) Code for the Traffic
Direction e.g. D-1/D-2
DateOfStart Date/Time Starting Date of the
survey
SurveyDurationHour Number Duration of the survey
e.g. 12 / 24

Hourly Survey Details: tblSurveyTrafficCount

Column Name Null Status Data Type Key Constraint Description
SurveyTrafficCountId Not Null, AutoNumber Primary Key Auto-generated ID
Unique of
SurveyTrafficCount
SurveyId Not Null Number Foreign Key Primary Key of
tblSurveyDetails
TimeSlotId Not Null Number Foreign Key Primary Key of
tblTimeSlotMaster
VehicleTypeId Not Null Number Foreign Key Primary Key of
tblVehicleType
Volume Not Null Number Numbers of
Particular Vehicle
TimeRemarksId Number Foreign Key Primary Key of
tblTimeRemarks

User Details: tblUserLogin

Column Name Null Status Data Type Key Constraint Description
UserId Not Null, Text (50) Primary Key User Id for login
Unique
Password Text (50) Password of the
User id
Role Text (50) Access right
EmailId
Status Yes/No

9.13 Sum Up
The system architecture, development environment and design details of the TIDB System
have been dealt with in this chapter; and also the algorithm used to arrive at TAFs, ADT and
AADT have been explained. To successfully run the TIDB System and generate various
reports out of it, further instructions and guidance are required. The “User Manual” (Volume
III) gives guidance to operate the TIDB System, which has been developed for estimating
the Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT) for specific traffic
section(s).

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Baseline Traffic Census
in Tanzania: Results 10
 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

10.0 BASELINE TRAFFIC CENSUS IN TANZANIA: RESULTS

This chapter presents the results of the one-year traffic surveys on the 45 count points on
the Trunk and Regional Roads of Tanzania under the present consultancy services. The
results are tabulated and presented in 8 reports illustrating hourly, daily and monthly traffic
adjustment factors (TAFs), section-wise traffic variations in terms of ADT and AADT; road-
wise and traffic section-wise AADT, etc.
The results tabulated in different reports are compiled and presented in Volume II: Traffic
Survey Results of the present report. However, for illustration and understanding of the
results obtained for CP-1 (Chikundi) are shown in this chapter, whereas all the results for 45
CPs are given in Volume II.
Short duration traffic surveys on any traffic sections on the Trunk and Regional Road
network can be easily converted into the ADT and the AADT by using the traffic adjustment
factors obtained in the present study, which, in turn, would also establish the traffic census in
Tanzania at much lesser cost. Sections 10.1 to 10.4 with respective TAFs given in Tables
10.1 to 10.3 deal with short duration traffic count (likely to take place in future) for their
conversion to the ADTs and AADTs; whereas Section 10.5 onwards present the traffic
census in Tanzania carried out in the present Study.

10.1 Selection & Application of the TAFs

In order to convert the data obtained through any short duration traffic into the average daily
traffic (ADT), and the annual average daily traffic (AADT), appropriate TAFs need to be
selected and used, as discussed in earlier chapters. Under the present study, the traffic
adjustment factors (TAFs) have been worked out to take care of hourly, daily and monthly
variations, as elaborated in details in preceding chapters; and the selection and applications
of the TAFs have also been elaborated.
The following sections of this chapter present different TAFs: (i) hourly traffic variations in a
day; (ii) daily variations in a week; and (iii) monthly variations in a year.

10.2 Hourly Traffic Adjustment Factors

The hourly TAFs are applied to estimate an average daily traffic (ADT), if traffic counting is
undertaken for less than 24 hours. The ADT, thus, obtained could be converted into the
AADT by applying appropriate TAFs. For example, figures showing TAFs for CP-1 for the
month of January are given in Table 10.1.

Table 10.1: Hourly Traffic Variation for January (CP-1)

Weekdays Weekends
Hour of Passenger Vehicles Non- Passenger Vehicles Non-
Goods Goods
the Day Motorized Motorized
Light Heavy Vehicle Light Heavy Vehicles
Traffic Traffic
06-07 0.041 0.056 0.035 0.060 0.027 0.077 0.069 0.042
07-08 0.058 0.067 0.041 0.071 0.051 0.069 0.076 0.063
08-09 0.070 0.063 0.050 0.082 0.035 0.062 0.069 0.069
09-10 0.045 0.083 0.050 0.085 0.051 0.085 0.021 0.076
10-11 0.066 0.082 0.055 0.076 0.043 0.058 0.028 0.081
11-12 0.083 0.067 0.024 0.072 0.054 0.081 0.056 0.084
12-13 0.073 0.071 0.059 0.071 0.046 0.073 0.069 0.079
13-14 0.062 0.071 0.063 0.069 0.051 0.081 0.104 0.073
14-15 0.079 0.086 0.063 0.074 0.067 0.085 0.076 0.071
15-16 0.065 0.072 0.085 0.080 0.067 0.088 0.076 0.077
16-17 0.065 0.071 0.076 0.079 0.075 0.050 0.125 0.086
17-18 0.074 0.055 0.068 0.066 0.086 0.069 0.097 0.081
18-19 0.085 0.086 0.064 0.064 0.138 0.051 0.035 0.061
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Census Methodology for TANROADS September 2009

Weekdays Weekends
Hour of Passenger Vehicles Non- Passenger Vehicles Non-
Goods Goods
the Day Motorized Motorized
Light Heavy Vehicle Light Heavy Vehicles
Traffic Traffic
19-20 0.040 0.025 0.118 0.034 0.082 0.032 0.051 0.040
20-21 0.041 0.033 0.082 0.004 0.076 0.040 0.035 0.008
21-22 0.028 - 0.029 - - - - 0.001
22-23 0.003 - 0.019 0.001 0.016 - - 0.002
23-24 0.003 - 0.006 - 0.006 - - -
24-01 0.004 - - - 0.015 - - -
01-02 - - - - - - - -
02-03 - 0.004 - - - - - -
03-04 - - - - - - - -
04-05 - - - 0.003 0.006 - - 0.003
05-06 0.017 0.008 0.013 0.008 0.006 - 0.011 0.003

10.3 Day-wise Traffic Adjustment Factors

The day-wise TAFs, derived from seven-day counting, are applied to estimate ADT, if
counting is undertaken for any one day in the week, as a short duration traffic survey. In that
case the adjustment factor is applied along with monthly factor to get the AADT. Daily TAFs
can be computed either on day basis (seven adjustment factors, based on seven days of a
week) or combined week days (Monday–Friday) and weekend (Saturday and Sunday)
factors. Day-wise adjustment factors w.r.t. the week for January to December by group of
vehicles, viz. light passenger vehicles, heavy passenger vehicles, goods vehicle and non-
motorized traffic are presented in Table 10.2 for CP-1.
Table 10.2: Day-Wise Traffic Adjustment Factors (CP-1)
Month / Day Monday Tuesday Wednesday Thursday Friday Saturday Sunday
Light Passenger Vehicles
January 1.12 1.20 1.13 0.97 0.94 0.80 0.95
February 1.00 1.06 1.09 0.76 1.01 1.17 1.01
March 0.93 1.19 1.01 1.07 0.94 0.94 0.98
April 1.03 0.98 0.89 1.21 0.95 0.95 1.05
May 0.88 0.98 1.03 1.05 0.89 1.20 1.04
June 0.86 1.08 1.00 1.20 0.89 1.01 1.03
July 0.97 0.98 1.13 0.86 0.87 1.20 1.09
August 1.05 1.02 0.90 1.05 1.12 1.01 0.90
September 1.11 1.40 1.08 1.01 0.73 0.94 0.97
October 1.08 0.88 0.93 1.06 0.97 1.18 0.94
November 1.08 1.07 1.12 1.07 1.08 0.69 1.08
December 0.95 1.08 1.03 1.00 0.87 1.25 0.91
Heavy Passenger Vehicles
January 0.92 1.16 1.11 0.88 1.02 0.92 1.06
February 0.88 1.10 0.95 1.03 0.98 1.03 1.07
March 0.86 1.08 0.99 0.99 1.06 1.00 1.05
April 1.01 1.04 1.00 1.00 0.90 1.06 1.01
May 0.84 0.90 1.08 0.94 1.13 1.07 1.12
June 0.99 1.01 0.95 0.98 0.96 1.08 1.04
July 0.92 1.03 1.05 1.03 0.95 0.99 1.04
August 0.90 0.99 0.97 1.22 0.96 0.97 1.05
September 0.98 0.97 0.98 0.97 1.00 0.99 1.12
October 0.88 1.04 1.14 1.08 0.96 0.95 1.00
November 0.88 1.06 0.99 0.98 1.08 0.98 1.06
December 0.86 1.03 0.98 0.96 1.11 1.05 1.07
Goods Vehicles
January 0.84 1.72 0.87 0.78 0.90 1.20 1.20
February 1.34 0.94 0.93 0.97 1.45 0.90 0.78
March 0.94 1.07 0.79 0.87 1.15 0.98 1.47
April 0.95 0.88 0.89 1.02 1.06 0.93 1.40
May 1.14 1.07 1.23 0.89 1.06 0.78 0.97
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Month / Day Monday Tuesday Wednesday Thursday Friday Saturday Sunday

June 0.77 1.07 1.02 0.88 0.95 1.08 1.48
July 1.04 0.76 1.28 1.34 0.81 1.19 0.89
August 0.98 1.79 1.49 0.73 1.07 1.30 0.60
September 1.50 0.71 0.72 0.85 1.27 1.37 1.19
October 0.67 0.61 1.99 1.48 1.76 1.08 0.84
November 0.97 0.97 1.00 0.90 0.92 1.04 1.28
December 0.79 0.92 0.79 1.13 1.36 1.06 1.25
Non-Motorized Traffic
January 0.93 1.11 1.02 1.01 0.97 1.03 0.95
February 1.01 1.08 0.97 1.12 0.97 0.96 0.92
March 1.03 1.07 1.05 1.00 1.03 0.90 0.94
April 1.01 1.03 1.00 0.99 0.89 1.07 1.03
May 0.95 1.00 1.06 1.10 0.98 0.94 0.99
June 0.96 1.07 0.98 0.92 0.87 1.14 1.12
July 1.04 1.02 0.89 0.98 0.89 1.07 1.16
August 0.97 1.02 1.06 1.05 0.99 0.96 0.95
September 0.97 1.07 1.05 1.02 0.84 1.13 0.97
October 0.97 0.99 0.96 1.03 1.07 1.01 0.98
November 0.87 1.07 1.04 1.06 1.05 0.97 0.97
December 0.96 1.06 0.99 0.99 0.94 1.09 0.98

10.4 Monthly Traffic Adjustment Factors

Monthly traffic adjustment factors are used to eliminate seasonal bias for the month in which
the traffic survey is carried out for a short duration traffic counts. The above factors take into
account of monthly fluctuations in a year, so an appropriate TAF is used. For CP-1, the
monthly traffic adjustment factors for the four groups of vehicles are illustrated in Table 10.3.

Table 10.3: Monthly Traffic Adjustment Factors (CP-1)

Motorized Traffic Non-Motorized
Month Passenger Vehicles Goods Traffic
Light Heavy Vehicles
January 1.09 0.87 0.82 1.04
February 1.10 1.08 1.11 1.02
March 1.03 1.07 1.51 0.97
April 1.17 1.07 1.65 1.05
May 1.03 1.17 1.27 0.97
June 0.95 0.96 1.02 0.90
July 0.91 0.97 1.11 0.88
August 1.09 0.99 0.85 0.93
September 0.89 0.97 0.91 1.01
October 0.95 1.09 1.06 1.06
November 0.86 0.92 0.71 1.11
December 1.02 0.94 0.77 1.13

10.5 Seven Days Traffic Count: Month-wise Summary

Traffic data showing all the seven days of the survey weeks in every calendar month, i.e.
January to December for all the 45 traffic sections have been compiled and presented in
Volume II of the present report. The traffic data are grouped into major vehicle categories of
light passenger vehicles; heavy passenger vehicles; good vehicles; and non-motorized
traffic, and also as ADT for the specific vehicle category (Table 10.4).
Table 10.4: Month-Wise Seven Days Traffic Count Summary for CP-1
Monday Tuesday Wednesday Thursday Friday Saturday Sunday Average
Period: January 2008
Light Pass. Vehicles 144 134 143 166 172 201 170 161
Heavy Pass. Vehicles 140 110 115 146 126 139 121 128
Goods Vehicles 103 50 99 110 96 72 72 86
10.3
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Monday Tuesday Wednesday Thursday Friday Saturday Sunday Average

Total Motorized 386 294 357 422 394 412 363 376
Non-Motorized 1,097 923 1,003 1,015 1,056 989 1,082 1,024
Total Traffic 1,484 1,218 1,360 1,437 1,450 1,402 1,445 1,399
Period: February 2008
Light Pass. Vehicles 160 151 146 209 158 136 158 160
Heavy Pass. Vehicles 117 94 109 100 105 100 96 103
Goods Vehicles 48 68 69 66 44 71 82 64
Total Motorized 325 313 324 375 308 307 336 327
Non-Motorized 1,039 965 1,082 936 1,072 1,088 1,130 1,045
Total Traffic 1,364 1,277 1,406 1,311 1,380 1,395 1,466 1,371
Period: March 2008
Light Pass. Vehicles 184 144 170 159 182 182 175 171
Heavy Pass. Vehicles 121 96 104 104 97 103 98 103
Goods Vehicles 50 44 60 54 41 48 32 47
Total Motorized 355 284 334 318 320 333 305 321
Non-Motorized 1,061 1,029 1,041 1,095 1,066 1,221 1,168 1,097
Total Traffic 1,416 1,313 1,374 1,412 1,386 1,554 1,473 1,418
Period: April 2008
Light Pass. Vehicles 146 154 169 125 159 158 144 151
Heavy Pass. Vehicles 103 100 104 104 115 98 103 104
Goods Vehicles 45 49 48 42 40 46 31 43
Total Motorized 294 302 321 271 315 302 277 298
Non-Motorized 993 978 1,009 1,016 1,131 941 977 1,006
Total Traffic 1,287 1,280 1,330 1,287 1,446 1,243 1,255 1,304
Period: May 2008
Light Pass. Vehicles 195 175 167 164 192 143 165 171
Heavy Pass. Vehicles 113 105 88 100 84 89 85 95
Goods Vehicles 49 52 45 63 52 71 57 56
Total Motorized 356 332 300 327 328 303 307 322
Non-Motorized 1,147 1,091 1,033 994 1,117 1,166 1,101 1,093
Total Traffic 1,503 1,423 1,333 1,321 1,445 1,468 1,408 1,414
Period: June 2008
Light Pass. Vehicles 216 172 186 155 209 184 181 186
Heavy Pass. Vehicles 118 115 122 119 121 107 112 116
Goods Vehicles 90 65 68 79 73 65 47 70
Total Motorized 423 352 376 353 402 356 340 372
Non-Motorized 1,221 1,102 1,205 1,276 1,357 1,036 1,049 1,178
Total Traffic 1,644 1,454 1,581 1,629 1,760 1,391 1,389 1,550
Period: July 2008
Light Pass. Vehicles 199 196 171 224 222 161 176 193
Heavy Pass. Vehicles 124 111 109 112 121 116 110 115
Goods Vehicles 61 84 50 48 79 54 72 64
Total Motorized 384 391 330 383 422 331 358 371
Non-Motorized 1,161 1,177 1,353 1,228 1,357 1,124 1,044 1,206
Total Traffic 1,545 1,569 1,683 1,612 1,779 1,455 1,402 1,578
Period: August 2008
Light Pass. Vehicles 154 159 180 154 144 160 180 161
Heavy Pass. Vehicles 126 114 116 92 118 116 108 113
Goods Vehicles 85 46 56 114 78 64 139 83
Total Motorized 365 319 352 360 339 340 427 357
Non-Motorized 1,170 1,118 1,074 1,084 1,152 1,182 1,197 1,140
Total Traffic 1,535 1,437 1,426 1,444 1,491 1,522 1,624 1,497
Period: September 2008
Light Pass. Vehicles 177 141 183 194 271 209 204 197
Heavy Pass. Vehicles 116 117 116 118 114 115 102 114
Goods Vehicles 52 110 109 92 62 57 66 78
Total Motorized 345 368 408 405 447 381 372 389
10.4
 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Monday Tuesday Wednesday Thursday Friday Saturday Sunday Average

Non-Motorized 1,083 986 1,004 1,031 1,256 933 1,086 1,054
Total Traffic 1,428 1,354 1,412 1,436 1,703 1,314 1,457 1,443
Period: October 2008
Light Pass. Vehicles 171 210 199 174 190 157 196 185
Heavy Pass. Vehicles 116 98 89 94 106 107 102 102
Goods Vehicles 100 109 33 45 38 62 80 67
Total Motorized 387 416 322 313 334 326 378 354
Non-Motorized 1,032 1,018 1,044 976 941 994 1,026 1,004
Total Traffic 1,419 1,433 1,366 1,289 1,274 1,320 1,404 1,358
Period: November 2008
Light Pass. Vehicles 189 192 183 191 189 298 190 205
Heavy Pass. Vehicles 138 114 122 124 112 124 114 121
Goods Vehicles 103 103 100 111 109 96 78 100
Total Motorized 430 409 405 426 410 518 382 426
Non-Motorized 1,100 889 921 899 908 982 979 954
Total Traffic 1,530 1,298 1,326 1,325 1,318 1,500 1,361 1,380
Period: December 2008
Light Pass. Vehicles 182 160 167 172 197 137 189 172
Heavy Pass. Vehicles 138 115 121 124 107 113 111 119
Goods Vehicles 117 100 118 82 68 87 74 92
Total Motorized 437 375 406 378 372 338 374 383
Non-Motorized 973 881 947 944 1,003 861 957 938
Total Traffic 1,410 1,256 1,353 1,322 1,375 1,198 1,331 1,321

10.6 Month-Wise Average Daily Traffic (ADT)

Based on the data collected through the 12-month traffic surveys at 45 CPs, and application
of the relevant TAFs, month-wise average daily traffic (ADTs) for 45 traffic sections under
the present study has been worked out. The figures obtained on the month-wise ADTs by
vehicle type for all the traffic sections are presented in Volume II, and for CP-1, for an
illustration, month-wise ADTs for different vehicles are given Table 10.5 (page 10.7).

10.7 Monthly Traffic Composition: Motorized & Non-Motorized

Monthly variations in vehicle composition within motorized traffic, and total motorized and
non-motorized traffic have been worked out using the ADT arrived at for the 45 traffic
sections under the Study. The figures of the above analysis are given in Volume II. Month-
wise vehicle composition for motorized and non-motorized traffic is particularly useful while
traffic surveys are designed deploying ATCCs, as the equipment based traffic count may not
be able to categorize vehicles within the same axle-spacing category, e.g. differentiation
between bus and truck or light commercial vehicles, viz. mini truck and mini bus. In such
cases, analysis on vehicle composition will be useful. For reference, month-wise traffic
composition by vehicle type for CP-1 is illustrated in Table 10.6 (page 10.8).

10.8 AADTs Estimates at Different Count Points

Annual Average Daily Traffic for all the 45 traffic sections have been worked out after duly
applied the appropriate TAFs, as discussed in the above sections, and the related figures
are presented in Table 10.7 (pages 10.9 and 10.10) by different vehicle type including non-
motorized traffic.

10.9 AADT on Traffic Sections

Table 10.8 shows the AADT estimates of the Trunk and Regional roads of Tanzania by
different traffic sections.

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 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Table 10.8: AADT on the Traffic Sections of the Trunk & Regional Roads of Tanzania
Road Section-
Section-1 Section-2 Section-3 Section-4 Section-5 Section-7
No. 6
CP No. CP-24 CP-27 CP-28 CP-31 C9-32 CP-36 CP-37
Makamba Ubenazo
T-1 Location Mlowo Mahenge Chimala Doma Vigwaza
ko mozi
AADT 2,135 811 2,122 1,561 994 2,235 3,239
CP No. CP-22 CP-25 CP-33 CP-38 CP-44 - -
T-2 Location Hedaru Longido Manga Kikatiti Homo Jn. - -
AADT 1,372 650 1,146 3,468 3,129 - -
CP No. CP-7 CP-14 CP-23 CP-39 CP-42 - -
Nyakahur East of
T-3 Location
a Igunga
Dumila Ikungi Ushirombo - -
AADT 525 685 1,208 572 1,243 - -
CP No. CP-9 CP-19 CP-30 - - - -
T-5 Location Bicha Nduli Minjingu - - - -
AADT 96 421 296 - - - -
CP No. CP-1 CP-2 CP-15 CP-18 - - -
T-6 Location Ckikundi Litola Gumbiro Mingoyo - - -
AADT 1,420 335 242 918 - - -
CP No. CP-4 CP-26 - - - - -
Nanguruk
T-7 Location Kibiti - - - - -
uru
AADT 511 983 - - - - -
CP No. CP-17 CP-21 CP-41 CP-43 - - -
North of
T-8 Location Mabuki Chunya Sikonge - - -
Nzega
AADT 1,345 605 486 553 - - -
CP No. CP-3 CP-6 CP-8 - - - -
South of
T-9 Location Laela Chala - - - -
Kasulu
AADT 1,384 727 328 - - - -

10.10 Sum Up
The need and applications of the “Traffic Adjustment Factors (TAFs)” have been discussed
in the present report at several places, and the results of the one-year traffic surveys carried
out at 45 count points are given in different tables in Volume II of the present report. The
compilation and tabulation of the results have been done in such a manner so that the users
could apply them conveniently and effectively.

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 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Table 10.5: Month-Wise Average Daily Traffic (ADT) at CP-1

Passenger Vehicles Goods Vehicles Non-Motorized Traffic Average
Total
Bus Bus ADV/ Daily
Month Light Medium Heavy Art. Motorized
Car UV 2-Wh (<=25 (>25 Total Others Total Cycle Hand Others Total Traffic
Truck Truck Truck Truck Traffic
seats) seats) Cart (ADT)
January 9 75 77 69 59 289 12 32 26 8 8 86 375 1,024 - - 1,024 1,399
February 8 80 72 54 49 263 9 34 11 6 5 65 328 1,043 1 - 1,044 1,372
March 18 77 76 51 52 274 6 26 9 3 2 46 320 1,095 2 - 1,097 1,417
April 15 71 65 50 54 255 4 24 10 3 1 42 297 1,002 4 - 1,006 1,303
May 15 81 75 43 51 265 5 26 15 6 3 55 320 1,091 2 - 1,093 1,413
June 14 87 85 59 57 302 9 30 18 10 3 70 372 1,176 2 - 1,178 1,550
July 18 66 109 60 55 308 7 37 13 4 3 64 372 1,205 1 - 1,206 1,578
August 13 68 80 59 54 274 13 43 19 7 3 85 359 1,139 1 - 1,140 1,499
September 17 88 92 56 58 311 8 40 21 6 3 78 389 1,053 1 - 1,054 1,443
October 22 62 101 52 50 287 9 29 14 10 4 66 353 1,003 1 - 1,004 1,357
November 24 91 90 66 55 326 17 46 23 9 5 100 426 951 3 - 954 1,380
December 15 88 68 58 60 289 8 39 27 12 6 92 381 937 1 - 938 1,319
AADT 16 78 82 56 55 287 9 34 17 7 4 71 358 1,060 2 - 1,062 1,420

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 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Table 10.6: Average Monthly Vehicle-Wise Traffic Composition (%) at CP-1

Motorized Vehicles (%) Non-Motorized Traffic (%)
Total
Passenger Vehicles (% of Motorized Traffic) Goods Vehicles (% of Motorized Traffic) Mot.
Total Mot. &
Ligh Traffic (% ADV/
Month Bus Bus Total Non- NMT
t Medium Heavy Art. Total of total Cycle Hand Others
Car UV 2-Wh (<=25 (>25 Pass- Others motori Traffic
Truc Truck Truck Truck Goods Traffic) Cart
seats) seats) enger zed (%)
k
January 3 26 27 24 20 77 14 37 30 9 9 23 27 100 - - 73 100
February 3 30 27 20 19 80 13 54 17 9 7 20 24 100 - - 76 100
March 6 28 28 19 19 85 13 56 20 7 4 15 23 100 - - 77 100
April 6 28 26 19 21 86 9 57 24 8 3 14 23 100 - - 77 100
May 6 30 28 16 19 83 8 47 28 10 6 17 23 100 - - 77 100
June 5 29 28 20 19 81 14 43 26 14 4 19 24 100 - - 76 100
July 6 21 35 19 18 83 11 58 20 6 4 17 24 100 - - 76 100
August 5 25 29 21 20 77 15 51 22 8 3 23 24 100 - - 76 100
September 6 28 29 18 19 80 10 51 26 8 4 20 27 100 - - 73 100
October 8 22 35 18 17 81 14 43 22 16 6 19 26 100 - - 74 100
November 7 28 28 20 17 77 17 46 23 9 5 23 31 100 - - 69 100
December 5 30 24 20 21 76 8 42 29 13 7 24 29 100 - - 71 100
AADT 6 27 29 20 19 80 13 48 24 10 6 20 25 100 - - 75 100

