THE EFFECTS OF REDUCTION OF TRAFFIC CONGESTION WITH BUS RAPID

TRANSIT (BRT) SYSTEM: A CASE OF ILALA DISTRICT DAR ES SALAAM

TANZANIA.

A Proposal Presented

To the Faculty of Computing Management and Social Sciences of Kampala

International in University in Tanzania

In Partial Fulfillment of the Requirement for the Award of Bachelor Degree of Public
Administration and management

By

MagesaPhabianKazoya

BPA/17349//601/DT

May, 2019
 DECLARATION

I MAGESA PHABIAN KAZOYAdeclare that, this research proposal with a title “THE
EFFECTS OF REDUCTION OF TRAFFIC CONGESTION WITH BUS RAPID
TRANSIT (BRT) SYSTEM: A CASE OF ILALA DISTRICT DAR ES SALAAM
TANZANIA”
is my own work, And it has not been presented as a proposal for a ward of, degree, master or any
other professional wards in any university or high learning institution. This proposal has been
complemented by referenced sources duly acknowledged. Including the Authors, and other
sources for graphics as well established.

MAGESA P. KAZOYA ……………………………

Name of student Signature

…………………………………

Date
 Approval

I confirm that this proposal with a title of “THE EFFECTS OF REDUCTION OF TRAFFIC
CONGESTION WITH BUS RAPID TRANSIT (BRT) SYSTEM: A CASE OF ILALA
DISTRICT DAR ES SALAAM TANZANIA” Was done under my supervision

DR.KILIZA RASHID ………………………

Name of supervisor Signature

…………………….

Date

3
 Table of Contents
DECLARATION..........................................................................................................................................i
Approval.....................................................................................................................................................iii
Table of content..........................................................................................................................................iv
TABLES......................................................................................................................................................v
List of Figures.............................................................................................................................................vi
Acronyms...................................................................................................................................................vii
CHAPTER ONE..........................................................................................................................................1
1.0 Introduction.......................................................................................................................................1
1.1 Back Ground of the study..................................................................................................................1
1.2 Historical Perspective........................................................................................................................2
1.3 Problem Statement.............................................................................................................................5
1.4 General Objective of the Study..........................................................................................................5
1.4.1 Specific Objectives of the Study.....................................................................................................5
1.4.2 Research Questions.........................................................................................................................6
1.4.3 Hypotheses.....................................................................................................................................6
1.5 Scope.................................................................................................................................................6
1.5.1 Time scope.....................................................................................................................................6
1.5.2 Content scope.................................................................................................................................6
1.5.3 Theoretical Perspective...................................................................................................................7
1.5.4 Geographical scope.........................................................................................................................7
1.6 Significance of the Study...................................................................................................................7
1.7 Operation Definition of Key Terms...................................................................................................8
CHAPTER TWO: LITERATURE REVIEW............................................................................................10
2.0 Introduction.....................................................................................................................................10
2.1 Theoretical Review..........................................................................................................................10
2.1.1 The principle agent theory............................................................................................................10
2.1.2 The institutional performance theory............................................................................................11
2.2 Conceptual Framework....................................................................................................................11
2.3 Review of Related Literature...........................................................................................................14
2.3.1 Research Gap................................................................................................................................16
CHAPTER THREE: METHODOLOGY..................................................................................................17

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 3.0 Introduction.....................................................................................................................................17
3.1 Research Design..............................................................................................................................17
3.1.1 Research Approach;......................................................................................................................17
3.2 Target Population............................................................................................................................18
3.2.1 Sample Size,.................................................................................................................................18
3.2.3 Sample Procedure.........................................................................................................................19
3.3 Methods of Data Collection.............................................................................................................19
3.3.1 Primary Data Primary data...........................................................................................................20
3.3.2 Questionnaires..............................................................................................................................20
3.3.3 Interviews.....................................................................................................................................20
3.3.4 Secondary Data Secondary data....................................................................................................20
3.4 Validity............................................................................................................................................20
3.4.1 Reliability.....................................................................................................................................21
3.5 Data Gathering Procedures..............................................................................................................21
3.5.1 Before Data Gathering.................................................................................................................21
3.5.2 During Data Gathering.................................................................................................................21
3.5.3 After Data Gathering....................................................................................................................21
3.6 Data Analysis...................................................................................................................................22
3.7 Ethical Consideration.......................................................................................................................22
3.8 Limitations of the Study..................................................................................................................22
REFERENCES..........................................................................................................................................24
Appendix I: participation Letter................................................................................................................28
QUESTIONNAIRE...................................................................................................................................29
Appendix III: Interview Guide..................................................................................................................33
APPENDIX IV: BUDGET........................................................................................................................34
APPENDIX V: TIME FRAME................................................................................................................35