10.8
 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Table 10.7: Annual Average Daily Traffic (AADT) at Various Count Points
Passenger Vehicles Goods Vehicles Non-Motorized Traffic AADT
Motoriz
CP ADV/ Non- (Mot+
Location 2- Bus Bus Light Medium Heavy Art. ed
No. Car UV Total Others Total Cycle Hand Others Mot Non-
Wh (<=25) (>25) Truck Truck Truck Truck AADT AADT
Cart Mot)
1 Chikundi 16 78 82 56 55 287 9 34 17 7 4 71 358 1,060 2 - 1,062 1,420
2 Litola 6 50 37 28 11 132 13 17 7 3 - 40 172 162 - - 162 334
3 South of Kasulu 90 142 68 48 22 370 14 54 11 11 - 90 460 891 33 - 924 1,384
4 Nangurukuru 15 56 8 35 36 150 10 59 22 13 - 104 254 257 2 - 259 513
5 Muhutwe 117 111 65 118 16 427 20 42 14 20 - 96 523 301 - - 301 824
6 Laela 3 28 14 - 7 52 5 25 10 14 - 54 106 614 7 - 621 727
7 Nyakahura 36 47 22 18 6 129 4 60 16 93 - 173 302 223 - - 223 525
8 Chala 2 28 10 - 6 46 5 19 6 3 - 33 79 245 2 - 247 326
9 Bicha 7 24 4 - 13 48 2 15 8 1 - 26 74 23 - - 23 97
10 Katoma 79 104 34 107 17 341 31 48 16 31 - 126 467 121 - - 121 588
11 Likuyufusi 14 60 32 11 34 151 25 16 9 5 - 55 206 139 1 - 140 346
12 Urambo 15 40 78 1 10 144 3 12 4 6 1 26 170 1,081 13 - 1,094 1,264
13 Kiberege 9 57 42 9 33 150 8 43 8 8 8 75 225 779 1 - 780 1,005
14 East of Igunga 29 71 8 7 39 154 7 73 41 208 1 330 484 196 4 - 200 684
15 Gumbiro 8 42 11 9 32 102 11 9 13 19 - 52 154 88 - - 88 242
16 Kasamwa 22 85 16 20 35 178 15 42 28 26 2 113 291 535 14 - 549 840
17 North of Nzega 38 123 15 27 105 308 8 88 39 206 - 341 649 694 2 - 696 1,345
18 Mingoyo 16 98 39 17 46 216 11 36 21 7 1 76 292 623 2 - 625 917
19 Nduli 17 56 26 10 9 118 12 22 5 5 2 46 164 255 1 - 256 420
20 Sulubu(Komasu) 61 91 15 85 45 297 13 57 25 60 1 156 453 56 1 - 57 510
21 Mabuki 43 115 8 24 84 274 6 55 29 87 2 179 453 150 3 - 153 606
22 Hedaru 115 207 50 86 167 625 34 100 31 129 1 295 920 436 15 - 451 1,371
23 Dumila 77 168 12 33 138 428 18 102 44 208 2 374 802 402 3 - 405 1,207
24 Mlowo 132 211 56 255 130 784 54 111 32 193 1 391 1,175 934 26 - 960 2,135
25 Longido 143 191 20 52 37 443 21 82 15 53 1 172 615 27 6 - 33 648
26 Kibiti 17 98 55 26 81 277 20 66 23 16 1 126 403 576 3 - 579 982
27 Mahenge 75 154 9 31 97 366 26 94 62 257 - 439 805 6 - - 6 811
28 Chimala 103 215 214 163 105 800 56 92 41 216 15 420 1,220 888 12 - 900 2,120
29 Balili 101 136 99 9 122 467 10 64 31 65 2 172 639 734 7 - 741 1,380
30 Minjingu 11 106 4 4 40 165 9 48 31 29 1 118 283 14 - - 14 297
31 Makambako 161 173 28 39 124 525 60 128 67 218 1 474 999 554 7 - 561 1,560
32 Doma 91 205 7 27 131 461 18 101 56 242 1 418 879 115 - - 115 994

10.9
 Consultancy Services to Carrying out Baseline Traffic Counts in Final Report
Tanzania Mainland & Establishment of a Comprehensive Traffic Volume I: Main Report
Census Methodology for TANROADS September 2009

Passenger Vehicles Goods Vehicles Non-Motorized Traffic AADT

Motoriz
CP ADV/ Non- (Mot+
Location 2- Bus Bus Light Medium Heavy Art. ed
No. Car UV Total Others Total Cycle Hand Others Mot Non-
Wh (<=25) (>25) Truck Truck Truck Truck AADT AADT
Cart Mot)
33 Manga 134 219 11 49 237 650 38 99 37 148 1 323 973 173 2 - 175 1,148
34 Mtokera 79 157 56 146 158 596 44 82 15 54 2 197 793 446 1 - 447 1,240
35 Muheza 165 276 139 264 193 1,037 51 156 29 135 1 372 1,409 611 4 - 615 2,024
36 Ubenazomozi 218 488 102 47 390 1,245 54 215 90 479 1 839 2,084 150 2 - 152 2,236
37 Vigwaza 349 711 42 196 613 1,911 92 352 211 626 - 1,281 3,192 46 2 - 48 3,240
38 Kikatiti 641 1,226 79 214 546 2,706 72 195 88 210 11 576 3,282 176 10 - 186 3,468
39 Ikungi 29 87 11 9 47 183 8 69 43 198 1 319 502 69 1 - 70 572
40 Mitundu - 11 15 - 4 30 1 5 2 - - 8 38 220 1 - 221 259
41 Chunya 25 107 121 1 5 259 10 20 6 - - 36 295 189 1 - 190 485
42 Ushirombo 44 93 43 58 32 270 9 82 20 111 1 223 493 700 50 - 750 1,243
43 Sikonge 3 35 47 1 9 95 1 6 2 2 - 11 106 441 7 1 449 555
2,32
44 Himo Junction 427 840 112 649 293 90 299 50 191 5 635 2,956 173 - - 173 3,129
1
45 Makuyuni 48 374 10 62 37 531 14 47 34 11 2 108 639 66 3 - 69 708

10.10
Summary & Major Issues
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

11.0 SUMMARY & MAJOR ISSUES

This chapter presents the activities carried out during the Consultancy Services, brings out
major issues, and summarizes the Final Report of the Study. Following the requirements of
the ToR, the functional areas covered under the Study are: review of the earlier studies;
selection of traffic sections and count points; developing traffic counts methodology;
determining the traffic adjustment factors; formulating methodology for traffic census in
Tanzania; procurement of the ATCCs; establishing generalized traffic forecast model;
development of computer based traffic information database system; and organizing
overseas training for TANROADS Officials, and the Training for TANROADS Staff.
Before preparing the Final and the Draft Final Reports, three progress reports on technical
areas designated in the ToR were also submitted during the Study. The following areas were
covered in the progress reports: (i) Conceptual Design and Traffic Counts Methodology, i.e.
First Progress Report (December 2007); (ii) Establishment of Counting Stations and
Commencement of the Traffic Census, i.e. Second Progress Report (March 2008); and (iii)
Establishment of Database: Completion of the System Design & Trial Run, i.e. Third
Progress Report (June 2008). Since the above reports prepared and submitted at different
phases of the Study, particularly selection of traffic sections and count points, organizing and
commencement of the traffic surveys, data processing, etc., the Study had benefits of
evolving and sharpening the methods for different activities at several stages of the Study.

11.1 Study Background

The total road network in Tanzania measures 86,472 km (July 2009) with only 7.5% of the
paved roads (mainly Trunk Roads), and only 58% (2009) of the road network under
Tanzania National Roads Agency (29,847 km) is reported to be in “good” category.
TANROADS is, however, committed for “Good Roads for National Development”.
Road management and planning for socio-economic development requires reliable and
latest data on traffic movement and road condition, as fast development is taking place in
different sectors of the economy. There have been considerable changes in transport
sectors, modal choices and movement pattern over the years. It has been reported that
currently, TANROADS does not have a comprehensive and reliable method of collecting and
updating traffic data on its primary road network, which consists of the Trunk Roads (10,601
km), and Regional Roads (19,246 km).
Moreover, the traffic data presently collected or updated for certain roads in the country for
short duration of time for determining the AADT, the TAFs being used were old, as they are
based on the results of the traffic surveys conducted in 1985, and the analysis carried out in
1987. It is needless to highlight that the TAFs (1987) currently used in Tanzania for
determining the AADT are very old to use on any short duration traffic counts carried out on
any traffic sections of the road network under TANROADS. So there was an urgent need for
getting the TAFs revised and also the traffic census updated. The Study, inter alia, aimed at
selecting and procuring most appropriate ATCCs for Tanzania.

11.2 Review of the Earlier Studies

Review of the earlier studies was one of the requirements of the ToR, so the Consultants
reviewed the outcomes and recommendations of the Final Report on ‘Traffic Data
Acquisition’ prepared by DHV Consultants in 2004, which were used in preparing an
effective strategy to adopt a system of identifying the count points to achieve the most
representative traffic database.
The Study also reviewed the exercise undertaken by the Ministry of Communications and
Works (MoCW) regarding manual or enumerator based classified traffic counts on 266 traffic

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in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

sections and count points on the Trunk and Regional Roads in the country during 1972-85.
Among others, the review was mainly concentrated to the MoCW (1988) traffic adjustment
factors derived on 40 traffic sections in the country through a one-year traffic counting
activities on 40 count points (CPs).
The ‘Traffic Survey Strategy’ prepared by the Ministry of Works (MoW) in 1992 was also
reviewed. The Strategy had to develop a set of updated TAFs for the entire network
locations, which MoW used for data collection and adjustment to make it representative until
1993. For obvious reasons, the TAFs developed in 1992, which were based on 1987 traffic
level information, were no longer valid for current requirements.

11.3 Selection of Traffic Sections & Count Points

A comprehensive list of the selected traffic sections and identified traffic count locations
based on the road network and movement pattern in the country was prepared for future
traffic census. The selected traffic sections and their corresponding count locations
countrywide are nearly 500. Out of the identified traffic sections countrywide, the Study
identified 45 traffic sections for carrying out one-year traffic surveys in order to establish the
TAFs for future use.
During the Study, the Consultants reviewed the latest road network of the country, in view of
changes taken place since 1985 and also up-grading of the road categories, e.g. Regional
Road to Trunk Road and so on, supported with field visits to identifying the specific traffic
sections on the network, and to establish traffic count points in the traffic sections, in view of
different features affecting the traffic volume on the network. The features considered
influencing the traffic sections on the road network were: junctions, inhabitation pattern and
major economic activity centers, such as, mining, factories, markets, institutions, etc. While
selecting the traffic survey count points on the traffic sections, the influence of local traffic in
case of roads connecting major population centers was avoided.

11.4 Traffic Count Methodology

Since conducting traffic survey in the Study was a huge task, the traffic count methodology
for Tanzania was established following comprehensive efforts with a logical planning and
several consultations at different levels including Regional Offices of TANROADS. The traffic
survey were undertaken for seven days, i.e. one week, at all the selected 45 CPs on the
traffic sections, in which for four days the count were taken up for 12 hours, and on the
remaining three days for 24 hours. So a weekly survey was organized at all the 45 CPs for
12 months of the year. The surveys were carried out for one year on 45 traffic sections on
the Trunk and Regional Road network spread all over the country.
Planning for the survey was done in several areas, which included mainly; selection of traffic
sections and traffic count points on the primary road network in Tanzania; preparation of
traffic survey format; procurement of the ATCCs; selection and training of traffic survey
enumerators; survey arrangements and logistics; monitoring and quality control mechanism
of the traffic surveys; traffic data processing and analysis, etc.

11.5 Traffic Adjustment Factors

Conducting traffic surveys throughout the year on a regular basis is usually not possible or
advisable, mainly because of resource constraints. Therefore, the traffic surveys are carried
out for short durations, e.g. for 12 hour, 24 hours, a few days in a week or full weeks. The
traffic surveys carried out for short durations, which require appropriate traffic adjustment
factors, usually known as TAFs, to make them representative of the annual average.
It may be noted that under the present Study, the TAFs have been developed for
determining the traffic level on the road network of TANROADS. So any traffic counts carried

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in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

out for short duration in future due to resource constraints or any reasons, would required to
be modified using an appropriate TAF to arrive at the ADT and AADT.
Based on the availability of financial and other resources, duration of the survey can be
adopted for minimum 12 hours in day, but preferably 24 hours (one day) to 72 hours (three
days), as short duration. The traffic data obtained for the short duration count can be
expanded to the ADT and the AADT by applying suitable TAFs. To meet the above said
requirement, algorithms have been developed for arriving at various traffic adjustment
factors (TAFs) for carrying out the following traffic analysis, which included in the database
design: (i) estimation of the ADT; (ii) calculation of hourly, daily and monthly TAFs; (iii)
determination of the AADT.
The TAFs developed in the Study will be used for converting the short duration traffic data
into the ADT and the AADT in future for roads falling in the catchments areas of the selected
traffic sections of the roads under TANROADS.

11.6 Methodology for Traffic Census in Tanzania

The Study has developed a “generic methodology for carrying out network-wide traffic
census” following the requirements of the ToR, i.e. which could be used in future for at least
five years. The generic methodology would get evolved from the road network under
TANROADS, so as to specify the locations in which long-term counts would be required, and
those locations where short duration counts would be sufficient. For the purpose, for regular
traffic data collection on an interval, as per the requirement, the ATCCs would be deployed
mainly on the selected permanent traffic count points on the Trunk and Regional road
network of the country.

11.7 Procurement of ATCCs

The Study, inter alia, intended to select and procure the necessary traffic counting
equipment suitable for Tanzanian environment. While procuring the equipment, the Study
reviewed the merits and demerits of technology, accuracy of providing vehicle counts,
classification and speed as well as its suitability with the site conditions. The selection of
ATCCs has been done through a two-stage process. First stage focused on the selection of
suitable technology; and the second stage on the selection of ATCCs suppliers. The process
was guided by the outcome of the technology scan and the budget allocated for the purpose.
The Consultants explored the global road traffic technology market for selecting suitable
ATCCs. The ATCC technologies, widely used for the purpose of traffic counting,
classification, and measurement of speed, etc. were considered, viz. (i) Pneumatic Tube
System; (ii) Inductive Loop Detector; (iii) Piezo-electric Sensor; (iv) Digital Video Detection
and Image Analysis; (v) Radar Counter & Classifier; and (vi) Automatic Number Plate
Recognition.
During the above process, reputed suppliers were contacted for obtaining the product
information as well as price quote of different ATCCs. Based on the outcome of the
technology scan, considering the operational advantage of the ATCCs, and consultations
with the Clients, 18 sets of Radar Counter and Classifier “SDR” and 2 sets of Pneumatic
Tube type equipment (MC5600) were procured within the budget. The ATCCs (20 sets in
total) have been duly handed over to TANROADS.
After the procurement of the ATCCs, it is highly advisable that equipment should be
judiciously and efficiently used for traffic counting on the road network of the country. Using
the ATCCs, considerable share of the total traffic survey activities could be easily carried out
in a short time with economy. It is important to note that for optimum usage of the ATCCs, a
proper plan is required, which should be based on the road-wise information on the level of
traffic (vpd and motorized/non-motorized composition), type of pavement, availability of
trained manpower, safety and handling of the equipment, proper installation in view of

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 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

sensing the passing vehicles, etc. The extent of traffic count duration and frequency of the
traffic surveys should also be planned in view of data accuracy and other requirements.
While organizing equipment based traffic count activities, it is important to refer to the User
Manual of ATCCs carefully.

11.8 Generalized Traffic Forecast Model

A “Generalized Traffic Forecast Model” has been prepared for projecting the traffic on the
primary road network of Tanzania. The Model has been developed involving multi-criteria
parameters including a number of explanatory variables affecting the traffic growth in varied
socio-economic conditions. The model has been finalized by incorporating the relative
importance of the variables considered in the causal relation following the straight forward
simple econometric techniques.
Growth in transport sector in a country depends on several factors, viz. the Government
policies, planning and priorities set for specific sub-sector, global and domestic economic
performance, etc. Prediction of all these influencing factors with fair level of confidence is a
difficult task, and also the traffic growth rates. Based on the observed value(s) of elasticity
on the proposed GDP, the expected growth rates for passenger and freight carrying vehicles
have been estimated as follows:

Vehicle 2010-15 2015-20 Beyond 2020

Passenger Vehicles 7.8 6.6 6.6
Freight Vehicles 5.9 6.0 6.0

While using the traffic growth rates in future, it is desirable that the user should consider
changes in GDP and income level including the sectoral changes i.e. agricultural, mining
and manufacturing sub-sectors, if any, and also on new projects and their phase-wise
requirements for transport.

11.9 Development of Traffic Information Database (TIDB) System

The Consultants have designed and established a computerized traffic census “Database”
where traffic data can be stored, accessed, updated and retrieved. This would be made
compatible with TANROADS WAN, as and when commissioned. The one-year traffic survey
data collected at 45 count points (CPs) have been stored in the TIDB System, which can be
accessed through a user friendly Graphical User Interface (GUI), so that access, updating,
and analysis could be easily undertaken. The traffic data from all the survey count points
have a reference to the geographical coordinates so that visualization through maps is
possible.
Scope of the System is to design and establish a Computerized Traffic Census Database,
which can be used as a decision support system for traffic and transportation planning. It
includes defining interfaces to the System, methodology to migrate manual traffic census
data into database, assumptions and exclusions to the System, responsibilities of both the
Consultants and the Clients, and the deliverables from the System.
The TIDB System has been developed using MS Access as database, Visual Basic (.Net) as
development tool and Crystal Report as report writer tool for generation of reports/tables.
The System is built around a three-tier client server architecture. Using this architecture, the
system can be broken down into three layers, namely, Data Layer (Backend), Logical
Layer (Middleware) and Presentation Layer (Front end). The data layer is a separate
component, whose sole purpose is to serve up the data from the database and return it to
the user/caller.
The Logical Layer is the brain of the System, where all the logical/business calculations,
such as, calculation of TAF, ADT, AADT, etc. will be done. Placing all the logics separately
in a layer increases the reusability of an application. The presentation layer is the most

11.4
1.
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

important layer simply because it’s the one that everyone observes and uses. With a well
structured logical and data layer, if the presentation layer is designed properly, this gives the
users a better view and appreciations of the system. The main advantages of using tiered
approach are the reusability of the programming code and ease to maintain and
enhance/modify the system in the future.
The functionality and working of the TIDB System was demonstrated to various TANROADS
officials during last one year, including, demonstration to the officers concerned, in
November 2008 at New Delhi, India, and to the RMMS Officials, specifically to demonstrate
the information stored in TIDB System, like, Start Node Number, End Node Number, etc.
which may be utilized by, and can be transferred to existing software of RMMS, through
interface files.
A “User Manual: Traffic Surveys and TIDB System”, has been prepared for carrying out the
traffic survey and providing guidance to operate the TIDB System. TANROADS Staff has
been trained during the Training, so that the system could be effectively used in years to
come. The above arrangement would augment the in-house capacity and workability, even
after completion of the Consultancy Services. The User Manual is comprehensive and user-
friendly document, which could be used by any new users of the TIDB System as well.

11.10 Results of Baseline Traffic Census in Tanzania

Results of the one-year traffic surveys on the 45 traffic sections at their corresponding count
points on the roads under TANROADS have been obtained. The results are tabulated in
eight reports illustrating hourly, daily and monthly traffic variations; road-wise and section-
wise traffic in terms of AADT, etc.
The results tabulated in different reports are compiled and presented in Volume II of the
Final Report. However, for understanding of the results obtained for CP-1 (Count Point No.
1, i.e. at Chikundi in Masasi district of Mtwara Region for the Nanganga-Masasi section on
Road No. T-06) are shown in Volume I, for illustration, whereas all the results for 45 CPs are
given in Volume II.
Short duration traffic surveys on any traffic sections on the Trunk and Regional Road
network in Tanzania can be easily converted into the ADT and the AADT by using the
appropriate TAFs obtained in the present study, which would also establish the traffic
census in Tanzania at much lesser cost.

11.11 Overseas Training

Within the Scope of Work, an overseas training for three TANROADS Staff was organized in
the month of November 2008 on various functional areas of traffic surveys including
equipment based, associated data processing, analysis, and forecasting techniques, and
also highway engineering and planning in view of technical capacity building. The training
was organized at the Consultants’ Home Office, i.e. in New Delhi, India. The TANROADS
Staff, namely Mr. Jason M. Rwiza, Director of Planning, Mr. Bencolias Tinkaligaile, Head of
Planning and Mr. Arnold Masaki, Traffic Engineer participated in the training program. The
training program consisted of classroom as well as field training and site visits. The
Overseas Training also included field visits, discussions and case studies. Demonstration of
the TIDB System was also organized during the above training.

11.12 Training for TANROADS Staff

A “Two-day Training for TANROADS Staff” under the Study was organized on the Traffic
Census Methodology, and the Application of the Traffic Adjustment Factors (TAFs) in August
2009 in Dar es Salaam. The program was attended by 37 participants from Headquarters,
Road Maintenance Management System (RMMS) and Regional Offices of TANROADS. The
Training Program was actively participated by all the participants.

11.5
1.
 Consultancy Services to Carrying out Baseline Traffic Counts Final Report
in Tanzania Mainland & Establishment of a Comprehensive Volume I: Main Report
Traffic Census Methodology for TANROADS September 2009

The Program, inter alia, also covered on-hand practice of the TIDB System and on-road
functional demonstration of the procured ATCCs, viz. (i) Pneumatic Tube Type (MC5600);
and Radar Type Equipment (SDR). The Training Program was made very interactive with
the “Question-Answer Sessions” after every topic of the Training. During the Program, all the
participants were given “User Manual” on Traffic Census Methodology, Application of the
Traffic Adjustment Factors, and Traffic Information (TIDB) System, and relevant hand-outs
for future reference and use.
“A Report on the Training for TANROADS Staff” has been prepared and submitted. Based
on feedback given by the participants, an evaluation exercise has been carried out, which
reveals that the training program organized by the Consultants highly appreciated by almost
all the participants on different criteria as mentioned in the Feedback Evaluation Form.

11.13 Way Forward

For successful implementation of the proposed methodology for traffic census on primary
road network in Tanzania, the Study envisages the following actions from TANROADS:
• TANROADS has now got both the technologies of traffic data collection, i.e.
“enumerators based” and “equipment based (ATCCs)”. A significant share of the
traffic survey activities could be carried out by the ATCCs with a reasonable level of
accuracy and economy. The extent of traffic survey locations, duration and frequency
of surveys should be undertaken in such a way that optimum usage of ATCCs could
be planned;
• Any highway planning and design require mainly AADT on the road section to be
maintained and upgraded in future. With the updated TAFs derived in the Study,
short duration traffic surveys carried out on the roads falling in the catchments area
of any traffic sections on the Trunk and Regional Roads network can be easily
converted into the ADT and the AADT, which would also establish the traffic census
in Tanzania at much lesser cost;
• The Study has developed a user friendly computer based “TIDB System” for
TANROADS, where data can be stored, accessed and updated, as and when
required;
• Users should take full advantage of the “TIDB System” which would be available on
TANROADS intranet and WAN (as and when commissioned). With the effective use
of the System, users can avoid cumbersome mathematical calculations of estimating
the ADT and the AADT by the use of TAFs on short duration traffic counts;
• In case of resource constraints and to economize the traffic count exercise,
“Generalized Traffic Forecast Model” developed in the Study can be used to project
the traffic for future years for any road sections in the country with a fair level of
accuracy without repeating the traffic counts, provided the conditions on the road
remains unchanged.

11.6
1.
Maps
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/1
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/2
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/3
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/4
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/5
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/6
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/7
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/8
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/9
 Final Report
Consultancy Services to Carrying out Baseline Traffic Counts in Tanzania Mainland & Volume I: Main Report
Establishment of a Comprehensive Traffic Census Methodology for TANROADS September 2009

TANROADS Trunk and Regional Roads Maps
Catchment Area of the Specific Traffic Section in the Regions

Map 4.1/10
Annexures
 Annexure 1.1

A-1
 Annexure 1.1

A-2
 Annexure 1.1

A-3
 Annexure 1.2

Report on Training for TANROADS Staff on

Traffic Census Methodology &
Application of the Traffic Adjustment Factors (TAFs)

1.0 Introduction
Following the requirements of the ToR, the Consultants organized a “Two-day Training for
TANROADS Staff” on the Traffic Census Methodology, and the Application of the Traffic
Adjustment Factors (TAFs) on 20-21 August in Dar es Salaam. Main objective of the training
was to develop the departmental capability in carrying out the traffic census on the Trunk
and Regional Roads of the country, and also to equip with the modern tools and techniques
of undertaking the traffic surveys including deployment of the automatic traffic counters and
classifiers (ATCCs), and analyzing the data by using the Traffic Information Database (TIDB)
System.
In order to achieve the above objectives, the training program was divided into several
functional areas focusing on: (i) traffic census methodology (enumerator based and
equipment, i.e. ATCCs based); (ii) concept and application of the traffic adjustment factors
(TAFs); (iii) application of the TIDB System for traffic survey data analysis and estimation of
the ADT and the AADT; (iv) practical training for the use of ATCCs; and (v) method and
application of traffic forecast model.
The Training for TANROADS Staff was for two days covering eight sessions, which also
included a comprehensive question-answer sessions and on-hand training on the TIDB
System and installation, and use of the ATCCs.
The Training was conducted by Mr. Satyakam, Team Leader/Senior Transport Economist,
Mr. Rajeev Makhija, Senior Traffic Engineer, Mr. Arun Gakhar, System Analyst, and Mr.
Aidan Ndaona, Deputy Traffic Engineer. A brief notes on the participants, training contents
and training materials, practical training, participants feedback and evaluation, and results
are given in following paragraphs.

2.0 Participants
The Training for TANROADS Staff was participated by the Senior Officials of TANROADS
Headquarters, Road Maintenance Management System (RMMS) of TANROADS, and
Regional Offices, TANROADS. List of the Participants with their names and positions are
presented in Annexure 1.2-1.

A-4
 Annexure 1.2

3.0 Training Contents & Training Materials

In order to cover the main objective, the Training was organized in eight following sessions:
Session-1: Introduction: Traffic Surveys – Approach & Methodology;
Session-2: Traffic Surveys: Organizing, Planning & Commencement including ATCCs;
Session-3: Selection & Application of Traffic Adjustment Factors (TAFs);
Session-4: Data Processing & Traffic Information Database (TIDB) System;
Session-5: Application of the TIDB Software – On-hand Training;
Session-6: Automatic Traffic Counters & Classifiers (ATCCs) – On Site Demonstration;
Session-7: Traffic Forecast: Method & Applications; and
Session-8: Data Analysis & Application – the ATCCs.

The Training Program Schedule and Coverage are presented in Annexure 1.2-2

During the Program, all the participants were given “User Manual” on Traffic Census
Methodology, Application of the Traffic Adjustment Factors, and Traffic Information
Database (TIDB) System, and relevant hand-outs for future reference and use. Arrangement
of loading the TIDB System on personal computers of the participants was also made.

4.0 Practical Training

The Training Program gave importance on the practical training to the participants, so that
they could use the TIDB System and ATCCs effectively and efficiently. Therefore, the
Training, inter alia, also covered on-hand practice of the Traffic Information Database
System and on-road functional demonstration of the Automatic Traffic Counters and
Classifiers (ATCCs), viz. (i) Pneumatic Tube Type (MC5600); and Radar Type Equipment
(SDR). The Training Program also had adequate “Question-Answer Sessions” after every
topic of the Training.

Photos……

A-5
 Annexure 1.2

5.0 Training Feedback & Evaluation

In order to appreciate the usefulness and success of the Training Program, a questionnaire
on “Training Feedback & Evaluation” was distributed among the participant to obtain their
views on the Program. The questionnaire is presented in Annexure 1.2-3. Among others, the
questionnaire obtained views of the participants on the following parameters: course
structure; course contents; training material; training tools; effectiveness of trainers; practical
usage in future; case studies, illustration, etc. and its effectiveness in Tanzania context. The
participants gave their comments in terms: excellent, very good, good, average and poor
against each of the above evaluation attributes.
All the comments given by the Participants on the above parameters are compiled and
tabulated with numeric grades and descriptive notes in Annexure 1.2-4. The numeric grades
are given as: 1 for Poor; 2 for Average; 3 for Good; 4 for Very Good; and 5 for Excellent, so
that a meaningful analysis could be carried out. Several analyses with graphical
presentations of the Training Feedback have been undertaken, which are illustrated in
Annexures 1.2-5 to 1.2-7. The analysis has been grouped into two parts for better
understanding of the feedback given by the participants: (i) course structure; course
contents; training materials; training tools; effectiveness of trainers; and practical usage in
future; and (ii) case studies, illustration, etc. and its effectiveness in Tanzania context.

6.0 Overall Assessment

On the basis of the Training Feedback and Evaluation, several analyses have been carried
out as mentioned in Section 5.0. The results of the analysis carried out on: course contents;
training materials; effectiveness of trainers; practical usage in future; case studies,
illustrations and its effectiveness in Tanzania context; overall benefits; application of training
received; additional topics need to be covered; and general suggestions given by the
participants are tabulated and illustrated in Annexures 1.2-5 to 1.2-7.
The overall rating of the Training Program has been given as “very good to excellent” by
more than 75% of the total participants for the parameters of Group (i); and “very good to
excellent” by more than 54% of the total participants for the parameters of Group (ii). The
Training for TANROADS Staff under the Study was considered as grand success.

A-6
 Annexure 1.2-1

Consultancy Services for Carrying out

Baseline Traffic Counts in Tanzania and
Establishing a Comprehensive Traffic Census Methodology for TANROADS

Training for TANROADS Staff on

Traffic Census Methodology &
Application of the Traffic Adjustment Factors (TAFs)
List of Participants
Sl. No. Name Position Sl. No. Name Position
Abdon Head of Planning Head of Planning
1 20 Japherson Nnko
Maregesi (Shinyanga) (Kilimanjaro)
Director of Planning
2 Arnold Masaki Traffic Engineer 21 Jason Rwiza
(DPL)
Manager of
Bashir
3 Head of Planning (Iringa) 22 Joseph Lwiza Maintenance
Rwesingisa
Planning
Bencolius Head of Planning
4 Head of Planning 23 Leonard Kapongo
Tinkaligaile (Tabora)
Benedicta Head of Planning Head of Planning
5 24 Matari Masige
Kinjori (Ruvuma) (Singida)
Head of Planning
6 Bonna Mtui Head of Planning (Tanga) 25 Michael Bernard
(Dodoma)
Christina Head of Planning of Road Head of Planning
7 26 Moses Kiula
Kayoza Safety and Environment (Morogoro)
D. Mariki / Head of Materials and Head of Planning
8 27 Msama K. Msama
J.Malisa Research Department (Arusha)
Donasian F. Head of Planning
9 RMMS Engineer 28 Nada Narya
Beda. (Manyara)
Ndelutse Karoza / Head of Planning
10 Donati D. RMMS Engineer 29
Saxtus Johnes (Rukwa)
Head of Planning
11 Ali Manditi System Analyst 30 Ngoko Mirumbe
(Kigoma)
Ebenezer Head of Design and Head of Planning
12 31 Salome Kabunda
Mollel Standards (Coast)
Salutari Massawe /
Ephatar L. Director of Projects
13 RMMS Engineer 32 Frank John
Mlavi (DPR)
Mwakisonga
Ephrem Director of Procurement Head of Planning
14 33 Seleman Lawena
Kirenga (DPC) (Mbeya)
Head of Planning (Dar- Head of Planning
15 Evelyne Mlay 34 Tano Massaba
es-salaam) (Mtwara)
Managing Director Head of Planning
16 Felician Barozi 35 Vedastus Maribe
(DataConsult Limited) (Mara)
Head of Planning
17 Felix Ngaile 36 Wende H. RMMS Engineer
(Mwanza)
Secretary
18 Hurbert Swai Head of Planning (Lindi) 37 Mwanaidi Msuya
(TANROADS)
Jackson Head of Planning
19
Rwelengera (Kagera)

A-7
 Annexure 1.2-2

Consultancy Services for Carrying out

Baseline Traffic Counts in Tanzania and
Establishing a Comprehensive Traffic Census Methodology for TANROADS

Training for TANROADS Staff on

Traffic Census Methodology &
Application of the Traffic Adjustment Factors (TAFs)
Venue: Golden Tulip, Toure Drive, Msasani Peninsula, Dar es Salaam

Day-I: 20 August 2009, Thursday

09:00-09:30 hr: Registration

09:30-10:30 hr: Inauguration
10:30-10:45 hr: Tea Break
Technical Session
Introduction: Traffic Survey – Approach &
10:45-12:00 hr Session-1 Satyakam
Methodology
Traffic Surveys: Organization, Planning &
12:00-13:00 hr Session-2 Commencement including introduction to the R. Makhija
Automatic Traffic counters & Classifiers (ATCCs)
13:00-13:45 hr Lunch Break
Selection & Application of Traffic Adjustment Factors
13:45-15:30 hr Session-3 R. Makhija
(TAFs)
15:30-15:45 hr Tea Break
Data Processing & Traffic Information Database
15:45-17:30 hr Session-4 Arun G.
(TIDB) System
19.00 onwards Dinner Hosted by Mr. Prashant Kapila, President, ICT, New Delhi

Day-II: 21 August 2009, Friday

Technical Session
Application of the TIDB Software – On Hand Arun G. & R.
09:00-11:00 hr Session-5
Training Makhija
11:00-11:15 hr Tea Break
Automatic Traffic Counters & Classifiers R. Makhija/
11:15-13:00 hr Session-6
(ATCCs) – On Site Demonstration Kalebe/Aidan
13:00-13:45 hr Lunch Break
13:45-15:30 hr Session-7 Traffic Forecast: Method & Applications Satyakam
15:30-15:45 hr Tea Break
R. Makhija/
15:45-16:45 hr Session-8 Data Analysis & Application – the ATCCs
Arun G.
Concluding Session:
16:45-17:30 hr
TANROADS / Consultants / Participants [Feedback & Comments]

A-8
 Annexure 1.2-3

TRAINING FEEDBACK & EVALUATION

Project: Consultancy Services for Carrying out Baseline Traffic Counts in Tanzania Mainland and
Establishing a Comprehensive Traffic Census Methodology for TANROADS

Particulars of TANROADS STAFF

Name : ---------------------------------------------------------------------------

Designation : ---------------------------------------------------------------------------

Particular of Training Program

Title of Training Program : Training for TANROADS Staff on Traffic Census Methodology &
Application of the Traffic Adjustment Factors (TAFs)

Training Organization : Intercontinental Consultants and Technocrats Pvt Ltd. (INDIA) &
DATACONSULT LIMITED (Tanzania)
Dates : 20–21 August, 2009.
Rating
Excellent Very Good Average Poor
Parameter Good
Course Structure

Course Contents

Training Material

Training Tools

Effectiveness of Trainers

Practical Usage in future

Case Studies, illustrations and its
effectiveness in Tanzania context
Overall benefits drawn

Application of training received Immediate Future

Additional topic you wish to

cover in this program ------------------------------------------------------------------------------------

Facilities provided Excellent Very good Good Average Poor

Any Suggestions ------------------------------------------------------------------------------------

21 August 2009, Dar es Salaam. Signature: ------------------------------------

A-9
 Annexure 1.2-4
Numeric Grade 1-Poor 2-Average 3-Good 4-Very Good 5-Excellent

A-10
 Annexure 1.2-5

Analysis of Training Conducted

Very
Parameter \ Rating Excellent Good Average Poor Total
Good
Course Structure 2 17 6 - - 25
Course Contents 6 15 3 1 - 25
Training Material 4 13 8 - - 25
Training Tools 4 10 10 1 - 25
Effectiveness of trainers 3 14 7 1 - 25
Practical Usage in Future 4 15 4 2 - 25
Case studies illustrations etc. 3 9 11 2 - 25
Overall Benefits Drawn 2 13 9 1 - 25

Analysis of Training Conducted: Graphical Representation

10
9
8
7
6
5
4
3
2
1
-
Course Course Training Training Tools Effectiveness Practical Case studies Overall
Structure Contents Material of trainers Usage in illustrations Benefits
Future etc. Drawn

Excellent Very Good Good

A-11
 Annexure 1.2-6

1. Graphical Representation of Responses on "Course Structure" 2. Graphical Representation of Responses on "Course Contents"

3. Graphical Representation of Responses on "Training Material" 4. Graphical Representation of Responses on "Training Tools"

5. Graphical Representation of Responses on "Effectiveness of trainers" 6. Graphical Representation of Responses on "Practical Usage in Future"

7. Graphical Representation of Responses on "Case studies illustration etc." 8. Graphical Representation of Responses on "Overall Benefits Drawn"

A-12
 Annexure 1.2-7

Analysis of Application of Training Received

Application of Training
Response
Received
Immediate 17
Future 8

Total 25

Analysis on Facilities Provided During the Training

Facilities Provided During the

Responses
Training
Excellent 2
Very Good 13
Good 9
Average 1
Poor 0

Total 25

Summary of Descriptive Notes Given by Participants

Sl. No. Additional Topic Participants Wish to Cover in the Program
A brief on Axle Load Dedicated for Pavement Design Purpose- Procedures and Data
1
Collection.
2 Applications of the system for road which is not included in the 45 Unit stations
3 Backup and restoring the database
4 Emphasis on Traffic Growth Rate - Analysis
5 Hands on Practice need Involvement of More Laptops
6 How to install the program into the PC
7 Linking TIDB System with other TANROADS system (RMMS)
8 Non Motorized Census as Important as Motorized Counts
9 Practical Site oriented for 3 days then fill the data's
10 System Installation

Sl. No. General Suggestions of the Participants

1 Finishing Time should be about 4:00 pm
2 For reliability of the applied data more count points should be added in each region.
3 If more money is available, for future to increase count points
4 Installation of Software to the region be effective earliest possible for in house training
5 More Counting Stations is suggested to acquire representative data for entire country network
6 More Training is still needed to make it a useful traffic layout tool
7 Participation of Regional Level is Important
The Consultant/ TANROADS to Ensure that the TIDB System is Installed in All Regions for
8
Effective use of System
9 Time Management - To have time keeper to ensure we are within schedule
10 Training period not adequate

A-13
 Annexure 1.3

A-14
 Annexure 1.3

A-15
 Annexure 2.1

Consultancy Services to Carrying Out Baseline Traffic Counts in Tanzania Mainland

and Establishment of a Comprehensive Traffic Census Methodology for TANROADS
CHECK LIST FOR COLLECTING INFORMATION DURING THE
FIELD VISIT OF THE PROJECT TRAFFIC ENGINEERS

I. GENERAL (DATE……/……../2007)

Name of the Road

Traffic Section

Check Point No…..……/ District…………..……./ Region …..…………

Nearby Village………………………………………
Check Point Reference Land Mark………………………..…………………
GPS Reference (if available)………………………

Type of Road Surface Paved / Gravel / Earth

Surface Condition Good / Fair / Poor / Failed (…….%)

Carriageway Single / Intermediate / Dual/ Multiple Lane (Divided /

Undivided)

II. TANROADS REGIONAL OFFICE

Regional Office Place………………………………./ Region……………..

Regional Manager Name…………………………… Mobile / Email ID

Head Engineering Deptt. Name…………………………… Mobile / Email ID

Planning Engineer Name…………………………… Mobile / Email ID

…………………………. Name…………………………… Mobile / Email ID

DATA/INFORMATION COLLECTION AT THE REGIONAL OFFICES

Road Network in Region Get validated the Trunk / Regional Roads in the Region
Selection Process Comments / Suggestions …………………….……………..
Selected CPs in Region Comments / Suggestions……………………………………
Survey Format Collect Old and Current Traffic Survey Format(s)
Survey Format (Draft) Prepared for the Present Study: Comments & Review
Traffic Count Practices Duration and Frequency of Traffic Counts in the Region
Traffic Count Equipment Comments of Regional Officers on Use & Requirements
Traffic Data Past and Recent Traffic Data in the Road Network
Monitoring & Quality For the proposed One-Year Traffic Counts in the Region
Control Mechanism

A-16
 Annexure 2.1

III. TRAFFIC MOVEMENT PATTERN

Traffic Mix Car:.……%; Bus:…..…%; Truck:…..…%; NMT..:……..%

Hauling Mix (Distance) Short ……….%; Long:……….%; Int. Transit:………..%
Link in a Network Part Network: Trunk / Regional / District

IV. SOCIO-ECONOMIC ACTIVITIES IN THE ROAD INFLUENCE AREA

Main Crops:………………….……………………………
Agriculture / Livestock Cash Crops:………………………………………………
Raising Animals:………………………………………….
Mining (Inferred) Main Deposits…………………………………………………
Industrial Activities Minor:……………………………….Major:……….………….
Trade / Tourism Commercial:………………………..Tourism………………..

Transport Constraints in the Region, if any:

Note: Kindly attach separate sheets for writing the descriptive responses.

A-17
 Annexure 2.2

Consultancy Services for Carrying out Baseline Traffic Counts in Tanzania Mainland and
Establishing a Comprehensive Traffic Census Methodology for TANROADS

Overseas Training Program of TANROADS Officials at ICT New Delhi, India

[1–15 November* 2008]

Date / Day Period (hr) Venue Activity Responsibility / Expert

02 Nov-08
Arrival of the Participants from Dar es Salaam Col. SK Kapur
(Sunday)
Welcome of the Participants
0930:0945 CR, ICT By Mr. A. Basu, Executive Col. SK Kapur
Director, ICT
0945:1000 Tea Break
Traffic Engineering Concepts
1000:1120 CR, ICT Mr. Rajeev Makhija
and Theory
03 Nov-08
1120:1135 Tea Break
(Monday)
Traffic Engineering Surveys
1135:1300 CR, ICT Mr. Rajeev Makhija
(Types and Usefulness)
1300:1430 Lunch Break
Visit of Traffic and Highway
Divisions Mr. NK Sinha & Prof. PK
1430:1600 -
Sikdar
(in house capabilities)
Traffic Demand Analysis and
1000:1120 CR, ICT Forecast (Introduction and Mr. Satyakam
Concepts)
1120:1135 Tea Break
04 Nov-08 Economic Evaluation of
Mr. Satyakam & Dr.
(Tuesday) 1135:1300 CR, ICT Highway Projects & HDM
Saggar
Applications
1300:1430 Lunch Break
Visit to ICT Library; Visit to
1430:1700 - Col. SK Kapur
Delhi Metro Rail
Highway Geometric Design Mr. A. Prabhakar &
1000:1120 CR, ICT Using MX Roads (Special
Session) Mr. RP Kulshretha

1120:1135 Tea Break

05 Nov-08* Highway Geometric Design
(Wednesday) Mr. A. Prabhakar &
1135:1300 CR, ICT Using MX Roads (Special
Session) Mr. RP Kulshretha

1300:1430 Lunch Break

Visit to DND Highway / Col. SK Kapur & Rajeev
1430:1700 -
Noida Toll Bridge Makhija
Highway Project Costing
1000:1120 CR, ICT Mr. HS Verma
(Special Session)
06 Nov-08* 1120:1135 Tea Break
(Thursday) Procurement & Claims
1135:1300 CR, ICT Mr. JS Yadav / Mr. Kaistha
(Special Session)
1300:1430 Lunch Break

A-18
 Date / Day Period (hr) Venue Activity Responsibility / Expert
Procurement & Claims Mr. JS Yadav / Mr. Kaistha
(Contd.) / Discretion of
1430:1700 CR, ICT Participants (DoP) &
Visit to National Highways Mr. Rajeev Makhija & Col.
Authority of India (NHAI) SK Kapur

Traffic Adjustment Factors:

1000:1120 CR, ICT Mr. Rajeev Makhija
Derivation & Applications
1120:1135 Tea Break
TIDB (Traffic Information
1135:1300 CR, ICT Mr. Arun Gakhar
Database) System
07 Nov-08
1300:1430 Lunch Break
(Friday)
Computer Based Application
1430:1545 CR, ICT Mr. Arun Gakhar
of TIDB System
1545:1600 Tea Break
Computer Based Application
1600:1700 CR, ICT Mr. Arun Gakhar
of TIDB System (Cond.)
08 Nov-08
(Saturday) Visit to High Speed Corridors of National Highways No. 2:
Rajeev Makhija & Col. SK
to appreciate the Traffic Characteristics, Highway Design
09 Nov-08 Kapur
Features and Operation of Toll Plazas
(Sunday)
Financial Aspects: Primary
1000:1120 CR, ICT Aspects and Broadening of Mr. A. Basu
Resources (Highway)
1120:1135 Tea Break
PPP: Specific Application
1135:1300 CR, ICT Mr. A. Basu
with a Case Study
10 Nov-08
1300:1430 Lunch Break
(Monday)
Derivation of User Charges Mr. A. Basu & Mr.
1430:1545 CR, ICT
(Direct and Shadow Toll) Satyakam
1545:1600 Tea Break
Designing of the Concession
1600:1700 CR, ICT Agreement (PPP): Major Mr. A. Basu
Issues
0900:1300 Case Study Discussions Col. SK Kapur
11 Nov-08 1300:1430 Lunch Break
(Tuesday) Discretion of Participants
1430:1700
(DoP)
12 Nov-08 Question-Answer Session & Clarifications; and
(Wednesday) Mr. Satyakam & Mr.
13 Nov-08 Discussions: Case Studies & Project related Issues Rajeev Makhija
(Thursday)
14 Nov-08
Departure of the Participants to Dar es Salaam Col. SK Kapur
(Friday)
CR=Conference Room (Third Floor, A-8, Green Park); *Leaving & reaching Dar es Salaam;
DND: Delhi-Noida-Delhi.
 

A-19
 Annexure 3.1

Catchment's Area of Specific Traffic Count Points for Applying TAFs

Trunk Roads Regional Roads
Location of Total Legth
CP No. Region Length Length
Count Point Section Status Section Status (km)
(km) (km)

Mingoyo-Tunduru Paved 115.8 Nanganga-Mandawa 81.0 Unpaved

Mingoyo-Tunduru Unpaved 193.5 Nanganga-Nachingwea 48.0 Unpaved
Nachingwea-Liwale 136.0 Unpaved
Masasi-Nachingwea 46.0 Unpaved
Nachingwea-Likunja 34.0 Unpaved
Masasi-Newala 71.0 Unpaved
1 Chikundi Mtwara Mtama-Nyangamara 38.0 Unpaved
Kinolombeda-Newala 78.0 Unpaved
Mkwiti-Kitama 70.0 Unpaved
Mbuyuni-Mak'ngonda-Newala 43.0 Unpaved
Mpeta-Myesi 20.0 Unpaved
Mangaka-Mtambaswala 69.0 Unpaved
Nangomba-Nanyumbu 30.0 Unpaved
309.3 764.0 1,073.30

264.8 Mtwara Pachani-Nalasi 211.0 Unpaved

Tunduru-Chamba 82.0 Unpaved
2 Litora Ruvuma Tunduru-Songea Unpaved Azimio-Lukumbule 55.0 Unpaved
Namtumbo-Likuyu 32.0 Unpaved
Lumecha-Kitanda 70.0 Unpaved
264.8 450.0 714.80

Mpanda-Nyakanazi Unpaved 500.3 Simbo-Ilagala 42.0 Unpaved

Kigoma-kasulu Unpaved 83.1 Kisili-Buhigwe 65.0 Unpaved
Mwandiga-Manyovu Unpaved 60.0 Kasulu-Manyovu 50.0 Unpaved
Kidawhe-Uvinza 71.0 Unpaved
3 Kasulu Kigoma
Kibondo-Burundi border/Mabam 42.0 Unpaved
Kakonko-Nyaronga/Nyakahura 70.5 Unpaved
Kibo-Mwese 108.0 Unpaved
Kagwila-Karema 110.0 Unpaved
643.4 558.5 1,201.90

Tingi-Kipatimu 51.0 Unpaved

4 Nangurukuru Lindi Kibiti-Lindi Mixed 314.2 Nangurukuru-Liwale 231.0 Unpaved
Nangurukuru-Kilwamasoko 30.0 Paved
314.2 312.0 626.20

Kanazi-Katoro 60.7 Unpaved

Muleba-Ndolage 60.0 Unpaved
Kyaka-Kanazi 60.7 Unpaved
5 Muhutwe Kagera Biharamulo-Lusahunga Paved 212.5 Izigo-Binengo 6.0 Unpaved
Kasindaga-Kasharunga 37.5 Unpaved
Kyamyorwa-Nyamirembe Port 96.0 Unpaved
Katoke-Nyamirembe 45.5 Unpaved
212.5 366.4 578.94

Kaengesa-Mambwekenya 93.0 Unpaved

6 Laela Rukwa Tunduma-Sumbawanga Unpaved 226.5 Laela-Mshindwe 40.0 Unpaved
Kalepuka Jct-Mambwenkoswe 62.0 Unpaved
226.5 195.0 421.50

Lusahunga-Rusumo Paved 90.4 Nyakahura-Murugarama 85.2 Unpaved

Nyakasanza-Kobero Paved 58.4 Kamubuga-Murusagamba-Rulen 104.0 Unpaved
7 Nyakahura Kagera
Ngara-Rusumo 18.0 Unpaved
Kasulo-Bugene 121.0 Unpaved
148.9 328.2 477.01

Sumbawanga-Mpanda Unpaved 238.0 Matai-Kasanga 66.0 Unpaved

Sumbawanga-Kasesya Unpaved 93.7 Sitalike-Kibaoni-Muze-Kilyamatu 316.0 Unpaved
Ntendo-Muze 39.0 Unpaved
Nkundi-Namanyere-Paramawe 99.0 Unpaved
Chala-Namanyere 30.0 Unpaved
8 Chala Rukwa
Namanyere-Kipili 58.0 Unpaved
Kabongoro-Kirando 8.0 Unpaved
Namanyere-Paramawe 24.0 Unpaved
Chizi-Kibaoni 30.0 Unpaved
Chizi-Kabwe 66.0 Unpaved
331.7 736.0 1,067.70

Kondoa-Bicha-Dalai 31.0 Unpaved

Kolo-Mrijo Chini 116.0 Unpaved
Mayamaya-Kwamtoro 84.0 Unpaved
Chenene-Izava 55.0 Unpaved
9 Kondoa Dodoma Dodoma-Babati Unpaved 257.70
Njoro-Orkesumet 127.0 Unpaved
Mrijo Chini-Kibaya 34.0 Unpaved
Kibaya-Kibereshi 92.0 Unpaved
Kibaya-Dosidosi 39.0 Unpaved
257.70 578.0 835.70

A-20
 Annexure 3.1
Trunk Roads Regional Roads
Location of Total Legth
CP No. Region Length Length
Count Point Section Status Section Status (km)
(km) (km)

Kyaka-Minziro 35.0 Unpaved

Nyakibanja-Kakunyu 77.0 Unpaved
Kyaka-Bugene 57.5 Unpaved
10 Katoma Kagera Mutukula-Bukoba Paved 83.56 Amushenye-Ruzinga 35.0 Unpaved
Katoma-Bukwali 41.0 Unpaved
BKB-Kabango Bay 42.0 Unpaved
Bugene-Murongo 109.0 Unpaved
83.56 396.5 480.03

Peramiho Junction -King'ole 6.8 Paved

Peramiho Junction -King'ole 105.0 Unpaved
Kitai-Lituhi 93.0 Unpaved
Paradiso-Litumbandyosi 45.0 Unpaved
11 Likuyufusi Ruvuma Songea-Mbambabay Unpaved 167.20
Kigonsera-Mbaha 60.0 Unpaved
Songea-Mitomoni 122.0 Unpaved
Kilosa-Chiwindi 65.0 Unpaved
Lituhi-Mbambabay 113.0 Unpaved
167.20 609.8 777.00

Tabora-Uvinza 333.0 Unpaved

Tabora-Itigi 222.0 Unpaved
12 Urambo Tabora - - - Tabora-Ulyankulu 90.0 Unpaved
Tabora-Mambali-Itobo 120.0 Unpaved
Mambali-Bukumbi 30.0 Unpaved
795.0 795.00

Mikumi-Kidatu Paved 35.04 Lupilo-Kilosa/Mpepo 158.0 Unpaved

13 Kiberege Morogoro Kidatu-Mahenge Unpaved 142.92 Ifakara-Taweta 220.0 Unpaved
Mahenge-Ilonga 59.0 Unpaved
177.96 437.0 614.96

Iborogero-Kalitu 52.0 Unpaved

Ziba-Choma 28.0 Unpaved
Shelui-Sekenke 21.0 Unpaved
Misigiri-Kiomboi 21.0 Unpaved
Ulemo-Gumanga-Sibiti 75.0 Unpaved
14 Igunga Tabora Singida-Nzega Mixed 220.50
Iguguno-Nduguti 40.0 Unpaved
Nkungi-Kidarafa 20.5 Unpaved
Singida-Ilongero-Gumanga 77.5 Unpaved
Sigida-Sepuka-Kizaga 81.0 Unpaved
Sepuka-Mlandala 49.0 Unpaved
220.50 465.0 685.50