5
 TABLES

Table 3.3.1 Population size………………………………………………………………………18

Table 3.3.2 Sample size………………………………………………………………….……....19

6
 List of Figures

Figure 2.2.1: Conceptual frame work………………………………………...………………….12

7
LIST OF ABBREVIATIONS

ADF African Development Fund

AGTF Africa Growing Together Fund
BRT Bus Rapid Transit
CPIA Country Policy and Institutional Assessment
CSP Country Strategy Paper
DART Dar Rapid Transit Agency
EIRR Economic Internal Rate of Return
ESIA Environmental and Social Impact Assessment
ESMP Environmental and Social Management Plan
EU The European Union
GDP Gross Domestic Product
GHG Green House Gas
GoT Government of Tanzania
HDI Human Development Index
IFMIS Integrated Financial Management Information Systems
JICA Japan International Cooperation Agency
MOW Ministry of Works
MTP Medium Term Plan
NGO Non-Governmental Organization
NMT Non-Motorized Transport
NSGRP National Strategy for growth and Reduction of poverty (MKUKUTA in
Swahili)
OITC Transport and ICT Department
ONEC Energy, Environment and Climate Change Department
OpsCom Operations Committee (of Senior Management)
ORQR Quality Assurance and Results Department
PCR Project Completion Report
PEFA Public Expenditure and Financial Accountability
PFM Public Financial Management
PMO-RALG Prime Minister’s office regional Administration and local Government
RAP Resettlement Action Plan
TANROADS Tanzania National Roads Agency
UA Units of Account
UDS Urban Development Strategy
WB World Bank

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CHAPTER ONE

BACKGROUND INFORMATION

1.0 Introduction
BRT is relatively new mode of transport; it can be found in 195 cities around the world and is
investigated to be an effective and viable solution for urban mobility challenges. Unlike more
traditional bus systems, BRT operates in exclusive designated lanes, and often has greater
capacity, a unique ticketing system and provide real-time information.

1.1 Background to the Problem

Historical perspective,
The first modern BRT system in the world was the RedeIntegrada de Transporte (RIT,
"Integrated Transportation Network"), implemented in Curitiba, Brazil in 1974. Most of the
elements that have become associated with BRT were innovations first suggested by Curitiba
Mayor Architect Jaime Lerner. Initially just dedicated bus lanes in the center of major arterial
roads, in 1980 the Curitiba system added a feeder bus network and inter-zone connections, and in
1992 introduced off-board fare collection, enclosed stations, and platform-level boarding. Other
systems made further innovations, including platooning in Porto Alegre, and passing lanes and
express service in São Paulo.
Nigeria,The Lagos Bus Rapid Transit System (Lagos BRT) is Africa's first. The Nigerian
government is building a BRT system for the Lagos Metropolitan Area, and the project's first
phase has been completed.The first phase, from mile 12 through Ikorodu Road and Funsho
Williams Aveğnue to CMS, was commissioned on March 17, 2008.
The Lagos Metropolitan Area Transport Authority (LAMATA) BRT corridor is about 22
kilometreslong.Two operators, NURTW Cooperative and the state-owned Lagos BRT,
contributed about 180 high-capacity buses to the first phase. It is the world's most economical
BRT, costing $1.6 million per km for the 22-km route. The first phase cost N4.5 billion (about
US$35 million) and included elevated segregation barriers, road repairs on bus and service lanes,
de-silting of blocked drainage channels, and bus stops.
Moreover Bus Rapid Transit is also found in South Africa which was commenced in Cape
Town: The system began operations in May 2010, just before the World Cup, and George BRT