Madaba-Ruhuhu 1.0 Paved

Madaba-Ruhuhu 32.0 Unpaved
15 Gumbiro Ruvuma Songea-Njombe Paved 236.85
Itoni-Manda 209.1 Unpaved
Mkiwu-Ruvuma border 80.0 Unpaved
236.85 322.1 558.95

Usagara-Biharamulo Unpaved 228.20 Chibingo-Bukondo 39.0 Unpaved

Usagara-Fulo Unpaved 10.00 Geita-Port Nungwe 25.0 Unpaved
Geita-Zera-Nkome 56.0 Unpaved
Nzera-Nyehunge 22.0 Unpaved
Nyehunge-Kahunda 34.0 Unpaved
Nyehunge-Nyamazugo-Kamang 73.0 Unpaved
Bukokwa-Nyakalilo 11.0 Unpaved
16 Kasamwa Mwanza
Sengerema-Nyamazugo 16.0 Unpaved
Sengerema-Katunguru 18.0 Unpaved
Bukoli-Geita 30.0 Unpaved
Geita-Nyanwhale 61.0 Unpaved
Busisi-Nyanwhale 53.0 Unpaved
Nyamirembe Port Junction-Bwan 69.0 Unpaved
Chato Junction-Chato 5.0 Unpaved
238.20 512.0 750.20

Tabora-Nzega Paved 4.48

17 Nzega Tabora Tabora-Nzega Unpaved 110.86 Puge-Simbo-Ziba 87.0 Unpaved
Nzega-Shinyanga Paved 80.04
195.38 87.0 282.38

Mtwara Port-Mtwara Paved 3.24 Mpapura-Lindi border 35.0 Unpaved

Mtwara- Mingoyo Paved 78.68 Msijute-Nanyamba 72.0 Unpaved
Mingoyo-Lindi Paved 25.90 Mtwara-Nanyamba-Kitama 86.4 Unpaved
18 Mingoyo Lindi Mtwara-Madimba 17.0 Unpaved
Madimba-Msimbati 19.0 Unpaved
Madimba-Mnongodi 64.0 Unpaved
Ngongo-Mandawa 83.0 Unpaved
107.82 376.4 484.22

Iringa-Dodoma Paved 19.12 Iringa-Pawaga 67.0 Unpaved

19 Nduli Iringa
Iringa-Dodoma Unpaved 247.10 Mlandege-Msembe 107.0 Unpaved
266.22 174.0 440.22

A-21
 Annexure 3.1
Trunk Roads Regional Roads
Location of Total Legth
CP No. Region Length Length
Count Point Section Status Section Status (km)
(km) (km)

Sirori Simba Junction-Mugumu 107.0 Unpaved

Tarime-Nyamwaga-Rung'abure 71.0 Unpaved
Kuruya-Utegi 35.0 Unpaved
20 Komasu (Sulubu) Mara Makutano-Sirari Paved 103.60 Mika-Utegi 11.0 Unpaved
Gamasara-Utegi-Ruari Port 51.0 Unpaved
Sirari-Shirati 63.0 Unpaved
Sirari-Mangucha 47.0 Unpaved
103.60 385.0 488.60

Mwanangwa-Inolelwa-Salawe 55.0 Unpaved

Inonelwa-Kawekano 29.0 Unpaved
Ng'wamhaya-Kawekano-Itongita 52.0 Unpaved
Mabuki-Malampaka 39.0 Unpaved
Jojiro-Bukwimba 38.0 Unpaved
Ngudu-Malya 29.0 Unpaved
Kolandoto-Kishapu 42.0 Unpaved
Ikungu-Malya 36.8 Unpaved
Mwigumbi-Maswa 57.0 Unpaved
21 Mabuki Mwanza Shinyanga-Usagara Paved 141.05 Maswa-Lalago-Mwamanoni 91.0 Unpaved
Mwandele-Mwanhuzi 47.7 Unpaved
Bulashi junction-Bulyashi 5.9 Unpaved
Kishapu-Bubinza 53.0 Unpaved
Kanawa-Kalitu-Mwamashele 66.2 Unpaved
Ukenyenge Jct-Mihama 48.0 Unpaved
Salawe-Old Shinyanga 81.0 Unpaved
Ndagaswa-Mwapalalo 33.0 Unpaved
Bunambiyu-Butuyu 3.0 Unpaved
Shinyanga-Bubiki 34.0 Unpaved
141.05 840.6 981.65

Segera-Himo Junction Paved 259.80 Korogwe-Bombo Mtoni 61.6 Unpaved

Mkomazi-Kisiwani-Sam Unpaved 106.00 Korogwe-Ambanguru-Dindira 43.3 Unpaved
Kwameta-Dindira 27.6 Unpaved
Soni-Dindira 45.1 Unpaved
Nyasa-Mtae 67.4 Unpaved
Soni-Lushoto 16.0 Paved
Lushoto-Magamba 6.0 Unpaved
Lukozi-Viti-Nkelei 22.5 Unpaved
22 Hedaru Kilimanjaro Bombo Mtoni-Mg'aro-Mkomazi 131.5 Unpaved
Mombo-Soni 16.0 Paved
Makanya-Mwembe-Ndungu 121.0 Unpaved
Bangalala-Vudee 8.0 Unpaved
Mwembe-Same 10.0 Unpaved
Kifaru-Kichwa cha Ng'ombe 80.0 Unpaved
Mwanga-Mwaniko 22.5 Unpaved
Kikundi-Usangi Unpaved
Kisangara-Nyumba ya Mungu 18.0 Unpaved
365.80 696.5 1,062.32

Magole-Handeni 157.0 Unpaved

Mvomero-Kibati 80.0 Unpaved
Dumila-Rudewa 45.0 Unpaved
Buigiri-Chamwino 5.0 Paved
23 Dumila Morogoro Morogoro-Dodoma Paved 264.40
Hogoro-Dosidosi 55.0 Unpaved
Mugunga-Mpwapwa-Pandambili 141.0 Unpaved
Dodoma-Mvumi-Buigiri 78.0 Unpaved
Others 88.0 Unpaved
264.40 649.0 913.40

Mbalizi-Isangati 19.0 Unpaved

Mbalizi-Mkwajuni 88.0 Unpaved
Galula-Namkukwe 57.0 Unpaved
24 Mlowo Mbeya Mbeya-Tunduma Paved 159.00 Mlowo-Igamba-Kamsamba 128.0 Unpaved
Igamba-Msambano-Utambalila 90.0 Unpaved
Igamba-Isanza-Itaka 41.0 Unpaved
Mpemba-Itumba 47.0 Unpaved
159.00 Mlowo-Hasamba-Mlowo 31.8 190.82

25 Longido Arusha Arusha-Namanga Paved 109.40 Oldonyosambu-Ngarenanyuki 26.0 Unpaved

Bungu-Nyamisati 44.0 Unpaved

Mkuranga-Kisiju 49.0 Unpaved
26 Kibiti Coast Kibiti-Dar es salaam Paved 81.52
Mwanambaya-Hoyoyo 3.0 Unpaved
Kibiti-Utete-Nyamwage 77.0 Unpaved
81.52 173.0 254.52

A-22
 Annexure 3.1
Trunk Roads Regional Roads
Location of Total Legth
CP No. Region Length Length
Count Point Section Status Section Status (km)
(km) (km)

27 Mahenge Iringa Iringa-Mikumi Paved 185.00 - - - 185.00

Ilongo-Usangu 35.0 Unpaved

Sonyanga-Simike 9.5 Unpaved
Igurusi-Luhanga 26.0 Unpaved
Chimala-Iyayi 11.0 Unpaved
Igawa-madibira 87.0 Unpaved
28 Chimala Mbeya Makambako-Mbeya Paved 85.00
Rujewa-Mbalali 14.0 Unpaved
Iyayi-Chilowe 32.0 Unpaved
Mfumbi-Ndulamo 95.0 Unpaved
Kitulo-Makete-Ndulamo 65.0 Unpaved
Kitulo-Kikonda 18.0 Unpaved
85.00 392.5 477.50

Mwanza-Musoma Paved 221.80 Mwanza-Kayenze-Nyanguge 52.0 Unpaved

Kisesa-Fulo Unpaved 7.86 Fulo-Nyambiti 50.0 Unpaved
Makutano Juu-Nabi hill Unpaved 240.56 Nyambiti-Magu 31.0 Unpaved
Bukwimba-Maligisu 42.0 Unpaved
Bukwimba-Magu 28.0 Unpaved
Nyashimo-Dutwa 53.0 Unpaved
29 Bunda Mara
Lamadi-Maswa 155.0 Unpaved
Musoma-Makojo 78.8 Unpaved
Murangi-Bugwema 20.0 Unpaved
Suguti-Manyamanyama 49.0 Unpaved
Nyamuswa-Bunda-Kisorya 98.0 Unpaved
Mugumu-Nata 38.0 Unpaved
470.22 694.8 1,164.99

Singida-Babati Unpaved 161.00 Mbauda-Losinyai 35.0 Unpaved

Babati-Minjingu Unpaved 60.72 Losinyai-Orkesumet 170.0 Unpaved
30 Minjingu Manyara Minjingu-Makuyuni Paved 27.88 Mbulu-Kidarafa 92.0 Unpaved
Makuyuni-Arusha Paved 79.30 Haidom-Mogitu 69.0 Unpaved
Dongobesh-Dareda Unpaved 62.00 Kititimo-Kinyamsindo 48.0 Unpaved
390.90 414.0 804.90

Iringa-Makambako Paved 159.86 Iringa-Idete 58.0 Unpaved

Makambako-Njombe Paved 58.51 Ihemi-Ihimbo 46.0 Unpaved
Kinanyambo-Mpakani 55.0 Unpaved
31 Makambako Iringa
Mafinga-Mgololo 8.7 Paved
Mafinga-Mgololo 68.3 Unpaved
Others 146.0
218.37 382.1 600.44

Melela-Kilosa 69.0 Unpaved

Kimamba-Rudewa 15.0 Unpaved
32 Doma Morogoro Morogoro-Iringa 190.08
Paved Mikumi-Kilosa 78.0 Unpaved
border
SangaSanga-Langali 27.0 Unpaved
190.08 189.0 379.08

Msata-Bagamoyo 64.0 Unpaved

Mandera-Saadani 62.0 Unpaved
33 Manga Tanga Chalinze-Segera Paved 167.40 Mbwewe-Mziha 68.0 Unpaved
Saadani-Makurunge 58.0 Unpaved
Mkata-Handeni 54.5 Unpaved
167.40 306.5 473.94

Uyole-Ibanda-Kasumul Paved 102.77 Igoma-Ilando 8.9 Unpaved

Ibanda-Itungi Paved 26.78 Isionje-Kikondo 22.3 Unpaved
Katumba-Lutengano-Ushirika 42.0 Unpaved
Kikondo-Maseisa/Mwere 18.4 Unpaved
Katumba-Lwangwa-Mbambo 55.9 Unpaved
Tukuyu-Mbanbo-Ipinda-Matema 68.5 Unpaved
34 Mtokera Mbeya Ilongo-Usangu 35.0 Unpaved
Kyimo-Sange-Ibungu 68.5 Unpaved
Ndembe-Isoko 26.0 Unpaved
Ibungu-Kasumulu 68.0 Unpaved
Kasumulu-Ipyana 14.0 Unpaved
Isangati-Kiwira 70.0 Unpaved
Shigamba-Ibada 26.2 Unpaved
129.55 523.7 653.28

Tanga-Segera Paved 70.60 Mlingano-Kiomoni 38.5 Unpaved

Tanga-Horohoro Unpaved 60.51 Mabokweni-Bombo Mtoni 58.1 Unpaved
Muheza-Kwamtoro 39.9 Unpaved
35 Muheza Tanga
Bombani-Kimbe 12.0 Unpaved
Muheza-Pangani 39.0 Unpaved
Tanga-Saadani 90.8 Unpaved
131.11 278.3 409.41

Lubungo-Kisaki 140 Unpaved

Morogoro-Msomvinsi 28 Unpaved
36 Ubenasomozi Coast Chalinze-Morogoro Paved 83.08
Kinole-Madamu 12 Unpaved
Tawa-Kisiwira 11 Unpaved
83.08 191.0 274.08

A-23
 Annexure 3.1
Trunk Roads Regional Roads
Location of Total Legth
CP No. Region Length Length
Count Point Section Status Section Status (km)
(km) (km)

Mlandizi-Mwaneromango 73.0 Unpaved

37 Vigwaza Coast Chalinze-Dar es salaam Paved 75.43 Mlandizi-Makofila 35.0 Unpaved
Kiluvya-Kisarawe 20.0 Unpaved
75.43 128.0 203.43

KMT-Machame 16.0 Unpaved

Kwa Sadala-Nguni 12.1 Unpaved
Kware-Lemira 4.1 Unpaved
Boma Ng'ombe-Sanyajuu 24.9 Paved
Boma Ng'ombe-Kamwanga 104.8 Unpaved
38 Kikatiti Arusha Moshi-Arusha Paved 79.83
Usa-Ngarenanyuki 32.0 Unpaved
Usa-Tengeru Junction-Mererani 47.0 Unpaved
Kijenge-Tengeru Junction 2.8 Paved
Kijenge-Tengeru Junction 11.8 Unpaved
T/Packers-Losinyai 30.0 Unpaved
79.83 285.5 365.33

Ikungi-Kilimatinde 118.5 Unpaved

39 Ikungi Singida Dodoma-Singida Mixed 243.00 Manyoni-Heka-Ikasi 121.5 Unpaved
Heka-Iluma 35.0 Unpaved
243.00 275.0 518.02

40 Mitundu Singida Mkiwa-Rungwa Unpaved 215.89 Itigi-Manyoni 43.0 Unpaved

215.89 43.0 258.89

Makongolosi-Saza-Mkwajuni 30.0 Unpaved

41 Chunya Mbeya Mbeya-Rungwa Unpaved 295.00 Saza-Kapalala-Udinda 67.0 Unpaved
Lupatingatinga-Luwalaje 43.0 Unpaved
295.00 140.0 435.00

Tinde-Biharamulo Paved 310.12 Kahama-Nyandekwa 13.0 Unpaved

Kagongwa-Bukooba Unpaved 11.34 Busoka-Buyange 66.0 Unpaved
42 Ushirombo Shinyanga Nyakanazi-Lusahunga Paved 15.47 Buyange-Nyanwhale 57.0 Unpaved
Uyovu-Bwanga 63.0 Unpaved
Mwalo-Iyogelo 9.7 Unpaved
336.93 208.7 545.63

Tabora-Rungwa Unpaved 261.00

43 Sikonge Tabora Mpanda-Koka Unpaved 196.06 - - -
Koga-Tabora Unpaved 163.00
620.06 620.06

Karatu-Mbulu 75.0 Unpaved

Mto wa Mbu-Loliondo 211.0 Unpaved
44 Makuyuni Arusha Makuyuni-Ngorongoro Paved 76.87
Monduli Junction-Monduli 14.0 Unpaved
Monduli-Ketumbeine 69.0 Unpaved
76.87 369.0 445.87

Himo-Moshi Paved 22.24 Holili-Tarakea 55.0 Unpaved

Himo Junction-Himo Paved 3.57 Himo-Mwika 12.0 Unpaved
Himo-Mwika Paved 21.19 Marangu-Kinapa 6.0 Paved
45 Himo Kilimanjaro
Mwika-Tarakea Unpaved 42.98 Mshiri-Kokirie 1.4 Unpaved
Himo-Taveta Paved 11.05 Tarakea-Kamwanga 33.5 Unpaved
Kawawa-Nduoni 15.4 Unpaved
101.03 123.2 224.27

A-24
 Annexure 3.2

Pavement Condition Criteria in Tanzania

TANROADS, as per guidelines given in RMMS manual, uses the following criteria to
assess the overall measure of pavement condition for spot improvement in case of
paved and unpaved roads:
Paved Roads
Very Good: No visible defects, i.e, the running surface is in the ‘as built’ condition. IRI
less than 2.5 m/km.
Good: Low frequency of defects with low severity. Containing few or no potholes or
patches, or areas of visible cracking. IRI less than 3.5 m/km.
Fair: Low frequency of defects with medium severity, or medium frequency of defects
with low severity. Occasional potholes and surface patches (<5 per km), visible
cracking and/or ruts of low severity (<25 mm) affect less than 10 percent of the
length. IRI less than 5 m/km.
Poor: Medium frequency of defects with high severity or high frequency of defects
with medium severity. Frequent potholes and/or patches (5-20 per km) with extensive
visible cracking and/or ruts of high severity affecting up to 20 percent of the length.
IRI less than 7m/km.
Very Poor: High frequency of defects with high severity. Extensive potholes and
patches (>20/km) and/or cracking and severe rutting affecting greater than 20
percent of sub-link length. IRI greater than 7 m/km.
Unpaved Roads
Very Good: Shape and condition of the surface in the ‘as built’ condition. IRI less
than 4 m/km.
Good: Positive camber and cross fall with no ponding of water, with low frequency of
defects of low severity. The camber or cross fall will usually be greater than 4%. IRI
4-6 m/km.
Fair: Camber or cross fall at minimum required to shed water. Insignificant ponding of
water with low frequency of defects with medium severity, or medium frequency of
defects with low severity. IRI 6 to 9 m/km.
Poor: Camber or cross fall insufficient to shed water and water ponding in ruts or
areas of concave shape up to 150 mm deep. medium frequency of defects with high
severity or high frequency of defects with medium severity. IRI 9 to 15 m/km.
Very Poor: Substantial loss of camber or cross fall and water ponding in ruts or areas
of concave shape in excess of 150 - 300 mm. High frequency of defects with high
severity. IRI greater than 15 m/km.

A-25
 Annexure 4.1/1

Plan for Traffic Counting on the Primary Road Network in Tanzania (1988-1996)

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996

Horohoro-Mabokweni TA4 N. of Mabokweni S85-35 x x x

A1-1 Horohoro-Tanga
Mabokweni-Tanga New S85-35 x x x New

Tanga-Muheza TA1 At Pongwe S85-35 x x x x x x x x x Permanent C/P for Tanga

A1-2 Tanga-Segera
Muheza-Segera TA12 W. of Hale S85-35 x x x

Segera-Mkata TA18 S. of Segera S85-33 x x x

Mkata-Msata C16 N. of Msata S85-33 x x x

A1-3 Segera-Chalinze
Msata-Lugoba New S85-33 x x x New

Lugoba-Chalinze C11 N. of Chalinze S85-33 x x x

DSM-Kibada Turn off C4 N. of Kibada Turn off S85-26 x x x

A1-4 Dar es Salaam-Kibiti Kibada Turn off-Mkuranga C2 N. of Mkuranga S85-26 x x x

Mkuranga-Kibiti C8 S. of Mkuranga S85-26 x x x

Kibiti-Nyamwage C14 S. of Kibiti S85-26 x x x

A1-5 Kibiti-Nangurukuru
Nyamwage-Nangurukuru L9 N. of Nangurukuru S85-4 x x x

Nangurukuru-Mchinga L8 S. of Nangurukuru S85-4 x x x

A1-6 Nangurukuru-Lindi
Mchinga-Lindi L1 N. of Lindi S85-18 x x x x x x x x x Permanent C/P for Lindi

Lindi-Mingoyo L10 N. of Mingoyo S85-18 x x x

A1-7 Lindi-Mingoyo
Mingoyo-Ndumbwe L2 E. of Mingoyo S85-18 x x x
A1-8 Mingoyo-Mtwara Ndumbwe-Mtwara MT3 W. of Mikindani S85-18 x x x
Source:Ministry of Comunications and Works Research and Planning Unit (December 1987)

A-26
 Annexure 4.1/2

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996

Namanga-Oldonyo Samba A3 N. of Oldonyo Samba S85-25 x x x

A2-1 Namanga-Arusha
Oldonyo Samba-Arusha S85-25 x x x New
Arusha-Kisongo S85-30 x x x New
A2-2 Arusha-Makuyuni
Kisongo-Makuyuni A5 E. of Makuyuni S85-30 x x x
A2-3 Makuyuni-Babati Makuyuni-Babati A9 At Kibaoni S85-30 x x x New
Babati-Bereku A17 S. of Babati S85-9 x x x New
Bereku-Kolo D12 N. of Kolo S85-9 x x x

Kolo-Konda D8 S. of Kolo S85-9 x x x

A2-4 Babati-Dodoma
Konda-Karema D18 S85-9 x x x

Karema-Maya Maya D6 N. of Maya Maya S85-9 x x x

Maya Maya-Dodoma D1 At Msalato S85-9 x x x

Dodoma-Mtera D4 S.of Dodoma S85-19 x x x

A2-5 Dodoma-Iringa
Mtera-Iringa IR4 N. of Iringa S85-19 x x x

Iringa-Ifunda IR1 At Kitwiru S85-27 x x x

Ifunda-Mafinga S85-27 x x x New

A2-6 Iringa-Makambako
Mafinga-James Corner IR7 S. of Mufindi S85-27 x x x

James Corner-Makambako S85-31 x x x New

Makambako-Iyayi IR8 W. of Makambako S85-31 x x x

Iyayi-Chimala S85-28 x x x New

A2-7 Makambako-Mbeya
Chimala-Uyole Junct. MB4 E. of Uyole Junction S85-28 x x x

Uyole-Mbeya MB1 E. of Mbeya S85-28 x x x x x x x x x Permanent C/P for Mbeya

Mbeya-Mbalizi MB2 W. of Mbeya S85-24 x x x

Mbalizi-Mbozi S85-24 x x x New

A2-8 Mbeya-Tunduma
Mbozi-S'bawanga Jct. MB3 N. of Tunduma S85-24 x x x

S'bawanga Jct.-Tunduma S85-24 x x x New

A-27
 Annexure 4.1/3

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Mutukula-Bunazi W6 N. of Bunazi S85-10 x x x
Bunazi-Kyaka W25 S. of Bunazi S85-10 x x x
A3-1 Mutukula-Bukoba
Kyaka-Katoma W3 W. of Katoma S85-10 x x x
Katoma-Bukoba Jct. S85-10 x x x New
Bukoba Jct-Kanazi W1 N. of Kanazi S85-5 x x x x x
Kanazi-Muhutwe W2 S. of Kanazi S85-5 x x x
A3-2 Bukoba-Biharamulo
Muhutwe-Muleba W4 N. of Mulemba S85-5 x x x x x x x x x
Muleba-Biharamulo W5 S. of Rubungo S85-5 x x x
Biharamulo-Lusahunga W12 S.of Biharamulo S85-7 x x x
A3-3 Biharamulo Jct-Nyantwiga Lusahunga-Nyakanazi W26 S. of Lusahunga S85-7 x x x
Nyakanazi-Nyantiwiga W16 S. of Nyakanazi S85-7 x x x
Nyantiwiga-Kibondo K8 N.of Kibondo S85-7 x x x
A3-4 Nyantwiga-Kigoma Jct. Kibondo-Kasulu K7 N. of Kasulu S85-3 x x x
Kasulu-Kigoma Jct. S85-3 x x x New
A3-5 Kigoma Jct.-Uvinza Kigoma Jct.-Uvinza K5 N. of Uvinza S85-3 x x x
Uvinza-Msobwe K6 S. of Uvinza S85-3 x x x
A3-6 Uvinza-Mpanda Msobwe-Kabungo RK7 S85-3 x x x
Kabungo-Mpanda S85-3 x x x New
Mpanda-Kisi RK6 S. of Mpanda S85-8 x x x
A3-7 Mpanda-Sumbawanga Kisi-Chala RK5 N. of Chala S85-8 x x x New
Chala-Sumbawanga RK1 N. of Sumbawanga S85-8 x x x
Sumbawanga-Laela RK2 S. of Sumbawanga S85-6 x x x x x x x x x Permanent C/P for Rukwa
A3-8 Sumbawanga-Tunduma
Laela-Tunduma MB9 N. of Tunduma S85-6 x x x

A-28
 Annexure 4.1/4

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Segera-Korogwe TA13 N. of Segera S85-22 x x x
A4-1 Segera-Mkomazi Korogwe-Mombo TA15 S. of Mombo S85-22 x x x
Mombo-Mkomazi TA17 N. of Mombo S85-22 x x x
Mkomazi-Same S. of Same S85-22 x x x New
A4-2 Mkomazi-Taveta Jct. Same-Mwanza K19 N. of Same S85-22 x x x
Mwanza-Taveta Jct. KL5 S. of Himo S85-22 x x x x x x x x x Permanent C/P for Kilimanjaro
Taveta Jct.-Kirua Jct. S85-38 x x x New
A4-3 Taveta Jct.-Moshi
Kirua Jct.-Moshi KL1 E. of Moshi S85-38 x x x
Moshi-Kwa Sadala KL2 E. of Machame Jct. S85-38 x x x
Kwa Sadala-Airport Rd. S85-38 x x x
A4-4 Moshi-Arusha
Airport Rd.-Usa River A4 E. of Usa River S85-38 x x x x x x x x x Permanent C/P for Arusha
Usa River-Arusha S85-38 x x x

A-29
 Annexure 4.1/5

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Morogoro-Dakawa MR2 At Kihonda S85-23 x x x
Dakawa-Mvomero S85-23 x x x New
Mvomero-Magole MR20 E. of Magole S85-23 x x x
A5-1 Morogoro-Dodoma Magole-Gairo MR19 W. of Magole S85-23 x x x
Gairo-Kongwa Jct. D5 E. of Kongwa Jct. S85-23 x x x
Kongwa Jct.-Mgunga S85-23 x x x New
Mgunga-Dodoma D2 E. of Dodoma S85-23 x x x x x x x x x Permanent C/P for Dodoma
Dodoma-Bahi D3 At Kizota S85-39 x x x
Bahi-Manyoni SI8 E. of Manyoni S85-39 x x x
A5-2 Dodoma-Singida Manyoni-Itiqi SI7 W. of Manyoni S85-39 x x x
Itiqi-Issuna Jct. SI5 N. of Itiqi S85-39 x x x
Issuna Jct.-Singida SI1 S. of Singida S85-39 x x x
Singida-Kiamboi Jct. SI2 N. of Singida S85-14 x x x x x x x x x Permanent C/P for Singida
Kiamboi Jct.-Sekenke SI4 At Shelui S85-14 x x x
A5-3 Singida-Nzega
Sekenke-Ziba T7 E. of Ziba S85-14 x x x
Ziba-Nzega T10 E. of Nzega S85-17 x x x
Nzega-Itobo T14 W. of Nzega S85-17 x x x
Itobo-Ugisha T9 W. of Itobo S85-17 x x x
A5-4 Nzega-Nyankanazi Ugisha-Kahama S85-17 x x x New
Kahama-Bukome S13 W. of Kahama S85-17 x x x
Bukome-Nyankanazi W15 E. of Nyankanazi S85-17 x x x