9
system began operation in August 2015 and other parts of south Africa like Nelson Mandela
Bay,Johannesburg,Tshwane,Rustenburg.
In Tanzania the construction of BRT System in Dar es Salaam city started in 2012 for the
purpose of reducing traffic delays, congestion and frequency traffic accidents . Reports show that
as for 2014 commuter buses operated in Dar es Salaam city were 5,200. Despite the big number
of buses, motorcycle and tricycles in the city but traffic problems remain high. The routes had
tremendous traffic accidents, waiting time for daladala at stops were more than 1hour, delays on
journey due to traffic congestion were also high. Thereby the introduction of BRT System by
government of United Republic of Tanzania (URT) was found to be practical solution to solve
traffic problems in Dar es Salaam city.
The DBRT system in the city comprises of six phases and the construction of phase one is
completed in December 2015 with a total cost of €134 million funded by the African
Development Bank, World Bank and Government of Tanzania. DBRT phase 1 began fully
operations on May 2016 covering 20.9 km. The total distance for the whole project is 130.3
kilometers and it is expected to save 90% of the commuters living in Dar es Salaam city to which
after completion will increase productivity of the workers by reducing substantially time spent in
traffic jams.

THEORETICAL PERSPECTIVE

Economic theory of time is money by karen mayor(2005) that take into account about how
congestion affect negatively the Economy and individual income and more over the Theory
come out with some solutions to the congestion problem, Theories of accident causation,from
which the Theory explain about the occurrence of Traffic Congestion due to the reasons
associated with Accisents by Dr. Neeta Saxena(2017), and the theory of volume of vehicle by
Bong Austero(2015), In General these Theories are going to elaborate more about the effects of
reduction of traffic Congestion with Bus Rapid Transit at Ilala in Dar esSalaam,Tanzania.

Conceptual perspectives,

Conceptually, the study covered the two variables which are asthe independent variable, that are Bus
Rapid Transit(BRT), and the dependent variable which is Reduction of Traffic Congestion influenced by
implementation of Dar es salaam Bus Rapid Transit, flyovers,bridges, Expansion of High ways.

10
1.2 Statement of the problem
Traffic congestion is a global phenomenon. For Africa’s big city dwellers, the menace is part of
life. An urbanization rate reached 40 per cent in the continent in 2010 and is projected to reach
60 per cent in 2050, according to UN Habitat, the UN agency for human settlements, which
could mean worsening traffic jams.Dar Es Salaam is among of the top ten cities in Africa leading
in traffic congestion according to Numbeo’s(2015) Traffic Index and Moguldom Newsletter,..
Furthermore Tanzania is urbanizing rapidly half of the population is expected to live in major
and secondary cities by 2050. The share of the urban population increased from 18 percent to 27
percent over 1990–2012. Tanzanian cities already account for the majority of the country’s
physical, financial, academic, and technological capital. Economic activities in urban areas
contribute approximately half of GDP. Tanzania’s dominant primary city Dar es Salaam
accounts for around 40 percent of the urban population. It is the third fastest growing city in
Africa, growing at an average rate of 5.8 percent annually over 2002–2012.
Dar es Salaam has a population of about five million inhabitants and is expected to become a
mega city with more than 10 million people by 2030.
The city has major congestion and mobility problems from a combination of rapid growth, an
underdeveloped road network, an increase in motorization, port-through traffic and the lack of
efficient public transport, it reported one million cars were registered in Tanzania between 2003
and 2011, and around 70 per cent of them were in Dar es Salaam. It can take a resident two hours
to travel 10 or 15 kilometres during rush hour.
The establishment of a bus rapid transit (BRT) system in Dar es Salaam City is an
importantelement toward implementing the NTP. While public transport is currently the main
mode of travel in Dar es Salaam, it has been traditionally supplied by a system of loosely
regulatedminibuses known as Daladalas (over 7,500 minibuses along 213 routes)
entrepreneuriallyoperated, competing with each other in congested traffic for passengers and of
varyingquality.The introduction of the BRT system significantly increases the quality of
publictransport available: featuring modern high-capacity buses operating in segregated

11
lanes.Phase 1 of the BRT financed under the Second Central Transport Corridor Project
(CTCP2)supported by the World Bank3 has reduced travel time on the 15.6 km of the Kimara-
Kivukoni corridor from over two hours to 45–50 minutes and, despite some teething
issuesgenerally regarded as an important beneficial upgrade to thecity.

1.3 General Objective

The general objective of this study is assessingon the impact of traffic congestion by Dar
essalaam Bus Rapid Transit
1.4 Specific Objectives
The specific objectives of the study are as follows;
i. To Examine the relation of travel cost with the operation of Dar Rapid Transit,
ii. To Observing the Accessibility of Dar Rapid Transit in relation to traffic congestion,
iii. To Examining the Commuter Comfortability with Dar Rapid Transit,
iv. To Identify the Reliability of Bus at stations

1.5 Research Questions

i. What is the impact of Dar Rapid Transit to Traffic Congestion in Dar es Salaam?
ii. What is traveling cost with the Dar Rapid Transit for the single rout?
iii. Is traveling cost affordable compared to the Econonomy?
iv. Observing the Accessibility of Dar Rapid Transit in relation to traffic congestion,
v. Are you Comfort with Dar Rapid Transit services?
vi. Is Dar Rapid Transit friendly to disabled people?
vii. How many minutes spent by Buses at stations?
viii. What is time spent from one station to the destination station?

1.6 Scope

12
 Geographical scope
The study will be conducted at, Ilala district Dar essalaam.
Theoretical Scope:
The study adopted three theories ofMayor(2005) economic theory of time is money by karen
that take into account about how congestion affect negatively the Economy and individual
income and more over the Theory come out with some solutions to the congestion problem
Theories Of Accident Causation,the Theory explain about the occurrence of Traffic
Congestion due to the reasons associated and The Theory Of Volume Of Vehicle

Time scope:
The study will carried out between the periods of 3 months.

1.7 Significance/Importance
i. Environmental impacts,
Bus rapid transit systems can have positiveenvironmental impacts by reducing greenhouse
gasesthat contribute to global climate change as well aslocal air pollutants, which lead to
citywide air pollutionand smog. Reductions in vehicle emissions can beachieved in several ways,
including reducing vehiclekilometerstravelled (VKT) and improving the fuelefficiency and
technology of the buses. Passengersshifting from single-occupancy vehicles to
highoccupancyBRT buses reduce overall VKT in the city.Likewise, many BRT systems
consolidate informalsystems comprised of low-occupancy vans thatmay use older and more
polluting fuels and vehicletechnologies. New articulated or bi-articulated BRTbuses can carry
many more passengers per buskilometer and many are capable of meeting the moststringent
emissions standards3.
ii. Reductions in greenhouse gases,
Eleven BRT systems across Mexico, Colombia,China, India and South Africa have registered
theircarbon dioxide equivalent (CO2e) emissions reductionsthrough the United Nations
Framework Conventionon Climate Change’s (UNFCCC) Clean DevelopmentMechanism or
other emissions verification schemes.

iii. Reductions in local air pollutants,

Local air pollutants, such as carbon monoxide andparticulate matter, pose environmental and
publichealth concerns. By forcing the retirement of lessefficient,older transport vehicles, BRT
systems canhave a positive impact on smog, local pollution,and the health of city residents.