A-30
 Annexure 4.1/6

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Dar es Salaam-Mlandizi C12 At Ruvu S85-37 x x x x x x x x x Permanent C/P for Pwani
A6-1 Dar es Salaam-Chalinze
Mlandizi-Chalinze C17 At Ruvu S85-37 x x x New
Chalinze-Ubenazomozi C9 W. of Ubenazomozi S85-36 x x x
A6-2 Chalinze-Morogoro
Ubenazomozi-Morogoro MR3 E. of Morogoro S85-36 x x x
Morogoro-Kimamba Jct. MR1 W. of Morogoro S85-32 x x x
A6-3 Morogoro-Mikumi
Kimamba Jct.-Mikumi MR7 W. of Mkata Jct. S85-32 x x x x x x x x x Permanent C/P for Morogoro
Mikumi-Ruaha River MR8 At Ruaha Bridge S85-27 x x x
A6-4 Mikumi-Iringa
Ruaha River-Iringa IR3 E. of Iringa S85-27 x x x x x x x x x Permanent C/P for Iringa

A-31
 Annexure 4.1/7

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Mingoyo-Mtama L3 W. of Mingoyo S85-18 x x x
A7-1 Mingoyo-Masasi Mtama-Nanganga L4 W. of Mtama S85-18 x x x
Nanganga-Masasi MT9 E. of Masasi S85-18 x x x x x x x x x Permanent C/P for Mtwara
Masasi-Akwungwazi S85-18 x x x New
Akwungwazi-Nangomba S85-18 x x x New
A7-2 Masasi-Tunduru
Nangomba-Lumesule MT10 W. of Nangomba S85-1 x x x
Lumesule-Tunduru R5 E. of Tunduru S85-1 x x x
Tunduru-Matemanga R4 W. of Tunduru S85-2 x x x
A7-3 Tunduru-Songea Matemanga-Namtumbo S85-2 x x x New
Namtumbo-Songea R1 E. of Songea S85-11 x x x
Songea-Mbinga R2 W. of Songea S85-11 x x x
A7-4 Songea-Mbamba Bay
Mbinga-Mbamba Bay R6 S. of Mbinga S85-11 x x x

A-32
 Annexure 4.1/8

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Sirari-Tarime M9 N. of Tarime S85-20 x x x
Tarime-Utegi M7 E. of Utegi S85-20 x x x x x x x x x Permanent C/P for Mara
Utegi-Kinesi Jct. M6 W. of Utegi S85-20 x x x
A8-1 Sirari-Bunda
Kinesi Jct.-Makuntano M5 N. of Bukokowa S85-20 x x x
Makuntano-Kukirango M3 S. of Makuntano S85-29 x x x
Kukirango-Bunda M10 N. of Bunda S85-29 x x x
Bunda-Ndabaka Gate M12 S. of Bunda S85-29 x x x
Ndabaka Gate-Nyahanga MW4 At Kalemera S85-29 x x x
A8-2 Bunda-Mwanza
Nyahanga-Magu S85-29 x x x New
Nyalikungu-Mwanza MW1 At Kisessa S85-29 x x x x x x x x x Permanent C/P for Mwanza
A8-3 Mwanza-Usagara Jct. Mwanza-Usagara Jct MW15 N. of Usagara S85-21 x x x
Usagara Jct-Kikongo(Ferry) S85-16 x x x New
A8-4 Usagara Jct.-Geita Busisi(Ferry)-Sengerema MW5 E. of Sengerema S85-16 x x x
Sengerema-Geita MW8 E. of Geita S85-16 x x x
Geita-Bwanga MW9 W. of Geita S85-16 x x x
A8-5 Geita-Biharamulo Jct.
Bwanga-Biharamulo Jct. W14 E. of Chato Jct. S85-16 x x x
Lusahunga Jct.-Nyakahura W27 W. of Lusahunga S85-7 x x x
A8-6 Lusahunga Jct.-Rusumo Nyakahura-Nyakitama S85-7 x x x New
Nyakitama-Rusumo S85-7 x x x New

A-33
 Annexure 4.1/9

Adjustment Year
P Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Usagara Jct.-Mabuki MW2 S. of Usagara S85-21 x x x
Mabuki-Runere S85-21 x x x New
B1-1 Usagara Jct.-Shinyanga Runere-Bubiki MW13 S. of Runere S85-21 x x x
Bubiki-Kolandoto S4 N. of Mwadui Jct. S85-21 x x x
Kolandoto-Shinyanga S85-21 x x x New
Shinyanga-Tinde S2 S. of Shinyanga S85-17 x x x x x x x x x Permanent C/P for Shinyanga
B1-2 Shinyanga-Nzega
Tinde-Nzega T8 N. of Nzega S85-17 x x x
Nzega-Puge T5 N. of Puge S85-17 x x x
B1-3 Nzega-Tabora
Puge-Tabora T1 At Kazima S85-12 x x x x x x x x x Permanent C/P for Tabora
B1-4 Tabora-Ipole Tabora-Ipole T2 S. of Kipalapala S85-12 x x x
B1-5 Ipole-Rungwa Ipole-Rungwa T13 S85-12 x x x
Rungwa-Makongolosi MB11 N. of Makongolosi S85-12 x x x
B1-6 Rungwa-Mbeya Makongolosi-Chunya S85-34 x x x New
Chunya-Mbeya MB7 N. of Mbeya S85-34 x x x
Makambako-Kibena IR9 S. of Makambako S85-31 x x x
B2-1 Makambako-Njombe
Kibena-Njombe S85-31 x x x New
Njombe-Litoni S85-15 x x x New
B2-2 Njombe-Songea Litoni-Ruhuhu River IR13 S. of Litoni Jct. S85-15 x x x
Ruhuhu River-Songea R3 N. of Songea S85-15 x x x x x x x x x Permanent C/P for Ruvuma

A-34
 Annexure 4.1/10

Adjustment Year
Road No. Description Section C/P No. Location Remarks
C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
Makuyuni-Manyara Jct. A6 W. of Makuyuni S85-30 x x x
B3-1 Makuyuni-Ngorongoro Manyara Jct.-Karatu E. of Karatu S85-30 x x x New
Karatu-Ngorongoro A8 S85-30 x x x
Ngorongoro-Seronera S85-30 x x x New
B3-2 Ngorongoro-Ikoma Gate
Seronera-Ikoma Gate S85-30 x x x New
Ikoma Gate-Nyamuswa S85-30 x x x New
B3-3 Ikoma Gate-Musoma Nyamuswa-Makutano M4 S. of Makutano S85-29 x x x
Makutano-Musoma M1 E. of Musoma S85-29 x x x
Babati-Dareda A10 W. of Babati S85-9 x x x
B4-2 Babati-Singida Dareda-Mgori Jct. A11 S. of Dareda S85-9 x x x
Mgori Jct.-Singida S13 E. of Singida S85-14 x x x
B5-1 Rungwa-Itigi Rungwa-Itigi S19 S. of Itigi S85-12 x x x
Mpanda-Inyonga E. of Mapanda S85-8 x x x
B6-1 Mpanda-Iplole
Inyonga-Iplole S85-8 x x x

A-35
 Annexure 4.1/11

Road Adjustment Year

Description Section C/P No. Location Remarks
No. C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
C1-1 Arusha Dodoma Corner-Arusha Corner S85-8 x x x New
Dar esSalaam-Kundichi Jct. S. of Kunduchi Jct. S85-37 x x x New
C2-1 Dar es Salaam -Bagamoyo
Kunduchi Jct.-Bagamoyo C3 S. of Bagamoyo S85-37 x x x
C3-1 Buigiri-Chamwino Buigiri-Chamwino S85-23 x x x New
Hogoro-Kongwa S85-23 x x x New
C3-2 Hogoro-Magunga
Kongwa-Magunga S85-23 x x x New
Litoni-Mawengi IR14 S. of Litoni S85-15 x x x
C4-1 Litoni-Manda
Mawengi-Manda S85-15 x x x New
C5-1 Bukoba Jct.-Kemondo Bukoba Jct.-Kemondo S85-5 x x x New
Nyakahura-Rulenge W11 E. of Rulenge S85-7 x x x
C5-2 Nyakahura-Kibero
Rulenge-Kobero W24 W. of Rulenge S85-7 x x x
C5-3 Rulenge-Nyakitama Rulenge-Nyakitama S85-7 x x x New
C6-1 Kigoma-Kigoma Jct. Kigoma-Kigoma Jct. K4 W.of Kigoma Jct. S85-3 x x x x x x x x x Permanent C/P for Kigoma
C6-2 Kigoma-Mayovu Kigoma-Mayovu K1 S. of Bitale S85-3 x x x

A-36
 Annexure 4.1/12

Road Adjustment Year

Description Section C/P No. Location Remarks
No. C/P No. 1988 1989 1990 1991 1992 1993 1994 1995 1996
C7-1 Taveta Jct.-Himo Jct. Taveta Jct.-Himo Jct. S85-38 x x x New
C7-2 Himo Jct.-Taveta Himo Jct.-Taveta KL4 E. of Usseri Jct. S85-38 x x x
C7-3 Himo Jct-Tarakea Himo Jct-Tarakea KL15 N. of Himo Jct. S85-38 x x x
Same-Kisiwani S85-22 x x x New
C7-4 Same-Mkomazi
Kisiwani-Mkomazi KL10 At Gonja S85-22 x x x
Uyole-Tukuyu MB5 S. of Uyole S85-34 x x x
C10-1 Uyole-Itungi Port Tukuyu-Ibanda MB13 At Ushirika S85-34 x x x
Ibanda-Itungi Port S85-34 x x x New
C10-2 Ibanda-Songwe Ibanda-Songwe S85-34 x x x New
Mikumi-Ifakara MR12 S. of Mikumi S85-13 x x x
C11-1 Mikumi-Mahenge Ifakara-Lupiro MR14 S. of Ifakara S85-13 x x x
Lupiro-Mahenge MR15 S. of Lupiro S85-13 x x x
Luiche Bridge-Kasunga RK3 S. of Sumbawanga S85-6 x x x
C14-1 Luiche Bridge-Kasesya
Kasunga-Kasesya RK4 N. of Mballa S85-6 x x x
Tinde-Tunguru S5 W. of Tinde S85-17 x x x
C16-1 Tinde-Kagogwe
Tunguru-Kagogwe S6 E. of Ugisha S85-17 x x x
Mombo-Soni S85-22 x x x New
C19-1 Mombo-Lushoto
Soni-Lushoto S85-22 x x x New

A-37
 Annexure 4.2/1
Proposed Traffic Sections and Count Stations on the Trunk and Regional Roads
Arusha Region

CP No CP Location Road Name Traffic Section Comment Road No

A.1 South of Arusha Arusha-Oljoro Arusha - Oljoro Retained R225

A.2 West of Kisongo Arusha-Makuyuni Arusha - Kisongo Retained T5
A.3 North of Oldonyosambu Arusha-Namanga Oldonyosambu - Namanga Retained T2
A.4 East of Usa River Arusha-Moshi KIA junction-Usa river Retained T2
A.5 East of Makuyuni Arusha-Makuyuni Kisongo - Makuyuni Retained T5
A.6 North of Makuyuni Makuyuni-Ngorongoro Makuyuni - Mto wa mbu Retained T17
A.7 South of Karatu Karatu-Kidarafa Karatu - Mbulu Retained R226
A.8 West of Mbulu Jct Makuyuni-Ngorongoro Mbulu Jct - Ngorongoro Retained T17
A.12 East of Ngarenanyuki Ngarenanyuki-Sanyajuu Ngarenanyuki-Sanyajuu Retained R224
A.13 North of Usa River Usa-Ngarenanyuki Usa River - Ngurdoto Retained R224
A.14 West of Ngarenanyuki Oldonyosambu-Ngarenanyuki Oldonyosambu-Ngarenanyuki Retained R224
A.15 South of Usa Usa river-Mererani Usa-Tengeru Proposed New R224
A.16 South of Tengeru Usa river-Mererani Tengeru - Mererani Proposed New R224
A.17 North of Monduli Monduli-Loliondo Monduli - Ketumbane Proposed New R221
A.18 North of Ketumbane Monduli-Loliondo Ketumbane-Engarasero Proposed New R222
A.19 North of Arusha Arusha-Namanga Arusha-Oldonyosambu Proposed New T2
A.20 East of Karatu Makuyuni-Ngorongoro Mto wa Mbu-Karatu Jct Proposed New T17
A.19 South of Engarasero Monduli-Loliondo Mto wa Mbu - Loliondo Proposed New R222

Manyara region

CP No CP Location Road Name Traffic Section Comment Road No

MN.1 North of Minjingu Makuyuni-Babati Makuyuni - Minjingu Proposed New T5

MN.2 North of Babati Makuyuni-Babati Minjingu-Babati Proposed New T5
MN.3 East of Dareda Babati-Singida Babati - Dareda Retained T14
MN.4 North of Katesh Babati-Singida Dareda-Katesh Proposed New T14
MN.5 South of Babati Babati-Dodoma Babati-Bereko Retained T5
MN.6 East of Gallapo Jct Babati-Orkesumet Gallapo Jct - Gallapo Proposed New -
MN.7 East of Gallapo Babati-Orkesumet Gallapo-Orkesumet Proposed New -
MN.8 North of Orkesumet Orkesumet-Arusha Orkesumet - Arusha Proposed New R228
MN.9 North of Kibaya Kibaya-Orkesumet Kibaya - Njoro Proposed New R461
MN.10 North of Njoro Kibaya-Orkesumet Njoro-Orkesumet Proposed New R228
MN.11 South of Kibaya Kibaya-Hogoro Jct Kibaya - Dosidosi Proposed New R465
MN.12 East of Kibaya Kibaya-Handeni Kibaya - Kiberashi Proposed New R519
MN.13 West of Njoro Njoro-Olbolot Njoro-Olbolot Proposed New R461
MN.14 South of Mbulu Karatu-Kidarafa Mbulu - Dongobeshi Proposed New R226
MN.15 North of Dareda Dongobeshi-Dareda Dongobeshi-Dareda Proposed New T14
MN.16 North of Mogitu Haidom-Mogitu Haidom-Mogitu Proposed New -
MN.17 South of Dongobeshi Karatu-Kidarafa Dongobeshi - Dareda Proposed New T14

Coast region

CP No CP Location Road name Traffic Section Comment Road No

C.1 West of Kisarawe Kisarawe-Vikumburu Kisarawe - Maneromango Retained R708

C.2 North of Mkuranga Dar es salaam-Lindi Mkuranga - Kongowe Retained T7
C.3 South of Bagamoyo Dar es salaam-Bagamoyo Bunju - Bagamoyo Retained -
C.5 South of Mwanarumango Kisarawe-Vikumburu Mwanarumango - Vikumburu Retained R708
C.6 West of Mwanambaya Mwanambaya-Hoyoyo Mwanambaya-Hoyoyo Proposed New -
C.7 East of Mkuranga Mkuranga-Kisiju Mkuranga - Kisiju Retained R710
C.8 South of Mkuranga Dar es salaam-Lindi Mkuranga - Kibiti Retained T7
C.9 South of Ubena Chalinze-Morogoro Chalinze - Morogoro Retained T1
C.10 East of Msata Msata-Bagamoyo Msata - Makurunge Retained R704
C.11 North of Chalinze Chalinze-Segera Chalinze - Msata Retained T2
C.12 West of Ruvu bridge Dar es Salaam-Chalinze Mlandizi - Chalinze Retained T1
C.14 South of Kibiti Dar es Salaam-Lindi Kibiti - Ikwiriri Retained T7
C.15 South West Kibiti Kibiti-Nyamwage Kibiti - Utete Retained R712
C.16 North of Msata Chalinze-Segera Msata- Segera Retained T2
C.17 East of Kilindoni Port Utende-Rasmkumbi Kilindoni Port - Kilindoni Proposed New R 714
C.18 North of Utende Utende-Rasmkumbi Utende-Kilindoni Proposed New R 714
C.19 North of Kilindoni Utende-Rasmkumbi Kilindoni Rasmkumbi Proposed New R 714
C.20 East of Miono Mandera-Saadani Mandera - Saadan Proposed New R702
C.21 East of Bungu Bungu-Nyamisati Bungu - Nyamisati Proposed New R711
C.22 North of Makurunge Saadani-Makurunge Saadan - Makurunge Proposed New R 515
C.23 East of Makurunge Msata-Bagamoyo Makurunge-Bagamoyo Proposed New R 704
C.24 South of Mlandizi Mlandizi-Mwaneromango Mlandizi - Mzenga Proposed New R 706
C.25 West Kiluvya Dar es Salaam-Chalinze Mbezi - Mailimoja Proposed New T1
C.26 Kwa Mathias Dar es Salaam-Chalinze Mailimoja-Mlandizi Proposed New T1
C.27 South of Chalinze Chailinze-Magindu Chalinze-Magindu Proposed New R705
C.28 North of Mlandizi Mlandizi-Makofia Mlandizi-Makofia Proposed New R706

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 Annexure 4.2/2
Dodoma region

CP No CP Location Road Name Traffic Section Comment Road No

D.1 North of Msalato Dodoma-Babati Dodoma - Mayamaya Retained T5

D.2 East of Dodoma Dodoma-Morogoro Dodoma - Mgunga Retained T3
D.3 At Kizota Dodoma-Singida Dodoma - Bahi Retained T3
D.4 South of Bihawana Jct Dodoma-Iringa Dodoma - Mtera Retained T5
D.5 East of Kongwa Jct Dodoma-Morogoro Kongwa Jct - Gairo Retained T3
D.6 North of Mayamaya Dodoma-Babati Mayamaya - Chenene Retained T5
D.7 West of Mayamaya Mayamaya-Kwamtoro Mayamaya - Kwamtoro Retained R 463
D.8 South Kolo Dodoma-Babati Kolo - Bicha Retained T5
D.9 South East Kolo Kolo-Kiteto Kolo - Dalai Retained R 461
D.10 East of Bicha Bicha-Dalai Bicha - Dalai Retained R 462
D.11 West of Kondoa Kondoa-Kwamtoro Kondoa - Kwamtoro Retained -
D.12 North of Kolo Dodoma-Babati Kolo - Bereko Retained T5
D.13 South of Pandambili Pandambili-Mpwapwa Pandambili- Mpwapwa Retained R 470
D.14 East of Chenene Chenene-Izava Chanene - Izava Proposed New R 464
D.15 West of Mvumi Dodoma-Buigiri Dodoma - Mvumi Proposed New R 467
D.16 South of Buigiri Dodoma-Buigiri Mvumi-Buigiri Proposed New R 467
D.17 South of Hogoro Jct Hogoro Jct-Kongwa Jct Hogoro Jct - Kongwa jct Proposed New -
D.18 East of Buigiri Buigiri-Chamwino Buigiri - Chamwino Proposed New -
D.19 North of Hogoro Jct Hogoro Jct-Kiteto Hogoro Jct - Dosidosi Proposed New -

Iringa region

CP No CP Location Road Name Traffic Section Comment Road No

IR.1 Kitwiru Iringa-Makambako Ruaha - Ifunda Retained T1

IR.2 North of Ihimbo Ruaha-Dabaga Ipogolo - Ihimbo Retained R 625
IR.3 East of Ruaha Iringa-Morogoro Ruaha - Ruaha river Retained T1
IR.4 North Nduli Airport Iringa-Dodoma Iringa - Mtera Retained T5
IR.5 West of Iringa Iringa-Msembe Iringa - Kalenga Retained R 621
IR.6 East of John's Corner Mafinga-Mgololo John's Corner - Kibaoni Retained T 30
IR.7 South of Mafinga Iringa-Makambako Mafinga-Makambako Retained T1
IR.8 West of Makambako Makambako-Mbeya Mambako - Iyayi Retained T1
IR.9 South of Makambako Makambako-Songea Makambako - Kibena Retained T6
IR.10 West of Njombe Njombe-Iyayi Ramadhani - Kibodago Retained R 633
IR.11 West of Njombe Njombe-Makete Njombe - Ramadhan Retained R 633
IR.12 East of Njombe Njombe-Lupembe Njombe - Lupembe Retained R 633
IR.13 South of Itoni Njombe-Songea Njombe-Madaba Junction Retained T6
IR.14 West of Itoni Njombe-Manda Itoni - Mkiwu Retained T31
IR. 15 East of Ndulamo Njombe-Makete Ramadhan-Ndulamo Proposed New R 633
IR.16 South of Kibao Mafinga-Mgololo Kibao-Mgololo Proposed New T30
IR. 17 South East of Nyololo Nyololo-Kibao Nyololo-Igowole Proposed New R 629
IR.18 West of Kinyanambo Mafinga-Madibira Kinyanambo-Madibira Proposed New -
IR.19 North of Pawaga Junction Iringa-Pawaga Iringa - Kiwere Proposed New R 622
IR.20 West of Mkiwu Njombe-Manda Mkiwu-Manda Proposed New T31

Shinyanga region

CP No CP Location Road Name Traffic Section Comment Road No

S.1 North of Shinyanga Shinyanga-Bubiki Shinyanga - Old Shinyanga Retained R354

S.2 South of Shinyanga Shinyanga-Nzega Shinyanga - Tinde Retained T8
S.3 East of Kolandoto Kolandoto - Kishapu Kolandoto - Kishapu Retained R341
S.4 North of Mwadui Junction Shinyanga-Mwanza Kolandoto - Bubiki Retained T8
S.5 West of Tinde Shinyanga-Kahama Tinde - Isaka Retained T3
S.6 East of Kagongwa Kahama-Lusahunga Isaka - Kahama Retained T3
S.7 SouthWest of Maswa Maswa-Mwigumbi Maswa - Ikungu Retained R343
S.8 North of Malampaka Ikungu-Malya Malampaka - Malya Retained R343
S.9 North of Maswa Maswa-Bariadi Maswa - Luguru Retained R341
S.10 North of Luguru Maswa-Bariadi Luguru - Bariadi Retained R341
S.11 North of Ikungu Ikungu - Malya Ikungu - Malya Proposed New R343
S.12 North of Lalago Maswa-Kishapu Lalago - Maswa Retained R341
S.13 West of Kahama Shinyanga-Kahama Kahama - Busoka Retained T3
S.14 West of Busoka Busoka - Nyakanazi Busoka - Nyakanazi Proposed New T3
S.15 North of Busoka Busoka - Geita Busoka - Buyange Proposed New R150
S.16 South of Kanawa Kanawa-Mamashele Kanawa - Kalitu Proposed New R352
S.17 South of Kishapu Kishapu - Bubinza Kishapu - Bubinza Proposed New R350
S.18 East of Lalago Lalago-Mwanhuzi Lalago - Mwandete Proposed New R347
S.19 North of Bariadi Maswa-Lamadi Bariadi - Dutwa Proposed New R341
S.20 West of Old Shinyanga Old Shinyanga-Salawe Old Shinyanga-Salawe Proposed New R 355

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 Annexure 4.2/3
Kigoma region

CP No CP Location Road Name Traffic Section Comment Road No

K.1 South of Bitale Kigoma-Manyovu-Border Mwandiga-Bitale Retained T19

K.2 Northwest of Kasulu Kasulu-Manyovu Kasulu - Buhigwe Retained R 326
K.3 West of Manyovu Manyovu-Border Manyovu - Burundi border Retained T19
K.4 North of Kanyani Kigoma-Kasulu Kanyani - Kasulu Retained T9
K.5 North of Uvinza Uvinza-Kasulu Uvinza - Kanyani Retained T9
K.6 South of Uvinza Mpanda-Uvinza Mpanda-Uvinza Retained T9
K.7 North of Kasulu Kasulu-Nyakanazi Kasulu - Kibondo Retained T9
K.8 North of Kibondo Kasulu-Nyakanazi Kibondo - Nyakanazi Retained T9
K.9 West of Kumwayi Kibondo-Burundi border Kumwayi- Mabamba Junction Retained R 323
K.11 South of Kidawhe Kigoma-Tabora Kidawhe- Uvinza Proposed New -
K.12 North of Kidawhe Kigoma-Kasulu Kidawhe - Kanyani Proposed New T19
K.13 East of Nkwaza Kigoma-Tabora Nkwaza-Uvinza Proposed New R 381
K.14 East of Uvinza Kigoma-Tabora Uvinza-Chagu Proposed New R 381
K.15 South of Simbo Simbo-Ilagala Simbo - Ilagala Proposed New R 338
K.16 North of Kisili Kisili-Buhigwe Kisili - Buhigwe Proposed New R 330
K.17 Southeast of Manyovu Kasulu-Manyovu Buhigwe-Manyovu Proposed New R 326
K.18 Northeast of Kakonko Kakonko-Nyakahura Kakonko-Nyakahura Proposed New R 321

Kilimanjaro region

CP No CP Location Road Name Traffic Section Comment Road No

KL.1 East of Moshi Himo junction-Arusha Moshi - Himo Junction Retained T2

KL.2 West of Machame Junction Himo junction-Arusha Moshi - Kwa sadala Retained T2
KL.3 North of Himo Himo-Marangu-Tarakea Himo - Marangu Retained T21
KL.4 East of Himo Himo-Taveta Himo - Holili Retained T15
KL.5 South of Himo Junction Mkomazi-Himo Junction Mwanga-Himo Jct Retained T2
KL.6 Boma la Mbuzi Moshi-Arusha Chini Moshi - Arusha Chini Retained -
KL.7 North of Bomang'ombe Bomang'ombe- Tarakea Bomang'ombe - Sanya juu Retained R 262
KL.8 West of Rongai Bomang'ombe- Tarakea Rongai - Kamwanga Retained R 262
KL.9 North of Same Mkomazi-Himo Junction Same - Himo Junction Retained T2
KL.10 North of Gonja Mkomazi-Same Kisiwani-Same Retained R 293
KL.11 North of KMT KMT-Machame KMT - Machame Retained R 268
KL.12 North of Weruweru Weruweru Jct-Lyamungo Weruweru Jct - Lyamungo Not on Map? -
KL.13 East of Moshi Uchira-Kirua Vunjo Uchira-Kirua Vunjo Retained -
KL.14 North Moshi/Himo Moshi/ Himo Main Road - Kilema Moshi/Himo main Road-Kilema - -
KL.15 North of Himo/Taveta Jct Himo- Mwika Himo - Mwika - -
KL.16 East of Mwika Mwika - Usseri (Kenya Border) Mwika - Usser (Kenya border) Not on Map? -
KL.17 Moshi/Ar mainroad Jct Moshi - Ausha Moshi/Arusha mainroad Junction-Kibosho Not Regional road -
KL.18 North of Kwasadala Jct Kwasadala-Kware Kwasadala - Kware Proposed New R 266
KL.19 North of Holili Holili-Tarakea Holili - Tarakea Proposed New -
KL. 20 North of Makanya Makanya-Bangalala-Same Makanya - Bangalala Proposed New R 294
KL.21 East of Kifaru Kifaru-Kichwa cha Ng'ombe Kifaru - Butu Proposed New R 290
KL.22 West of Kisangara Kisangara-Nyumba ya Mungu Kisangara - Nyumba ya Mungu Proposed New R 292

Lindi region

CP No CP Location Road Name Traffic Section Comment Road No

L.1 North of Lindi Lindi-Dar es Salaam Lindi - Mchinga Retained T7

L.11 Kiranjeranje Lindi-Dar es Salaam Mchinga-Mandawa Proposed New T7
L.8 South of Nangurukuru Lindi-Dar es Salaam Mandawa-Nangurukuru Retained T7
L.9 North of Nangurukuru Lindi-Dar es Salaam Nangurukuru-Tingi Retained T7
L.12 Somanga Lindi-Dar es Salaam Tingi-Mohoro Proposed New T7
L.2 South of Mingoyo Lindi-Mtwara Mingoyo - Ndumbwe Retained T6
L.3 West of Mingoyo Mingoyo-Masasi Mingoyo - Mtama Retained T6
L.4 West of Mtama Mingoyo-Masasi Mtama - Nanganga Retained T6
L.5 East of Nachingwea Nachingwea-Nanganga Nachingwea - Ruangwa Junction Retained R 854
L.6 North of Nachingwea Nachingwea-Liwale Nachingwea - Liwale Retained R 853
L.7 North of Likunja Nachingwea-Ruangwa Likunja-Ruangwa Retained R 855
L.10 North of Mingoyo Mingoyo-Lindi Mingoyo - Lindi Retained T7
L.13 West of Tingi Tingi-Kipatimu Tingi - Kipatimu Proposed New R 851
L.14 West of Nangurukuru Nangurukuru-Liwale Nangurukuru - Liwale Proposed New R 852
L.15 South of Nachingwea Nachingwea-Masasi Nachingwea-Lukuledi Proposed New -
L.16 Ikungu Nachingwea-Ruangwa Nachingwea-Likunja Proposed New -
L.17 North of Nanganga Nanganga-Ruangwa Nanganga-Nachingwea junction Proposed New -
L.18 SE of Likunja Nanganga-Ruangwa Nachingwea Junction-Likunja Proposed New -
L.19 South of Mtama Mtama-Nyangamara Mtama-Nyangamara Proposed New -
L.20 Singino Nangurukuru-Kilwa Masoko Nangurukuru-Kilwa Masoko Proposed New R 852
L.21 West of Nachingwea Nachingwea-Kilimarondo Nachingwea- Kilimarondo Proposed New R 857

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 Annexure 4.2/4
Mara region

CP No CP Location Road Name Traffic Section Comment Road No

M.1 East of Musoma Musoma-Makutano Musoma - Makutano Retained T17

M.2 South of Musoma Musoma-Makojo Musoma - Nyambui Retained R 186
M.3 South of Makutano Makutano-Bunda Manyamanyama - Makutano Retained T4
M.4 South East of Makutano Makutano-Fort Ikoma Makutano - Nyamuswa Retained T17
M.5 North of Bukambwa Makutano-Tarime Makutano - Kuruya Retained T4
M.6 West of Utegi Junction Makutano-Tarime Kuruya - Utegi Jct Retained T4
M.7 East of Utegi Junction Makutano-Tarime Utegi Junction- Tarime Retained T4
M.8 North of Utegi Gamasara-Ruari Port Utegi - Shirati Retained R 182
M.9 Northeast of Tarime Tarime-Sirari Tarime - Sirari Retained T4
M.10 North of Bunda Makutano-Bunda Bunda - Manyamanyama Retained T4
M.11 Northeast of Bunda Bunda-Nyamuswa Bunda - Nyamuswa Retained R 189
M.12 South of Bunda Magu-Bunda Bunda - Ndabaga gate Retained T4
M.13 West of Bunda Bunda-Kisorya Bunda - Kisorya Retained R 189
M.14 South of Tarime Tarime-Nyamwaga Tarime - Nyamwaga Proposed New R 183
M.15 East of Sirori Simba Jct. Sirori Simba Jct-Mugumu Sirori Simba Jct.-Sirori Simba Proposed New R 183
M.16 North of Mugumu Sirori Simba Jct-Mugumu Rung'abure - Mugumu Proposed New R 183
M.17 East of Nyamuswa Makutano-Fort Ikoma Nyamuswa - Nata Proposed New R 183
M.18 South of Nata Makutano-Fort Ikoma Nata - Fort Ikoma Proposed New T17
M.19 South of Mugumu Mugumu-Nata Mugumu - Nata Proposed New R 183

Mbeya Region

CP No CP Location Road Name Traffic Section Comment Road No

MB.1 East of Mbeya Mbeya-Makambako Mbeya - Uyole Retained T1

MB.2 West of Mbeya Mbeya-Tunduma Mbeya - Mbalizi Retained T1
MB.3 North of Tunduma Mbeya-Tunduma Tunduma - Vwawa Retained T1
MB.4 East of Uyole Mbeya-Makambako Uyole - Chimala Retained T1
MB.5 South of Uyole Uyole-Kasumulu Uyole - Tukuyu Retained T10
MB.6 South of Mbalizi Mbalizi-Kiwira Mbalizi - Isangati Retained R 589
MB.7 North of Mbeya Mbeya-Makongorosi Mbeya - Chunya Retained T8
MB.8 North of Mlowo Mlowo-Kamsamba Mlowo - Igamba Retained R 548
MB.9 North of Tunduma Tunduma-Sumbawanga Tunduma - Laela Retained T9
MB.10 West of Makongolosi Mbalizi-Makongolosi Makongolosi - Saza Retained R 588
MB.11 North of Makongolosi Makongolosi-Itigi Makongolosi - Rungwa Retained T8
MB.12 East of Katumba Katumba-Mwakaleli Katumba - Mwakaleli Retained R 600
MB.13 South of Ushirika Uyole-Kasumulu Tukuyu - Ibanda Retained T10
MB.14 South of Ibanda Uyole-Kasumulu Ibanda-Kasumulu Proposed New T10
MB.15 Southeast of Ibanda Ibanda-Itungi Port Ibanda-Itungi Port Proposed New T28
MB? North of Ilongo Ilongo-Usangu Ilongo - usangu Proposed New R 592
MB? North of Igawa Igawa-Mbarali Igawa - Rujewa Proposed New R 594
MB? North of Rujewa Rujewa-Madibira Rujewa-Madibira Proposed New R 595
MB? North of Mbalizi Mbalizi-Makongolosi Mbalizi - Galula Proposed New R 588
MB? East of Mpemba Mpemba-Isoko Mpemba - Itumba Proposed New R 599
MB? South of Isangati Isangati-Isongole Isangati-Shigamba Proposed New R 589

Morogoro Region

CP No CP Location Road Name Traffic Section Comment Road No

MR.1 East of Round About Morogoro-Iringa Morogoro - Melela Retained T1

MR.2 North of Kihonda Morogoro-Dodoma Morogoro -Dakawa Retained T3
MR.3 East of Ngerengere Morogoro-Chalinze Morogoro - Ubena Zomozi Retained T1
MR.4? East of Pangawe Ngerengere-Pangawe Ngerengere-Pangawe Retained? -
MR.5 South of Msonvinsi Bigwa-Kisaki? Msonvisi - Kisaki Retained R 667
MR.6? South of Sangasanga Sangasanga-Langali Sangasanga-Mzumbe university Retained R 666
MR.7 West of Melela Morogoro-Iringa Melela- Mikumi Retained T1
MR.8 At Ruaha Bridge Morogoro-Iringa Mikumi - Ruaha River Retained T1
MR.9 North of Ulaya Mikumi-Kilosa Ulaya - Kilosa Retained R 663
MR.10 Northwest of Mikumi Mikumi-Kilosa Mikumi - Ulaya Retained R 663
MR.11? South of Ulaya Ulaya-Kisanga Ulaya-Kisanga Retained? -
MR.12 South of Mikumi Mikumi-Mahenge Mikumi - Kidatu Retained T16
MR.13 North of Ifakara Mikumi-Mahenge Kidatu - Ifakara Retained T16
MR.14 South of Ifakara Mikumi-Mahenge Ifakara - Lupiro Retained T16
MR.15 South of Lupiro Mikumi-Mahenge Lupiro - Mahenge Retained T16
MR.16 Southwest of Lupiro Lupiro-Kilosa Kwa Mpepo Lupiro - Mlimba Retained R 671
MR.17 East of Kimamba Melela-Kilosa Melela-Kimamba Retained R 664
MR.18 North of Rudewa Kilosa-Dumila Rudewa - Dumila Retained R 663
MR.19 West of Magole Morogoro-Dodoma Dakawa - Dumila Retained T3
MR.20 North of Magole Mvomero-Mziha Magole - Mvomero Retained R 661
MR.21 North of Mvomero Mvomero-Mziha Mvomero - Turiani Retained R 661
MR.22 North of Lusanga? Mvomero-Mziha Turiani-Mziha Retained R 661
MR.23 West of Ifakara Ifakara-Taweta Ifakara - Kihansi Proposed New R 670

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 Annexure 4.2/5
Mtwara Region

CP No Location Road Name Traffic Section Comment Road No

MT.1 Nanguruwe Mtwara-Newala Mtwara - Nanyamba Retained R879

M.11 Kitama Mtwara-Newala Nanyamba-Tandahimba Proposed New R879
MT5 Mahuta Mtwara-Newala Tandahimba-Newala Retained R879
MT.2 Ziwani Sec. School Mangamba-Tangazo-Kilambo/Mapiri Mtwara - Madimba Retained R881
MT.12 East of Tangazo Mangamba-Tangazo-Kilambo/Mapiri Madimba-Tangazo Proposed New -
MT.13 Mahurunga Mangamba-Tangazo-Kilambo/Mapiri Tangazo-Kitaya Proposed New -
MT.14 Mnongodi Mangamba-Tangazo-Kilambo/Mapiri Kitaya-Mapiri Proposed New -
MT.15 Kilambo Mangamba-Tangazo-Kilambo/Mapiri Tangazo-Kilambo Proposed New -
MT.16 Mgoji Madimba-Msimbati Madimba-Msimbati Proposed New -
MT.3 North of Mikindani Mtwara-Mingoyo Mtwara - Mpapura Retained T7
MT.4 West of Nanyamba Mtwara-Newala Nanyamba - Mahuta Retained R879
MT.6 Lengo Newala-Mtama Amkeni - Kitangiri Retained R 875
MT.7 Country Lodge Newala-Masasi Newala - Amkeni Retained R 853
MT.8 Chikunja Masasi-Nachingwea Masasi - Lukuledi Retained R 853
MT.9 Chikundi Masasi-Mingoyo Masasi - Nanganga Retained T6
MT.17 Mikangaula Masasi-Tunduru Masasi - Nangomba Proposed New T6
MT 10 Ndwika Masasi-Tunduru Nangomba-Mangaka Retained T6
MT.18 Michiga Masasi-Tunduru Mangaka-Lumesule Proposed New T6
MT.19 Nagaga Newala-Masasi Amkeni-Mpeta Proposed New R 853
MT.20 Chiungutwa Newala-Masasi Mpeta-Masasi Proposed New R 853
MT.21 Mkwiti Newala-Mtama Mkwiti-Mtama Proposed New R 875
MT.22 South of Mangaka Mangaka-Mtambaswala Mangaka - Nanyumbu Proposed New -
MT.23 South of Nangomba Nangomba-Nanyumbu Nangomba - Nanyumbu Proposed New -
MT.24 South of Mkwiti Mkwiti-Kitama Mkwiti - Kitama Proposed New R 876
MT.25 Dihimba Msijute-Nanyamba Msijute - Namanjere Proposed New R 787
MT.26 Mnimo Msijute-Nanyamba Namanjere-Nanyamba Proposed New R 787
MT.27 Mchichira Malamba-Maundo-Nakayaka Malamba-Maundo-Nakayaka Proposed New -
MT.28 Kitere Mpapura-Mikao Mpapura-Mikao Proposed New -
MT.29 Makongonda Mbuyuni-Makongonda-Newala Mbuyuni-Makongonda-Newala Proposed New -
MT.30 Mwena Mwena (Ndanda)-Likwachu Mwena (Ndanda)-Likwachu Proposed New -
MT.31 Myesi Mpeta-Mpasu-Njawala Mpeta-Mpasu-Njawala Proposed New -
MT.32 West of Magomeni Mtwara (Magomeni)-Airport Mtwara (Magomeni)-Airport Proposed New -

Mwanza region

CP No CP Location Road Name Traffic Section Comment Road No

MW.1 East of Kisesa Mwanza-Musoma Mwanza - Magu Retained T4

MW.2 South of Usagara Mwanza-Shinyanga Usagara Jct - Mabuki Retained T8
MW.3 North of Bukwimba Bukwimba-Magu Bukwimba - Magu Retained ?
MW.4 At Kalemera Mwanza-Musoma Magu - Nyashimo Retained T4
MW.5 East of Sengerema Sengerema - Busisi Sengerema - Busisi Retained T4
MW.6 North of Sengerema Sengerema - Katunguru Sengerema - Katunguru Retained R149
MW.7 NorthWest of Sengerema Sengerema - Nyamazugo Sengerema - Nyamazugo Retained T4
MW.8 East of Geita Geita - Sengerema Geita - Sengerema Retained T4
MW.9 West of Geita Geita-Biharamulo Geita - Bwanga Retained T4
MW.10 South of Busisi Busisi -Nyanghwale Busisi - Nyanghwhale Retained T4
MW.11 East of Ngudu Ngudu - Malya Ngudu - Malya Retained R343
MW.12 South of Mabuki Mwanza-Shinyanga Mabuki - Runere Retained T8
MW.1 East of Nansio Nansio - Rugeziferry Nansio - Rugezifery New R141
MW.15 North of Usagara Mwanza - Shinyanga Mwanza - Usagara Jct New T8
MW.16 South of Bukondo Bukonyo-Nansio Bukondo - Nansio Proposed New R141
MW.17 South of Lamadi Lamadi - Sapiwi Lamadi - Sapiwi Proposed New R341
MW.18 South of Kisesa Kisesa - Fulo Kisesa - Fulo Proposed New T8
MW.19 East of Usagara Usagara - Fulo Usagara - Fulo Proposed New T8
MW.20 South of Fulo Fulo - Nyambiti Fulo - Nyambiti Proposed New R160
MW.21 S. Geita Geita - Bukole Geita - Bukole Proposed New R150
MW.22 N. Mwanza Mwanza - Kayenze Mwanza - Kayenze Proposed New R153
MW.23 S. Geita Geita - Nyanghwale Geita - Nyanghwale Proposed New R152
MW.24 S. Nyashimo Nyashimo - Ngasamo Nyashimo - Ngasamo Proposed New R157
MW.25 S. Mabuki Mabuki - Jojiro Mabuki - Jojiro Proposed New R164
MW.26 S. Nyanghwale Nyanghwale - Nyang'holongo Nyanghwale - Nyang'holongo Proposed New R152

Rukwa Region

CP No CP Location Road Name Traffic Section Comment Road No

RK.1 N. Mbala Jct Sumbawanga-Mpanda Chala - Sumbawanga Retained T9

RK.2 E. Sumbawanga ? Sumbawanga - Chala Retained T9
RK.3 S. Sumbawanga Sumbawanga-Kasesya Sumbawnga - Matai Retained T20
RK.4 N. Kasesya Sumbawanga-Kasesya Matai - Kasesya Retained T20
RK.5 N. Chala Sumbawanga-Mpanda Chala - Chizi Retained T9
RK.6 S. Mpanda Sumbawanga-Mpanda Mpanda - Chizi Retained T9
RK.7 N. Mpanda Mpanda-Kanyani Mpanda - Kagwila Retained T9
RK.8 E. Mpanda Mpanda-Ipole Mpanda - Inyonga Proposed New T23
RK.9 W. Kibo Kibo - Mwese Kibo - Mwese Proposed New R542
RK.10 W. Matai Matai - Kasanga Matai - Kasanga Proposed New R554
RK.11 W. Namanyere Chala-Kipili Namanyare - Katongoro Proposed New R551
RK.12 W. Lyazumbi Lyazumbi - Kabwe Lyazumbi - Kabwe Proposed New R550
RK.13 S. Kagwila Kagwila - Karemo Kagwila - Karemo Proposed New R547
RK.14 S. Kaengesa Kaengesa-Mwambekenya Kaengesa - Mwimbi Proposed New R556
RK.15 W. Laela Laela - Msishindwe Laela - Kalepula Jct Proposed New R558
RK.16 N. Moze Sitalike-Kilyamatundu Moze - Mamba Proposed New R548
RK.17 S. Moze Muze - Kilyamaturchu Klyamatundu Proposed New R548

A-42
 Annexure 4.2/6
Ruvuma region

CP No CP Location Road Name Traffic Section Comment Road No

R.4 West of Tunduru Songea -Tunduru - Lumensule Tunduru - Kilimasera Retained T6

R.7 East of Namtumbo Songea -Tunduru - Lumensule Namtumbo - Kilimasera Proposed New T6
R.8 East of Nakapanya Songea -Tunduru - Lumensule Nakapanya - Lumensule Proposed New T6
R.9 West of Namtumbo Songea -Tunduru - Lumensule Namtumbo - Litola Proposed New T6
R.1 North of Mletele Songea -Tunduru - Lumensule Mletele - Litola Retained T6
R.5 East of Tunduru Songea -Tunduru - Lumensule Tunduru - Nakapanya Retained T6
R.2 East of Peramiho Jnct Songea - Mbinga - Mbamba bay Songea - Peramiho Jnct Retained T12
R.10 West of Peramiho jnct Songea - Mbinga - Mbamba bay Permiho Jnct - Kitai Proposed New T12
R.11 West of Mkako Songea - Mbinga - Mbamba bay Kitai - Kigonsera Proposed New T12
R.12 East of Mbinga Tenesco Songea - Mbinga - Mbamba bay Kigonsera - Mbinga Proposed New T12
R.6 West of Mbinga Town Songea - Mbinga - Mbamba bay Mbinga - Litembo Hosp. Jct Retained T12
R.13 East of Ndengu Songea - Mbinga - Mbamba bay Litembo Hosp. Jct-Ndengu Proposed New T12
R.14 East of Unyoni Songea - Mbinga - Mbamba bay Ndengu - Unyoni Proposed New T12
R.15 South of Unyoni Songea - Mbinga - Mbamba bay Unyoni - Nangombo Proposed New T12
R.16 South of Nagombo Songea - Mbinga - Mbamba bay Nangombo - Mbamba Bay Proposed New T12
R.3 North of Songea Songea - Lukumburu Songea - Shule ya Tanga Retained T6
R.17 North of Gumiro Songea - Lukumburu Gumbiro - Madba Jnct Proposed New T6
R.18 West of Madaba Jnct Songea - Lukumburu Madaba Jnct - Lukumburu Proposed New T6
R.19 South of Songea Songea - Mitomoni Songea - Muhukuru Proposed New R827
R.20 South of Muhukuru Songea - Mitomoni Muhukuru - Mitomoni Proposed New R827
R.21 South of Mtwara Pachani Mtwara Pachani - Nalasi Mtwara Pachani -Mkongo Nakawale Proposed New R831
R.22 South of Mkongo Nakawale Mtwara Pachani - Nalasi Mkongo Nakawale - Lusewa Proposed New R831
R.23 East of Lusewa Mtwara Pachani - Nalasi Lusewa - Lingusenguse Proposed New R831
R.24 West of Nalasi Mtwara Pachani - Nalasi Lingusenguse - Nalasi Proposed New R831
R.25 West of Mbamba Bay Mbamba Bay - Lituhi Mbamba Bay - Liuli Proposed New R821
R.26 North of Liuli Mbamba Bay - Lituhi Liuli - Mbaha Proposed New R821
R.27 South of Lituhi Mbamba Bay - Lituhi Lituhi - Mbaha Proposed New R821
R.28 South of Tunduru Tunduru - Chamba Tunduru - Azimio Proposed New R832
R.29 West of Azimio Tunduru - Chamba Azimio - Mbesa Proposed New R832
R.30 South of Mbesa Tunduru - Chamba Mbesa - Chamba Proposed New R832
R.31 South of Azimio Azimio - Tulingane Azimio - Lukumbule Proposed New R834
R.32 North of Namtumbo Namtumbo - Likuyu Namtumbo - Likuyu Proposed New R830
R.33 North of Lumecha Lumecha - Kitanda Lumecha - Hanga Proposed New R835
R.34 North of Hanga Lumecha - Kitanda Hanga - Kitanda Proposed New R835
R.35 North of Peramiho Jct Paramiho Jct-Kingole Peramiho Jct - Peramiho Proposed New R825
R.36 North of Peramiho Paramiho Jct-Kingole Peamiho - Litumbandyosa Proposed New R825
R.37 Nrth of Litumbandyosi Peramiho Jnct - Kingole Litumbandyosi Kingole Proposed New R825
R.38 West of Kitai Kitai-Lituhi Kitai - Paradiso Proposed New R823
R.39 West of Paradiso Kitai-Lituhi Paradiso - Lituhi Proposed New R823
R.40 East of Nangombo Nangombo - Chiwindi Nangombo - Chiwindi Proposed New R823
R.41 West of Madaba Jnct Madaba Jnct - Ruhuhu Madaba Jct - Madaba Proposed New R642
R.42 West of Madaba Madaba Jnct - Ruhuhu Madaba - Ruhuhu Proposed New R642
R.43 Northt of Paradiso Paradiso - Litumbandyosi Paradiso - Litumbandyosi Proposed New R838

Tanga region

CP No CP Location Road Name Traffic Section Comment Road No

TA.1 North of Mheza Tanga-Segera Tanga - Muheza Retained T13

TA.2 West of Amboni ? Amboni - Mavumbi? Retained -
TA.3 West of Mabokweni Bombo Mtoni-Mabokweni Mabokweni - Mapatano Retained R510
TA.4 North of Mabokweni Tanga - Horohoro Mabokweni - Horohoro Retained T13
TA.5 South of Tanga Tanga-Saadani Tanga - Pangani Retained R515
TA.6 South of Muheza Muheza - Pangani Muheza - Kilulu Retained R512
TA.7 North of Muheza Muheza-Kwamtoro Muheza - Amani Retained R522
TA.8 South of Bombo Korogwe -Bombo Mtoni Bombo river Jct - Old Korogwe Retained R509
TA.9 West of Bombo Bombo Mtoni-Mkomazi Bombo - Umba river Jct Retained R508
TA.10 East of Soni Soni-Korogwe Soni - Bumbuli Retained R525
TA.11 East Old Korogwe Korogwe-Maguzoni Old Korogwe - Maguzoni Retained R518
TA.12 East of Segera Segera-Tanga Segera - Muheza Retained T13
TA.13 West of Segera Segera-Same Segera - Korogwe Retained T2
TA.14 West of Korogwe Korogwe - Handeni Korogwe - Handeni Retained R519
TA.15 South of Mombo Segera-Himo Junction Mombo - Korogwe Retained T2
TA.16 West of Soni Soni - Lushoto Soni - Lushoto Retained R505
TA.17 West of Mombo Mombo - Same Mombo - Same Retained T2
TA.18 South of Segera Segera-Chalinze Segera - Mkata Retained T2
TA.19 East of Handeni Handeni - Mkata Handeni - Mkata Retained -
TA.20 After Umba river jct Bombo Mtoni-Mkomazi Umba river Jct - Mkomazi Retained R508
TA.21 South of Handeni Handeni - Magole Handeni - Mziha Retained R661
TA.22 West of Handeni Handeni-Kibaya handeni - Kiberashi Retained R519
TA.23 East of Mombo Mombo - Soni Mombo - Soni Retained R505