13
Because local airpollutants primarily impact individual health, thisbenefit is treated as a public
health impact
iv. Public health impacts,
Bus rapid transit systems also provide valuable publichealth benefits to society in three key
ways: reducedroad fatalities and injuries, reduced personal exposure
v. Road safety impacts
While research on the road safety impacts of BRT, systems is less developed than some of the
otherimpact areas, recent studies have shown that BRT,corridors can have a positive impact on
traffic safetyby reducing the frequency of traffic incidents, injuries and fatalities, even when
controlling for citywide trends in accidents. Bocarejoet. al. (2012) found that the Bogota’s
TransMilenio has contributed to reductions in crashes and injuries on two of the system’s main
corridors. Dudutaet. al. (2012) confirm these findings for Bogota and present additional evidence
of positive safety impacts associated with the Macrobus BRT in Guadalajara, Mexico.
Literature also shows road safety improvements from BRT systems in Australia: Melbourne’s
SmartBus BRT contributed to reductions in crashes at all severity levels on the streets where it
was implemented (Gohet. al. 2013).
vi. Air quality impacts
The impact of exposure to harmful air pollution is a function of both the concentration of the
pollutantin the environment as well as the duration of the exposure. BRT systems can therefore
help reducepersonal exposure to air pollution of passengers who switch to BRT from other
modes in two ways:
• Lowering the concentration of ambient air pollution citywide or inside the BRT vehicles;
• Reducing the amount of time BRT passengers are exposed to air pollution at stations or inside
the bus by reducing travel times. The majority of BRT passengers switch to BRT from
the existing bus and minibus services (InvestigacionesSocialesAplicadas& CTS Mexico 2007).
vii. Physical activity impacts,
BRT passenger surveys have shown that the vast majority of BRT passengers switch to BRT
from theexisting bus or minibus services (InvestigacionesSocialesAplicadas& CTS Mexico
2007). In addition, asmall percentage of passengers shift from private cars and metered taxis, and
an even smaller percentage from modes with a higher level of physical activity (i.e., walking,
cycling, and metro). There is evidence indicating that a trip on a BRT involves a higher level of
physical activity (due to longer walking distances) than all other motorized modes with the
exception of a Metro (Mexico City Household Travel Survey 2007). In other words, BRT
passengers tend to walk considerably more per trip than people who rely on private cars or taxis
for transportation, and also slightly more than people who use regular buses or minibuses. This is
primarily due to the fact that BRT stations are set relatively further apart compared with regular
bus stops. Overall, because more passengers switch to BRTs from more sedentary modes (bus,
minibus, car, taxi) than from more active modes (walking, cycling,Metro), BRT implementation
typically results in higher rates of physical activity for BRT users as a whole.
viii. Urban development and property impacts,
Extensive research has confirmed that urban properties respond positively to transportation
improvements. This typically takes the form of higher property values and, if zoning allows,
land-use intensification (Cervero and Kang 2011). In the short term, benefits of transportation
infrastructure investments get capitalized in land values, while over the longer term, land uses
may change

14
(Cervero and Kang 2011). There are clear examples where increased accessibility conferred by
rail systems is reflected in increased land values and land use patterns (Cervero and Kang2011,
Rodríguez and Mojica 2009). However, forsome time, conventional wisdom has suggested
thaturban bus systems, which do not include the samepermanent infrastructure investments nor
improveaccessibility to the same degree as a rail system,would not influence urban development
to the samedegree as railinfrastructure.Nonetheless, research shows that, to the extentthat BRT
systems include segregated bus lanes,enclosed stations and high-capacity buses, and
areimplemented as part of a citywide integrated transportsystem, BRT systems do have the
potential toinfluence property values and land uses.
ix. Employment impacts,
Construction, operation and maintenance of BRTsystems can create jobs. This may result in a
netincrease in the number of employed people, or merelya shift of workers from one job or
sector to another.In many cases, BRT systems create new jobs in theformal economy that replace
informal jobs from theexisting traditional transport system.
x. Tax revenue impacts,
The formalization of Bogota’s transportation industrythrough concession contracts resulted in
increasedtax revenues for the national and local goverments.The financial statements from the
TransMilenio systemprivate operators show that between 2005 and2008 these operators made
income tax payments of32.158 billion 2008 pesos, and 17.476 billion pesos inother tax
payments, such as unrecovered VAT, sales,and industry taxes, as well as vehicle taxes.
Theserevenues were not captured under the traditional bus
By providing well-lit stations staffed with securitypersonel, security cameras on buses and in
stationsand pedestrian-scale lighting around stations, BRTsystems can create a safer environment
in thoseareas they serve.