A-43
 Annexure 4.2/7
Singida region

CP No CP Location Road Name Traffic Section Comment Road No

SI.1 South of Singida Singida-Dodoma Singida - Mkiwa Retained T3

SI.2 NorthWest of Singida Singida-Nzega Singida - Kiomboi jct Retained T3
SI.3 East of.Singida Singida-Babati Singida - Mgori jct Retained T14
SI.4 At Shelui Singida-Nzega Kiomboi jct - Sekenke Retained T3
SI.5 North of Itigi Itigi-Singida Itigi - Mkiwa Retained T22
SI.6 North of Manyoni Manyoni-Singida Manyoni - Mkiwa Retained T3
SI.7 West of Manyoni Manyoni-Chaya Manyoni - Itigi Retained T18
SI.8 SouthEast of Manyoni Manyoni-Dodoma Manyoni- Bahi Retained T3
SI.9 South of Itigi Itigi-Mbeya Itigi - Rungwa Retained T22
SI.10 North of Misigiri Misigiri - Kiomboi Misigiri - Kiomboi Proposed New R423
SI.11 North of Singida Singida-Ngamu Singida - Ilongero Proposed New R428
SI.12 South of Kititimo Singida-Kwamtoro-Dodoma Kititimo - Kwamtoro Proposed New R463
SI.13 West of Singida Singida - Sepuka Singida - Sepuka Proposed New R429
SI.14 SouthEas Itkungi Ikungi-Kilimatinde London Proposed New R431
SI.15 South of Manyoni Manyoni - Ikasi Manyoni - Heka Proposed New R433
SI.16 North of Kilimatinde Ikungi-Kilimatinde Kilimatinde - Londoni Proposed New R431
SI.17 South of Kizaga Kizaga-Sepuka Kizaga - Ndago Proposed New R429
SI.18 North of Iguguno Iguguno - Nduguti Iguguno - Nduguti Proposed New R425
SI.19 North of Ulemo Ulemo-Sibiti Ulemo - Gumanga Proposed New R424
SI.20 West of Itigi Itigi-Tabora Itigi - Chaya Proposed New T22

Tabora Region

CP No CP Location Road Name Traffic Section Comment Road No

T.1 North of Kazima Tabora-Nzega Tabora - Puge Retained T8

T.2 South of Kipalapala Tabora-Mbeya Tabora - Sikonge Retained T8
T.3 North of Itaga Tabora - Bukumbi Tabora - Mambali Retained R381
T.4 West of Usoke Tabora-Kigoma Tabora - Urambo Retained R381
T.5 North of Puge Tabora-Nzega Puge - Nzega Retained T8
T.6 North of Ndala Puge-Choma Puge - Simbo Retained R390
T.7 East of Ziba Nzega-Shelui Ziba - Igunga Retained T3
T.8 North of Nzega Nzega-Shinyanga Nzega - Tinde Retained T8
T.9 West of Itobo Mambali-Itobo Itobo - Bukene Retained R383
T.10 East of Nzega Nzega-Shelui Nzega - Ziba Retained T3
T.11 SouthWest of Ipole Tabora-Mpanda Ipole - Inyonga Proposed New T23
T.12 South of Sikonge Tabora-Mbeya Sikonge - Ipole Proposed New T8
T.13 SouthEast of Ipole Tabora-Mbeya Ipole - Rungwa Proposed New T8
T.14 North of Airport Tabora town - Airport Tabora town - Airport Proposed New R392
T.15 South of Ziba Puge-Choma Ziba - Simbo Proposed New R390
T.16 West of Urambo Tabora-Kigoma Urambo - Uvinza Proposed New -
T.17 NorthWest of Tabora Tabora - Ulyankulu Tabora - Ulyankulu Proposed New R382
T.18 North of Ziba Ziba - Choma Ziba - Choma Proposed New R389
T.19 West of Kigwa Tabora-Manyoni Tabora - Chaya Proposed New R391

Kagera region

CP No CP Location Road Name Traffic Section Comment Road No

W.3 West of Katoma Bukoba-Kyaka Katoma - Kyaka Retained T4

W.4 North of Muleba Muleba - Bukoba Muleba-Muhutwe Retained T4
W.5 South of Kyamnyorwa Muleba - Biharamulo Muleba - Biharamulo Retained T4
W.6 North of Nyabihanga Matukula - Nyabihanga Matukula - Nyabihanga Retained T4
W.7 North of Bugene Karagwe - Kyaka Karagwe - Kyaka Retained R103
W.8 South of Bugene Bugene - Kasulo Bugene - Kasulo Retained R103
W.9 Kagera Sugar Junction Nyabihanga - Kakunyu Nyabihanga - Kakunyu Retained R102
W.10 West of Bugene Karagwe - Murongo Karagwe - Murongo Retained R101
W.11 East of Rulenge Rulenge - Nyakahura Rulenge - Kumubuga Retained R115
W.12 South of Biharamulo Jct Biharamulo Jct- Lusahunga Biharamulo Jct- Lusahunga Retained T4
W.13 North of Bwanga Bwanga - Kyamyorwa Bwanga - Nyamirembe Port Junction Retained R119
W.14 South of Katoke Biharamulo - Geita Biharamulo - Bwanga Retained T4
W.15 East of Nyakanazi Nyakanazi-Kahama Nyakanazi - Bukombe Retained T3
W.16 SouthWest of Nyakanazi Nyakanazi-Kasulu Nyakanazi - Kakonko Retained T9
W.17 West of Muhutwe Muhutwe - Muleba Muhutwe - Kamachumu Retained R110
W.18 West of Kanazi Kanazi - Kyaka Kanazi - Kyaka Retained R107
W.19 North of Katoma Katoma - Bukwali Katoma - Bukwali Retained R105
W.20 North of Bukoba Bukoba - Kabango bay Bukoba - Kabango bay Retained R106
W.4 North of Kanazi Kyetema - Kanyinya Kyetema - Kanazi Retained R107
W.2 South of Kanazi Kyetema - Kanyinya Kanazi - Kanyinya Retained R108
W.21 South of Bukoba junction Bukoba-Muleba Bukoba jct - Kyetema Retained T4
W.23 East of Katoke Biharamulo - Nyamirembe port Biharamulo - Nyamirembe port Retained -
W.24 West of Rulenge Rulenge - Murugarama Rulenge - Murugarama Retained R116
W.25 South of Nyabihanga Nyabihanga - Kyaka Nyabihanga - Kyaka Retained T4
W.26 South of Lusahunga Lusahunga - Nyakanazi Lusahunga - Nyakanazi Retained T3
W.27 West of Lusahunga Lusahunga - Rulenge Lusahunga - Nyakanazi Retained T3
W.28 North of Kemondo bay Bukoba-Muleba Kyetema - Kemondo bay Proposed New T4
W.29 South of Kemondo bay Bukoba-Muleba Kemondo bay - Kanyinya Proposed New T4
W.30 North of Muhutwe Bukoba-Muleba Muhutwe - Kanyinya Proposed New T4
W.31 South of Kamachumu Muhutwe - Muleba Muleba-Kamachumu Proposed New T4
W.32 North of Ngote Kasindaga - Kasharunga Kasindaga - Kasharunga Proposed New R111
W.33 West of Nyakatama Ngara-Nyakasanza Nyakatama - Ngara Proposed New T11
W.34 NorthWest of Kasulo Lusahunga-Rusumo Kasulo - Rusumo Proposed New T3

A-44
 Annexure 4.2/8
Dar es Salaam Region

CP No CP Location Road Name Traffic Section Comment Road No

DSM1 Kisutu Morogoro road DSM - Akiba jct Proposed New T1

DSM2 E. Fire station Morogoro road Akiba jct - Fire station Proposed New T1
DSM3 ? Morogoro road Fire station - Magomeni mapipa Proposed New T1
DSM4 Mwembe chai Morogoro road Magomeni mapipa - Shekilango Proposed New T1
DSM5 Urafiki Morogoro road Shekilango - Ubungo Proposed New T1
DSM6 Kimara Morogoro road Ubungo - Mbezi mwisho Proposed New T1
DSM6 Kibamba Morogoro road Mbezi - Kiluvya Proposed New T1
Dsm7 New Post Office ? KivukoniRd/Ohiost-Tanganyika motors Proposed New T6
Dsm8 Palm Beach Hotel New Bagamoyo Road Tanganyika motors- Selander bridge Proposed New T26
Dsm9 W. Kunduchi jct New Bagamoyo Road Selander bridge - Kinondoni jct Proposed New T26
Dsm10 Mbuyuni New Bagamoyo Road Kinondoni jct - Morocco Proposed New T26
Dsm11 TVT New Bagamoyo Road Morocco - Mwenge Proposed New T26
Dsm12 Jogoo New Bagamoyo Road Mwenge - Kunduchi/Mbuyuni Proposed New T26
Dsm13 N.Kunduchi/Mbuyuni New Bagamoyo Road Kunduch/Mbuyuni- Tegeta Kibaoni Proposed New T26
Dsm14 Boko New Bagamoyo Road Tegeta kibaoni - Bunju B Proposed New T26
Dsm15 Adult Education Nyerere road Tanganyika motors - Akiba Proposed New T24
Dsm16 Kisutu Market Nyerere road Akiba - Mnazi mmoja Proposed New T24
Dsm17 Gold Star Nyerere road Mnazi mmoja - Kamata/Gerezani Proposed New T24
Dsm18 Darajani Nyerere road Kamata/Gerezani - Veta Chang'ombe jct Proposed New T24
Dsm19 Mtava Nyerere road Veta Chang'ombe jct- TAZARA Proposed New T24
Dsm20 Kiwalani Nyerere road TAZARA - Ukonga jct Proposed New T24
Dsm21 Bendera tatu Kongowe-Mivinjeni Junction GERezani Band jct -Kurasini Bendera tatu Proposed New T7
Dsm22 Mgulani Kongowe-Mivinjeni Junction Kurasini Bendera tatu - Uhasibu Kurasini Proposed New T7
Dsm23 Sabasaba Kongowe-Mivinjeni Junction Uhasibu Kurasini - Mtoni kwa Azizi Ally Proposed New T7
Dsm24 St. Anthony Sec. l Kongowe-Mivinjeni Junction Mtoni kwa Azizi Ally - Mbagala rangi tatu Proposed New T7
Dsm25 St. Mary's Kongowe-Mivinjeni Junction Mbagala rangi tatu - Kongowe Proposed New T7
Dsm26 Mzambarauni Ukonga Junction-Chanika Ukonga jct - Gongo la Mboto Proposed New R759
Dsm27 Pugu Sec. School Ukonga Junction-Chanika Gongo la Mboto - Pugu kajiungeni B Proposed New R759
Dsm28 S. Buyuni Ukonga Junction-Chanika Kajiungeni - Chanika Proposed New R759
Dsm29 E. Chanika Mbagala-Chanika Chanika - Msogole Proposed New R760
Dsm30 W. Mbagala Mbagala-Chanika Msongole - Mbagala Proposed New R760
Dsm31 S. Kigamboni Kigamboni-NAFCO farms Kigamboni - Mjimwema Proposed New R795
Dsm32 E. Mjimwema Kigamboni-NAFCO farms Mjimwema - NFCO farm Proposed New R795
Dsm33 S. Kibada Kigamboni-Tundwi Songani Kigamboni - Kibada Proposed New R798
Dsm34 ? Kigamboni-Tundwi Songani Kibada - Kisarawe Proposed New R798
Dsm35 N. Vijimbweni Kigamboni - Vijibweni Kigamboni - Vijimbweni Proposed New R794
Dsm36 N. Kongowe Kongowe-Mjimwema Kongowe - Kibada Proposed New R793
Dsm37 ? Kongowe-Mjimwema Kibada - Mjimwema Proposed New R793
Dsm38 N. St. Peters Osterbay Hotel Junction-Masaki St. Peters - Masaki Proposed New -
Dsm39 N. Namanga Namanga Junction-Msasani Namanga - Msasani Proposed New -
Dsm40 ? Old Bagamoyo road Morocco jct - Mlalakuwa Proposed New -
Dsm41 ? Old Bagamoyo road Mlalakuwa Kawe Proposed New R755
Dsm42 ? Kawe - Kawe jct Kawe - Kawe jct Proposed New -
Dsm43 S. Msakuzi Mbezi-Tangi Bovu Mbezi - Msakuzi Mbezi Proposed New R743
Dsm44 N. Mtosa Mbezi-Tangi Bovu Msakuzi - Goba Proposed New R743
Dsm45 Tangi bovu Mbezi-Tangi Bovu Goba - Tangi bovu Proposed New R743
Dsm46 S. Wazo Hill Goba - Wazo Hill Goba - Wazo Hill Proposed New R747
Dsm47 W. Victoria Victoria - Meiji Victoria - Mpiji Proposed New R744
Dsm48 North of Kinyerezi Temboni-Ukonga Temboni - Kinyerezi Proposed New R746
Dsm49 West of Kinyerezi Temboni-Ukonga Kinyerezi - Ukonga Proposed New R746
Dsm50 Kenton High School Tabata-Kinyerezi Tabata - Kinyerezi Proposed New R742
Dsm51 Kwamtogole Magomeni - Sinza Magomeni - Sinza Proposed New -
Dsm52 N. Kibo Kibo - Msewe Kibo - Msewe Proposed New T1
Dsm53 N. Temboni Temboni - Matosa Temboni - Matosa Proposed New -
Dsm54 South Mbezi Mar. mawili Mbezi Maramba mawili - Bunju Sports M Mbezi Maramba mawili - Kwembe Proposed New -
Dsm55 N. Kibamba Kibamba - Bunju Sports Motel Kibamba - Magoe Proposed New -
Dsm56 S. Pugu Sec. Pugu Sec. - Msongola Pugu Sec. - Msongola Proposed New R762
Dsm57 S. Mbweni Bunju - Mbweni Bunju - Mbweni Proposed New R742
Dsm58 W. Ununio Boko-Kunduchi Boko - Ununio Proposed New R748

A-45
 Annexure 4.3

Physical Features of Traffic Sections Observed during the Reconnaissance Survey

Road Characteristics Haul Mix* Traffic Mix**

Surface Condition NMT Motorized Traffic
CP Road Length
Road Section Traffic Nodes Between Good (G) Local Long Transit Pickups
No No (km) Paved (P) / Yes(Y)/ Cars Buses Trucks
/Fair (F) (%) (%) (%) / Vans
Unpaved (U) No(N) (%) (%) (%)
/Poor (P) (%)
1 T6 Mingoyo-Masasi Nanganga Masasi 56 P F/P 45 55 - Y 2 45 33 20
63 U F 30 70 - Y 5 64 25 6
2 T6 Masasi-Songea Namtumbo Songea
6 P G 40 60 - 1 43 22 34
3 T4 Kigoma-Nyakanazi Kanyani Kasulu 9 U F/P 30 35 35 Y 10 40 20 30
50 U P
4 T7 Dar es Salaam-Lindi Nyamwage Nangurukuru 26 74 - Y - 9 10 81
53 P F
5 T4 Biharamulo-Bukoba Kanazi Muhutwe 16 P G 30 40 30 Y 10 30 35 35
6 T9 Tunduma-Sumbawanga Tunduma Laela 127 U F/P 44 56 - Y - 14 5 81
7 T3 lusahunga-Rusumo Lusahunga Nyakahura 30 P G 4 50 46 N 5 36 12 47
8 T9 Sumbawanga-Mpanda Sumbawanga Chala 62 U F/P 48 52 - Y - 40 - 60
9 T5 Babati-Dodoma Kolo Kondoa 23 U F/P 40 60 - N - 45 12 43
10 T4 Bukoba-Mutukula Kyaka Katoma 45 P G 44 56 - Y 5 25 50 20
11 T12 Songea-Mbambabay Peramiho Jn Kitai 34 U F 60 40 - Y 14 14 43 29
12 R381 Tabora-Kigoma Urambo Kaliva 33 U F/P 54 16 30 Y 7 45 26 15
13 T6 Mikumi-Ifakara Kidatu Ifakara 71 U F/P 40 60 - Y 4 8 25 63
14 T3 Singida-Nzega Sekenke Ziba 81 P G 48 52 - Y - 30 40 30
15 T5 Songea-Makambako Songea Madaba 115 P F 25 75 - Y 5 25 20 50
16 T4 Biharamulo-Geita-Mwanza Kasamwa Sengerema 33 U F/P 10 50 40 Y 5 20 50 25
17 T8 Tinde-Tabora Tinde Nzega 40 U G 15 45 40 Y 5 35 30 30
18 T7 Lindi-Mtwara Mingoyo Mpapura 48 P F/P 80 20 - Y - 48 8 44
19 T5 Iringa-Mtera Nduli Mtera 108 U F/P 40 60 - Y - 15 32 53
i

20 T4 Musoma-Sirari Mika Kuruya 36 P G 5 70 25 N 8 28 34 30

21 T8 Mwanza-Shinyanga Mabuki Ng'wamhaya 22 P G 5 60 35 Y 10 15 30 45
22 T2 Segera-Moshi Mkomazi Same 89 P F 10 75 15 Y 20 25 23 34
23 T3 Morogoro-Dodoma Magole Gairo 70 P G 30 42 28 Y 7 23 28 42
24 T1 Mbeya-Tunduma Mbalizi Vwawa 57 P G/F 56 24 20 Y 4 22 33 41
25 T2 Arusha-Namanga Oldonyo Sambu Namanga 78 P F/P 50 20 30 Y 5 25 30 40
26 T7 Dar es Salaam-Lindi Mkuranga Kibiti 92 P G 40 60 - Y 1 22 35 42
27 T1 Iringa-Morogoro Ipogolo Ruaha river 107 P G 10 40 40 Y 7 12 42 39
28 T1 Makambako-Mbeya Chimala Uyole 64 P F 15 45 40 Y 10 15 30 45
29 T4 Nyanguge-Makutano Lamadi Bunda 26 P G 40 50 10 Y 46 14 18 14
30 T5 Arusha-Babati Minjingu Babati 60 U F/P 20 80 - Y - 28 14 58
31 T1 Makambako-Iringa Makambako Mafinga 84 P G 10 40 50 Y 4 8 10 78
32 T1 Morogoro-Iringa Melela Mikumi 89 P F 20 35 45 Y 4 13 33 51
33 T2 Chalinze-Segera Msata Mkata 73 P F 9 77 14 Y 7 30 28 35
34 T10 Uyole-Kasumulu Uyole Tukuyu 60 P G 20 30 50 Y 5 17 25 53
35 T13 Segera-Tanga Muheza Tanga 43 P F 15 70 15 Y 13 21 41 25
36 T1 Chalinze-Morogoro Ubenazomozi Morogoro 62 P G 15 39 46 Y 8 25 15 51
37 T1 DSM-Chalinze Mlandizi Chalinze 44 P F 15 45 40 Y 6 12 9 73
38 T2 Moshi-Arusha KIA Junction Arusha 42 P G 40 50 10 Y 20 20 25 35
39 T3 Singida-Mkiwa Issuna Jct Singida 56 P G 20 20 60 Y 5 15 30 50
40 T18 Itigi-Mbeya Rungwa Itigi 191 U F/P 46 54 - Y - 50 20 30
41 T8 Mbeya-Rungwa Mbeya Chunya 73 U F/P 53 47 - Y 5 28 20 47
42 T3 Nyakanazi-Kahama Bukombe Kahama 91 P G 10 40 50 Y 10 5 20 65
43 T8 Tabora-Rungwa Tabora Sikonge 73 U F/P 30 70 - Y - 30 35 35
44 T2 Himo Jct-Moshi Himo Jct Moshi 22 P G 15 65 20 Y 11 28 38 23
45 T17 Makuyuni-Musoma Makuyuni Mto wa Mbu 35 P G 20 80 - Y - 62 30 8
* Based on visual assessment of traffic movement on the respective traffic sections
** Based on moving observer traffic counts along the traffic sections

A-46
 Annexure 4.4

Socio Economic Characteristics Along Traffic Sections Observed during Reconnaissance Survey

Crops Trade
CP Length Mineral
Road Road Section Traffic Nodes Between Livestock Industries Fishing Tourism Attractions
No (km) Food Cash Deposits General Food Vegetables/
No (Yes/No)
Fruits
1 T6 Mingoyo-Masasi Nanganga Masasi 56 Sorghum, Cassava, Maize Cashew nuts, Simsim No No Yes Yes No

Uranium,
Sorghum, Sweet Potatoes, Cashew nuts, Game hunting in Selous
2 T6 Masasi-Songea Namtumbo Songea 69 No Gemstones, No Yes Yes No
Maize Tobacco Game reserve
Diamond
Sweet potatoes, groundnuts,
3 T4 Kigoma-Nyakanazi Kanyani Kasulu 9 Cotton, Yes Yes Yes Yes Yes
Sorghum, Maize, Banana

Cashew nuts,
4 T7 Dar es Salaam-Lindi Nyamwage Nangurukuru 103 Sorghum, Cassava No Salt Timber mill Yes Yes Yes Yes Kilwa ruins
Coconut, Simsim
Sweet potatoes, Sorghum, Coffee, Cotton,
5 T4 Biharamulo-Bukoba Kanazi Muhutwe 16 Yes Yes Yes Yes Yes
Maize, Banana Flowers, Groundnuts

6 T9 Tunduma-Sumbawanga Tunduma Laela 127 Maize, Sweet Potatoes Simsim Yes Yes Yes Yes No

Sweet Potatoes, groundnuts,

7 T3 lusahunga-Rusumo Lusahunga Nyakahura 30 Cotton Yes Yes Yes Yes Yes
Sorghum, Maize

8 T9 Sumbawanga-Mpanda Sumbawanga Chala 62 Maize, Sweet Potatoes Simsim Yes Gold Yes Yes Yes Yes Katavi National Park

9 T5 Babati-Dodoma Kolo Kondoa 23 Maize Yes No Yes Yes Yes Kondoa Irangi Caves

10 T4 Bukoba-Mutukula Kyaka Katoma 45 Sorghum, Maize, Banana Coffee, Flowers Yes Kagera Sugar Company Yes Yes Yes Yes

11 T12 Songea-Mbambabay Peramiho Jn Kitai 34 Rice, Maize Coffee, Tobacco No Coal, Gemstones Coffee curing Yes Yes Yes No

Sir Stanley Historical

12 R381 Tabora-Kigoma Urambo Kaliva 84 Maize Tobbaco Yes No Yes Yes Yes
passage and residence
Kidatu Hydro electruc
Udzungwa mountains
13 T6 Mikumi-Ifakara Kidatu Ifakara 71 Maize, Rice Sugar Cane No Gemstones power generation, Yes Yes Yes Yes
National Park
Kilombero Sugar Factory

14 T3 Singida-Nzega Sekenke Ziba 81 Maize Yes No Yes Yes Yes

15 T5 Songea-Makambako Songea Madaba 115 I. Potatoes, Maize Tea No Coal, Iron No Yes Yes No

Biharamulo-Geita- Geita Gold Mining

16 T4 Kasamwa Sengerema 33 Maize Yes Gold Yes Yes Yes Yes
Mwanza Company

17 T8 Tinde-Tabora Tinde Nzega 40 Maize Yes No Yes Yes Yes

Cashew nuts,
18 T7 Lindi-Mtwara Mingoyo Ndumbwe 48 Sorghum, Cassava No Oil, Gas Yes Yes No No Mikindani ruins
Coconut
Mtera Hydro electic
19 T5 Iringa-Mtera Nduli Mtera 108 Maize Yes Yes Yes Yes No
power generation

20 T4 Musoma-Sirari Mika Kuruya 36 Maize, Sorghum Yes Yes Yes Yes Yes Serengeti National Park

Pamba Engineering
21 T8 Mwanza-Shinyanga Mabuki Ng'wamhaya 22 Maize Yes Limited, Fish Yes Yes Yes Yes
processing industries

A-47
 Annexure 4.4

Crops Trade
CP Length Mineral
Road Road Section Traffic Nodes Between Livestock Industries Fishing Tourism Attractions
No (km) Food Cash Deposits General Food Vegetables/
No (Yes/No)
Fruits
Mkumbara Chipboard
22 T2 Segera-Moshi Mkomazi Same 89 Maize, Rice Sisal No Yes Yes Yes Mkomazi Game Reserve
Factory
Maize, Sweet Potatoes,
23 T3 Morogoro-Dodoma Magole Gairo 70 Sugar Cane No Mtibwa Sugar Factory No Yes Yes Yes
Rice, Tomato

24 T1 Mbeya-Tunduma Mbalizi Vwawa 57 Maize Coffee No No Yes Yes No

25 T2 Arusha-Namanga Oldonyo Sambu Namanga 78 Maize Yes No Yes Yes Yes

26 T7 Dar es Salaam-Lindi Mkuranga kibiti 92 Cassava, Sorgum Cashew nuts, Coconut No No Yes Yes No

Udzungwa mountains
27 T1 Iringa-Morogoro Ipogolo Ruaha river 107 Maize, Onion, Tomato Yes No Yes Yes Yes
National Park

28 T1 Makambako-Mbeya Chimala Uyole 64 Rice, Maize yes

Sweet potatoes, Maize,

29 T4 Nyanguge-Makutano Lamadi Bunda 26 Cotton, Ground nut Yes No Yes Yes Yes Serengeti National Park
Sorghum

30 T5 Arusha-Babati Minjingu Babati 60 Maize Yes Minjingu Phosphate Plant No Yes Yes Yes

31 T1 Makambako-Iringa Makambako Mafinga 84 Maize, I.Potatoes Tea No Paper mill, Tea Factory No Yes Yes No

32 T1 Morogoro-Iringa Melela Mikumi 89 Maize No No Yes Yes No Mikumi National Park

33 T2 Chalinze-Segera Msata Mkata 73 Cassava, Maize, Sorghum No No Yes Yes Yes Saadan Game Reserve

Electric Power
34 T10 Uyole-Kasumulu Uyole Tukuyu 60 Rice, I.Potatoes, Banana Tea, Coffee, Cocoa Yes Oxygen, Coal Yes Yes Yes Yes Lake Nyasa
Generation
Tanga Cement & Lime
35 T13 Segera-Tanga Muheza Tanga 43 Maize, Cassava No Yes Yes Yes Yes
Factories

36 T1 Chalinze-Morogoro UbenaSomozi Morogoro 62 Maize No No Yes Yes Yes

37 T1 DSM-Chalinze Mlandizi Chalinze 44 Cassava, Maize, Sorghum No Yes Yes Yes

Kilimanjaro Machine
38 T2 Moshi-Arusha KIA Junction Arusha 42 Maize, Banana Coffee, Flowers Yes Tanzanite No Yes Yes Yes Arusha National Park
Tools
Sweet Potatoes, Maize,
39 T3 Singida-Mkiwa Issuna Jct Singida 56 Cotton, Ground nut Yes No Yes Yes Yes
Sorghum

40 T18 Itigi-Mbeya Rungwa Itigi 191 Maize Yes No Yes Yes Yes

Simsim, Tobacco, Game hunting Lake

41 T8 Mbeya-Rungwa Mbeya Chunya 73 Sorghum, Maize Yes Gold Yes Yes Yes No
Ground Nut Rukwa
Sweet Potatoes, Rice,
42 T3 Nyakanazi-Kahama Bukombe Kahama 91 Cotton, Ground nut Yes Gold Rice Mills No Yes Yes Yes
Maize, Sorghum
Sweet potatoes, Maize, Tobbacco, Cotton,
43 T8 Tabora-Rungwa Tabora Sikonge 73 Yes No Yes Yes Yes
Sorghum Ground nuts

44 T2 Himo Jct-Moshi Himo Jct Moshi 22 Maize, Banana Coffee, Flowers Yes No Yes Yes Yes Kilimanjaro National Park

Cultura Tourism, Manyara

45 T17 Makuyuni-Musoma Makuyuni Mto wa Mbu 35 Maize, Banana Yes No Yes Yes Yes
National Park

A-48
 Annexure 5.1

DETAILS OF SELECTED TRAFFIC COUNT POINTS (2008)

CP Road Place of Survey

Road Name Traffic Section GPS Southing GPS Easting
No No
Location Land Mark District

1 T6 Mtwara-Mingoyo-Tunduru-Songea-Makambako Nanganga-Masasi Chikundi Richy Guest House Masasi 10°31.321´ 038°58.497´

2 T6 Mtwara-Mingoyo-Tunduru-Songea-Makambako Tunduru - Songea Litola Litola Bus Stand Namtumbo 10°33.556´ 035°55.922´

3 T9 Tunduma-Sumbawanga-Mpanda-Kasulu-Nyakanazi Kasulu-Kigoma South of Kasulu Lightness Guest House Kasulu 04°34.715´ 030°06.624´

4 T7 Dar es Salaam-Kibiti-Lindi-Mingoyo Nyamwage-Nangurukuru Nangurukuru 50 m North of Police gate Kilwa 08°47.912ô´ 039°20.889´

5 T4 Mutukula-Bukoba-Biharamulo-Geita-Usagara-Mwanza-Bunda-Sirari Kanazi-Muhutwe Muhutwe Bayango shop (Near Kamachumu junction) Bukoba 01°34.072´ 031°42.154´

6 T9 Tunduma-Sumbawanga-Mpanda-Kasulu-Nyakanazi Tunduma-Laela Laela Police Check Point Sumbawanga 08°34.729´ 032°03.162´

7 T3 Rusumo-nyakanazi-Isaka-Nzega-Singida-Dodoma-Morogoro Lusahunga-Nyakahura Nyakahura Nyakahura Weighbridge Biharamulo 02°46.112´ 030°59.948´

8 T9 Tunduma-Sumbawanga-Mpanda-Kasulu-Nyakanazi Sumbawanga-Chala Chala Chala Bus Stand Namanyere 07°35.557´ 031°16.168´

9 T5 Makuyuni-Babati-Dodoma-Iringa Kolo-Kondoa Bicha TANESCO Transformer Kondoa 04°55.042´ 035°48.618´

10 T4 Mutukula-Bukoba-Biharamulo-Geita-Usagara-Mwanza-Bunda-Sirari Kyaka-Katoma Katoma Amini Hotel Bukoba 01°17.812´ 031°45.646´

11 T12 Songea-Mbambabay Songea-Mbinga Likuyufusi 100m West of Peramiho Junction Songea 10°40.727´ 035.28.432´

12 T18 Manyoni-Itigi-Tabora-Kanyani Urambo-Tabora Urambo Placard for Union of Disabled Persons Urambo 05°04.264´ 032°04.740´

13 T16 Mikumi-Ifakara-Mahenge Kidatu-Ifakara Kiberege At Kiberege one storey building Kilombero 07°57.358´ 036°51.292´

14 T3 Rusumo-nyakanazi-Isaka-Nzega-Singida-Dodoma-Morogoro Sekenke-Ziba East of Igunga Silver "C"Lodge and bar Igunga 04°17.252´ 033°53.107´

15 T6 Mtwara-Mingoyo-Tunduru-Songea-Makambako Songea-Madaba Junction Gumbiro Gumbiro Bus Stand Songea 10°15.903´ 035°39.160´

16 T4 Mutukula-Bukoba-Biharamulo-Geita-Usagara-Mwanza-Bunda-Sirari Geita-Sengerema Kasamwa Kasamwa bus stand(big tree) Geita 02°50.352´ 032°25.415´

17 T8 Usagara-Shinyanga-Tabora-Ipole-Rungwa-Chunya-Mbeya Tinde-Nzega North of Nzega Uchama (St Justin) Secondary School Nzega 04°11.265´ 033°10.911´

18 T6 Mtwara-Mingoyo-Tunduru-Songea-Makambako Mingoyo - Mpapura Mingoyo South of Weigh Bridge Lindi 10°06.808´ 039°37.100´

19 T5 Makuyuni-Babati-Dodoma-Iringa Nduli-Mtera Nduli 100 m North of Nduli Primary School Sign Post Iringa 07°40.961´ 035°44.883´

20 T4 Mutukula-Bukoba-Biharamulo-Geita-Usagara-Mwanza-Bunda-Sirari Utegi-Kinesi Junction Sulubu(Komasu) Gwessosons Group shops Tarime 01°25.720´ 034°11.235´

21 T8 Usagara-Shinyanga-Tabora-Ipole-Rungwa-Chunya-Mbeya Mabuki-Shinyanga Mabuki Water storage tank Misungwi 02°59.177´ 033°10.918´

22 T2 Namanga-Arusha-Himo junction-Segera-Chalinze Mkomazi-Same Hedaru Hedaru BP station Same 04°32.441´ 037°56.197´

23 T3 Rusumo-nyakanazi-Isaka-Nzega-Singida-Dodoma-Morogoro Magole-Gairo Dumila Tanzania Revenue Authority Kilosa 06°22.651´ 037°19.607´

24 T1 Dar es Salaam-Morogoro-Iringa-Mbeya-Tunduma Mbalizi-Vwawa Mlowo Mlowo Saccos Mbozi 09°01.037´ 033°00.141´

25 T2 Namanga-Arusha-Himo junction-Segera-Chalinze Oldonyo Sambu-Namanga Longido Longido Saccos Longido 02°43.956´ 036°41.739´

26 T7 Dar es Salaam-Kibiti-Lindi-Mingoyo Mkuranga-Kibiti Kibiti Mariam Consolata Dispensary Rufiji 07°37.5.115´ 038°56.521´

27 T1 Dar es Salaam-Morogoro-Iringa-Mbeya-Tunduma Ruaha river-Iringa Mahenge Majichano Bar Kilolo 07°38.018´ 036°15.980´

28 T1 Dar es Salaam-Morogoro-Iringa-Mbeya-Tunduma Chimala-Uyole Junction Chimala New Bus Stand Mbarali 08°51.412´ 034°00.914´

29 T4 Mutukula-Bukoba-Biharamulo-Geita-Usagara-Mwanza-Bunda-Sirari Kukirango-Bunda Balili Mosque of Balili Bunda 02°02.060´ 033°52.285´

30 T5 Makuyuni-Babati-Dodoma-Iringa Minjingu-Babati Minjingu Police gate Babati 03°42.596´ 035°54.888´

31 T1 Dar es Salaam-Morogoro-Iringa-Mbeya-Tunduma Mafinga-Makambako Makambako Green View Pub Njombe 08°50.181´ 034°50.208´

A-49
 Annexure 5.1

CP Road Place of Survey

Road Name Traffic Section GPS Southing GPS Easting
No No
Location Land Mark District

32 T1 Dar es Salaam-Morogoro-Iringa-Mbeya-Tunduma Melela-Mikumi Doma Lindi Garden Mvomero 07°05.595´ 037°14.210´

33 T2 Namanga-Arusha-Himo junction-Segera-Chalinze Msata-Mkata Manga 100m South of Mr FRESH BAR Handeni 05°54.493´ 038°14.191´

34 T10 Uyole-Kasumulu Uyole-Tukuyu Mtokera Mwazola Bar and Guest House Rungwe 09°05.059´ 033°33.726´

35 T13 Segera-Tanga Muheza-Tanga Muheza Lusanga Bus Stand Tanga 05°10.792´ 033°49.412´

36 T1 Dar es Salaam-Morogoro-Iringa-Mbeya-Tunduma Mdaula-Morogoro Ubenazomozi Ubena Ward Saccos T. Ltd Bagamoyo 06°38.174´ 038°10.123´

37 T1 Dar es Salaam-Morogoro-Iringa-Mbeya-Tunduma Mlandizi-Chalinze Vigwaza Centre for Inspection of Forestry Products at Vigwaza Bagamoyo 06°40.489´ 033°37.339´

38 T2 Namanga-Arusha-Himo junction-Segera-Chalinze KIA junction-Ussa River Kikatiti Kikatiti Bus Stand Arumeru 03°28.331´ 036°56.612´

39 T3 Rusumo-nyakanazi-Isaka-Nzega-Singida-Dodoma-Morogoro Issuna Jct-Singida Ikungi Khalala hotel Singida 05°08.060´ 034°46.235´

40 T22 Mkiwa-Itigi-Rungwa Rungwa-Itigi Mitundu Meatu Guest House Manyoni 06°00.852´ 034°03.539´

41 T8 Usagara-Shinyanga-Tabora-Ipole-Rungwa-Chunya-Mbeya Mbeya-Makongolosi Chunya Moravian Church Chunya 08°31.644´ 033°25.553´

42 T3 Rusumo-nyakanazi-Isaka-Nzega-Singida-Dodoma-Morogoro Bukombe-Kahama Ushirombo Primary Court -Bukombe Polster Bukombe 03°28.393´ 031°54.323´

43 T8 Usagara-Shinyanga-Tabora-Ipole-Rungwa-Chunya-Mbeya Tabora-Sikonge Sikonge District Agricultural and Livestock Office (Sikonge) Sikonge 05°36.552´ 032°44.674´

44 T2 Namanga-Arusha-Himo junction-Segera-Chalinze Himo Junction-Moshi Himo Junction Mabungo Petrol Station Moshi 03°24.383´ 037°30.364´

45 T17 Makuyuni-Ngorongoro Makuyuni-Mto wa Mbu Makuyuni 300 m NW of Jn to Mto wa Mbu Monduli 03°32.949´ 036°06.057´

A-50
 Annexure 5.2-A
                    Baseline Traffic Counts in Tanzania Mainland & Establishment of a Comprehensive Traffic Census Methodology for TANROADs 
CP No    .  
                                                                                                                          MANUAL CLASSIFIED TRAFFIC COUNTS                                                                 
Direction of Traffic  From:  To:  Date  Day  Passability of  the Road  GPS Reference 
Name of the Road    Traffic Section:  dd / mm / yy    Upstream    S 
Survey Location    District:  Downstream    E 
Nearest Town    Region:  Special Feature: 

Any other Remarks:  

Motorized Traffic 
Non‐Motorized Traffic   
Passenger Vehicle  Goods Vehicle 

Time  Two 

Weather 

Remarks 
Bus  Medium  Heavy  Very Heavy /  Animal 
Utility  Wheeler  Bus   Others  Others 
Car   (<=25  Light Truck  Truck  Truck  Articulated  Bicycle  Drawn / 
Vehicle  (Motor  ( >25 Seats )  (Specify)   (Specify) 
Seats)  ( 2‐Axle )  ( 3‐Axle )  Truck  Hand Cart 
Cycles) 

1  2  3  4  5  6  7  8  9  10  11  12  13  14  15  16 

                           
‐‐‐  ‐‐‐ 

From………….hr                               
 
To………………hr 
From………….hr                               
     
To………………hr 
From………….hr                               
 
To………………hr 
From………….hr                               
 
To………………hr 

Signature of the Enumerator:  
Consultants:  Signature of the Monitor/ Supervisor: 
Intercontinental Consultants and  
Technocrats Pvt. Ltd., India 
Name & Position of the Monitor/ Supervisor : 
Name of the Enumerator:  in association with 
DATACONSULT Limited, Tanzania 
Note: Refer to the attached explanatory note before filling in the format. 

A-51
 Annexure 5.2-B

Baseline Traffic Counts In Tanzania Mainland and Establishing a Comprehensive

Traffic Census Methodology for TANROADS
Explanatory Note on the Classification of Vehicle Types
Sl. No. Category Description Symbol Typical vehicles
Small/medium, large passenger Corolla, Corona, Carina, Peugeot, Suzuki,
1 Cars
vehicle with up to 6 seats Vitara, Maruti, Honda, Rav 4
Passenger vehicle with up to 10 Landrover, Toyota(Landcruiser, Prado),
Pick Ups,
seats * Pajero,Nissan,isuzu trooper etc
Land
2
Cruisers, Pick up carrying up to 1.5ton Toyota Hilux, Mitsubishi, Isuzu, Nissan etc.
Vans, etc
Special built vehicles(vans) Toyota Surf, Nissan Terano
Toyota Hiace, Nissan caravan, Toyo ace
3 Minibus Small bus with less than 25 seats
etc
Isuzu Journey, Toyota DCM, Toyota
4 Large bus Large bus with over 25 seats
Coaster, Coaches etc
Two axle trucks with capacity to 2 ton small trucks, Toyota Daina, Mitsubishi
5 Light trucks
carry less than 3.5 tons Canter, Tata, Catic, Yue Jin
Medium Two axle trucks with capacity to Isuzu Tipper,Jiefang, FAW, Fuso, Isuzu
6
trucks carry over 3.5 tons Forward, Hino etc
Three axle trucks with capacity
7 Heavy trucks All heavy trucks with 3 axles
up to 15 tons
Semi/Full Very heavy trucks with capacity
8 All heavy trucks with multiple axles.
Trailer to carry over 15 tons

* The Symbol is representing Single or Double Cabin Pickups.

Kiswahili
UFAFANUZI KUHUSU AINA ZA MAGARI
S. No. Aina Maelezo Alama Mifano
Gari dogo/kati/kubwa la abiria Corolla, Corona, Carina, Peugeot, Suzuki,
1 Cars
lenye viti hadi 6 Vitara, Maruti, Honda, Rav 4
Landrover, Toyota(Landcruiser, Prado),
Gari la abiria lenye viti hadi 10
Pick Ups, Pajero,Nissan,isuzu trooper nk
Land *
2 Pick up yenye uwezo wa kubeba
Cruisers, Toyota Hilux, Mitsubishi, Isuzu, Nissan nk
hadi tani 1.5
Vans, etc
Magari yenye bodi maalum Toyota Surf, Nissan Terano nk
Basi dogo lenye uwezo wa
3 Minibus Toyota Hiace, Nissan caravan, Toyo ace nk
kubeba abiria hadi kufikia 25
Basi kubwa lenye uwezo wa Isuzu Journey, Toyota DCM, Toyota Coaster,
4 Large bus
kubeba abiria zaidi ya 25 Coaches nk
Gari dogo la mizigo lenye
2 ton small trucks, Toyota Daina, Mitsubishi
5 Light trucks ekseli(axle) mbili na uwezo wa
Canter, Tata, Catic, Yue Jin nk
kubeba uzito usiozidi tani 3.5
Gari kubwa la mizigo lenye
Medium Isuzu Tipper,Jiefang, FAW, Fuso, Isuzu
6 ekseli(axle) mbili na uwezo wa
trucks Forward, Hino nk
kubeba uzito hadi kufikia tani 10
Gari kubwa la mizigo lenye
7 Heavy trucks ekseli(axle) tatu na uwezo wa Magari yote ya mizigo yenye ekseli(axle) tatu
kubeba uzito hadi kufikia tani 15
Gari kubwa la mizigo lenye
Semi/Full ekseli(axle) zaidi ya tatu na Magari yote ya mizigo yenye ekseli(axle) zaidi
8
Trailer uwezo wa kubeba uzito zaidi ya ya tatu
tani 15

*Alama inayowakilisha pikapu yenye cabin moja au mbili.

A-52
 Annexure 8.1

Comparative AADT during Two Traffic Censuses (1985-2008)

1985 Census 2008 Census Growth
CP %
Road Road Rate (%
No. Road Section AADT Road Section AADT Change
No. No. pa)
8 A3 - 7 Chala - Sumbawanga 42 T9 S/wanga - Mpanda 79 88% 2.8%
28 A2 - 7 Chimala - Uyole Jn. 197 T1 Makambako - Mbeya 1,220 519% 8.3%
23 A5 - 1 Magole - Gairo 181 T3 Morogoro - Dodoma 802 343% 6.7%
22 A4 - 2 Mkomazi - Same 186 T2 Segera - Moshi 920 395% 7.2%
14 A5 - 3 Sekenke - Ziba 131 T3 Singida - Nzega 484 269% 5.8%
39 A5 - 2 Issuna Jct. - Singida 77 T3 Singida - Manyoni 502 552% 8.5%
10 A3 - 1 Kyaka - Katoma 72 T4 Bukoba - Mutukula 467 549% 8.5%
26 A1 - 4 Mkuranga - Kibiti 212 T7 Dar es Salaam - Lindi 403 90% 2.8%
6 A3 - 8 Laela - Tunduma 37 T9 Tunduma - S/ wanga 106 186% 4.7%
25 A2 - 1 Namanga - Oldonyo Samba 177 T2 Arusha - Namanga 615 247% 5.6%
21 B1 - 1 Mabuki - Runere 143 T8 Mwanza - Shinyanga 453 217% 5.1%
31 A2 - 6 James Corner - Makambako 239 T1 Makambako - Iringa 999 318% 6.4%
18 A1 - 8 Mingoyo - Ndumbwe 172 T7 Lindi - Mtwara 292 70% 2.3%
35 A1 - 2 Tanga - Muheza 460 T13 Segera - Tanga 1,409 206% 5.0%
4 A1 - 5 Nyamwage - Nangurukuru 35 T7 Dar es Salaam - Lindi 254 626% 9.0%
19 A2 - 5 Mtera - Iringa 129 T5 Iringa - Mtera 164 27% 1.0%
7 A8 - 6 Lusahunga - Nyakahura 44 T3 Lusahunga - Rusumo 302 586% 8.7%
17 B1 - 2 Tinde - Nzega 156 T8 Tinde - Nzega 649 316% 6.4%
29 A8 - 1 Kukirango - Bunda 203 T4 Nyanguge - Musoma 639 215% 5.1%
5 A3 - 2 Kanazi - Muhutwe 33 T4 B/mulo - Bukoba 523 1485% 12.8%
9 A2 - 4 Kolo - Kondoa 42 T5 Babati - Dodoma 74 76% 2.5%
11 A7 - 4 Songea - Mbinga 80 T12 Songea - M/Bay 206 158% 4.2%
12 ** Tabora - Kaliua 73 R381 Tabora - Kigoma 170 133% 3.7%
13 C11 - 1 Mikumi - Ifakara 114 T6 Mikumi - Ifakara 225 97% 3.0%
15 B2 - 2 Ruhuhu River Songea 116 T5 Songea - Makambako 154 33% 1.2%
16 A8 - 5 Geita - Bwanga 132 T4 B/mulo - Geita Mwanza 291 120% 3.5%
20 A8 - 1 Utegi - Kinesi Jct 147 T4 Musoma - Sirari 453 208% 5.0%
24 A2 - 8 Mbalizi - Mbozi 154 T1 Mbeya - Tunduma 1,175 663% 9.2%
27 A6 - 4 Ruaha River - Iringa 214 T1 Iringa - Morogoro 805 276% 5.9%
32 A6 - 3 Kimamba Jct - Mikumi 296 T1 Morogoro - Iringa 879 197% 4.8%
33 A1 - 3 Mkata - Msata 350 T2 Chalinze - Segera 973 178% 4.5%
34 C10 - 1 Uyole - Tukuyu 310 T10 Uyole - Kyela 793 156% 4.2%
36 A6 - 2 Ubenazomozi - Morogoro 636 T1 Chalinze - Morogoro 2,084 228% 5.3%
37 A6 -1 Mlandizi - Chalinze 929 T1 Dar es Salaam - Chalinze 3,192 244% 5.5%
38 A4 - 4 Airport Road - Uasariver 1,062 T2 Moshi - Arusha 3,282 209% 5.0%
40 B5 - 1 Rungwe - Itigi 24 T18 Itigi - Mbeya 38 58% 2.0%
30 A2 - 2 Kisongo - Makuyuni 242
1 A7 - 2 Lumesule - Tunduru 17
13 C11 Mikumi - Ifakara 114
2 A7 - 3 Tunduru - Matemanga 20
2 T6 Masasi - Songea 172
3 T4 Kigoma - Nyakanazi 460
41 T8 Mbeya - Rungwa 295
42 T3 Nyakanazi - Kahama 493
43 T8 Tabora - Rungwa 106
44 T2 Himo Jct - Moshi 2,956
45 T16 Makuyuni - Musoma 639
Not available.

A-53
 Annexure 9.1

BASELINE TRAFFIC COUNTS IN TANZANIA MAINLAND & ESTABLISHMENT OF A

COMPREHENSIVE TRAFFIC CENSUS METHODOLOGY FOR TANROADS

DATA ENTRY FORMAT

CP No.: Direction Month
Direction of Traffic: From: To: Traffic Section
Name of the Road: District
Survey Location: Region
Nearest Town: GPS Reference
Date of Start: Day of Start

Motorized Traffic
Non-Motorized Traffic
Time Passenger Vehicle Goods Vehicles Re-
Total
(hr-hr) Bus Bus Light Med. Heavy Art. ADV / marks
Car UV 2-Wh Others Cycle Others
(<=25) (>25) Truck Truck Truck Truck Cart
Day: Monday Weather Hr Special Feature
06:00-07:00 - - - - - - - - - - - - -
07:00-08:00 - - - - - - - - - - - - - -
08:00-09:00 - - - - - - - - - - - - - -
09:00-10:00 - - - - - - - - - - - - - -
10:00-11:00 - - - - - - - - - - - - - -
11:00-12:00 - - - - - - - - - - - - - -
12:00-13:00 - - - - - - - - - - - - - -
13:00-14:00 - - - - - - - - - - - - - -
14:00-15:00 - - - - - - - - - - - - - -
15:00-16:00 - - - - - - - - - - - - - -
16:00-17:00 - - - - - - - - - - - - - -
17:00-18:00 - - - - - - - - - - - - - -
18:00 19:00
18:00-19:00 - - - - - - - - - - - - - -
19:00-20:00 - - - - - - - - - - - - - -
20:00-21:00 - - - - - - - - - - - - - -
21:00-22:00 - - - - - - - - - - - - - -
22:00-23:00 - - - - - - - - - - - - - -
23:00-24:00 - - - - - - - - - - - - - -
24:00-01.00 - - - - - - - - - - - - - -
01:00-02:00 - - - - - - - - - - - - - -
02:00-03:00 - - - - - - - - - - - - - -
03:00-04:00 - - - - - - - - - - - - - -
04:00-05:00 - - - - - - - - - - - - - -
05:00-06:00 - - - - - - - - - - - - - -
Total Day - - - - - - - - - - - - - -

A-54
 BTS CPS IN COMPATIBILITY WITH RMMS CODING

Annexure 9.2
Location of the Study Count Points w.r.t. RMMS Links & Nodes

Distance from
Start Node
CP No Road No. Place District Link No End Node No. Start Node
No.
(metres)
1 10006 Chikundi Masasi 1323 0035 0005 04077
2 10006 Litora Namtumbo 1390 0810 0811 10360
3 10009 South of Kasulu Kasulu 1880 7102 7103 07121
4 10007 Nangurukuru Kilwa 1560 0406 0426 00100
5 10004 Muhutwe Bukoba 0945 8415 8416 06854
6 10009 Laela Sumbawanga 1796 4932 4902 11210
7 10003 Nyakahura Biharamulo 0805 8402 8403 27290
8 10009 Chala Namanyere 1815 4909 4910 34090
9 10005 Bicha Kondoa 1210 2713 2714 00011
10 10004 Katoma Bukoba 0920 8410 8411 10810
11 10012 Likuyufusi Songea 2075 0819 0820 00100
12 20381 Urambo Urambo 5505 4515 4535 00920
13 10016 Kiberege Kilombero 2249 2313 2319 12850
14 10003 East of Igunga Igunga 0730 4501 4502 03140
15 10006 Gumbiro Songea 1415 0815 0816 00100
16 10004 Kasamwa Geita 1005 7903 7991 00040
17 10003 North of Nzega Nzega 1672 4505 4506 03073
18 10007 Mingoyo Lindi 1305 0003 0401 33320
19 10005 Nduli Iringa 1175 3514 3515 00200
20 10004 Sulubu(Komasu) Tarime 1100 7506 7533 22960
21 10008 Mabuki Missungwi 1710 7922 7923 00229
22 10002 Hedaru Same 0420 5306 5801 11720
23 10003 Dumila Kilosa 0612 2308 2309 02019
24 10001 Mlowo Mbozi 0240 4009 4110 00173
25 10002 Longido Longido 0535 6305 6306 00309
26 10007 Kibiti Rufiji 1535 1912 1913 -
27 10001 Mahenge Kilolo 0135 2306 3501 33240
28 10001 Chimala Mbarali 0205 4002 4003 01747
29 10004 Balili Bunda 1070 7500 7501 17990
30 10005 Minjingu Babati 1226 6502 6503 24540
31 10006 Makambako Njombe 0180 3509 3510 07930
32 10001 Doma Mvomero 0127 2328 2305 00200
33 10002 Manga Handeni 0390 1908 5301 01800
34 10010 Mtokera Rungwe 1970 4022 4023 10200
35 10013 Muheza Muheza 2140 5308 5309 03444
36 10001 Ubena Somozi morogoro 0097 1934 1936 20110
37 10001 Vigwaza Bagamoyo 0095 1902 1903 13690
38 10002 Kikatiti Arumeru 0510 5818 6325 17530
39 10003 Ikungi Singida 0690 3106 3107 01089
40 10022 Mgandu Manyoni 2465 3120 3121 14840
41 10008 Chunya Chunya 1607 4099 4013 40980
42 10003 Ushirombo Bukombe 0790 6706 6739 00757
43 10008 Sikonge Sikonge 1650 4510 4511 02106
44 10002 Himo Junction Moshi 0460 5808 5809 01679
45 10017 Makuyuni Monduli 2315 6314 6307 30780

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