1.8 Operational definition of Key Terms

(Chengula D 2017).Dar es Salaam Bus Rapid Transit (DBRT) is a high quality bus based
transit system that delivers fast, comfortable, and affordable cost. It does this through the
provision of dedicated bus lanes and iconic stations aligned to the center of the road, off-
board fare collection and regular time schedule operations. For more than fifty years,
residents of Dar-es-Salaam city faced public transport problems mainly delays to work due to
congestions, frequent vehicle accidents resulting into death, injury, permanent disability and
loss of properties. Since 1980s the government of Tanzania struggled to eliminate the
transport problems in the city with little success. The DBRT system which started its
operation in 2016 has been found to be an effective solution for urban transport problems in
the city. This study used questionnaires and interviews to get and analyze responses from
households and commuters for the purpose of investigating effectiveness of DBRT system in
the city. The study investigated that waiting time for passengers at stations/terminals is
reduced to more than 50%, delays in journey is reduced to 60% and savings of fare cost to
passengers is 28% compared to previous daladala mode. In order for the DBRT system to be
viable life cycle cost and sustainable project there should be connections between DBRT
truck roads and arterial roads but also routes to remote areas should be established. In order
to serve large group of people the fare price per trip should be adjusted to 77% of the current
fare price. More over
BRT is relatively new mode of transport; it can be found in 195 cities around the world and is
investigated to be an effective and viable solution for urban mobility challenges. Unlike more

15
 traditional bus systems, BRT operates in exclusive designated lanes, and often has greater
capacity, a unique ticketing system and provide real-time information

(Sumatra report 20191),Dar Rapid Transit (DART) Agency was established by GN No. 120
of 2007 underthe Executive Agency Act No. 30, 1997 with a view to prompting modern
andefficient urban transport system in the city of Dar es Salaam. The key role of theDART
Agency is to establish and operate the Bus Rapid Transit (BRT) system forDar es Salaam.
DART Agency aims at achieving the establish and operate Bus Rapid Transit (BRT) system
for Dar es Salaam and ensure orderly flow of traffic on urban streets and roads.

CHAPTER TWO

LITERATURE REVIEW

2.0 Introduction

Chapter two is about literature review. This chapter has covered literature regarding the Bus
Rapid Transit (BRT) and Traffic congestion in broad context, importance of the Bus Rapid
Transit (BRT), And the challenges toward BRT in Tanzania and other empirical literature.

A study by Kumar et al. (2008) sought to provide a comprehensive overview ofthe state of urban
transport across major cities of Africa, Dar es Salaam being oneof them, with a view to drawing
out main challenges facing urban transportsector and illustrating different ways in which
toaddress them. The studyfocused on commercial buses, taxis and motorcycles as means of
publictransport. The study was conducted between June, 2004 and December, 2006.The design
of the study served its primary purpose. However, on regulatoryperspective, the study had
somelimitations as it described the state of urbantransport in the period prior to the advent of

16
Regulator - SUMATRA. Moreover,the fact that several regulatory measures had been
implemented from the timethe study was conducted, it was imperative that a fresh study was to
be done.

A study by Kanyama et al. (2004) was yet another attempt to investigate issuesrelated to
public transport in Dar es Salaam city. The study was conductedbetween January, 2003
and December, 2004 with at least four objectives of (i)investigating existing public
transport planning approaches in Dar es Salaam, (ii)examining the extent of vehicle
emissions and occurrences of accidents, (iii)15examining constraints and potentials for
the development of public participationin public transport ,and (iv) identifying factors
that inhibit institutional coordination.Just like the study by Kumar et al (2008), the study
by Kanyama et al(2004) had limitations with respect to the timing of the study. Despite
the timefactor limitation in generalising study findings, the study provided
valuableinsights with respect to user assessment of the Daladala transport quality.
Thestudy investigated users opinions on crew behaviour particularly language
andtideness. These were some of the issues that needed to be updated to reflect
theexisting situation and changing environment.

Another study on urban Passenger services for Dar es Salaam was commissionedby
National Transport Corporation to Wilbur Smith Associates Inc in 1990. Theobjective of
the study was to develop an action programme to improve theviability, quality and
efficiency of bus services and estimate demand for busservices and compare with existing
and potential supply. While the objectives ofthe study were quite pertinent, its findings
when assessed at present timesappear to be outdated and need to be updated. At the time
of the study, UDAwas still regarded as a major provider of urban transport, which is no
longer thecase. Moreover, the environment under which the study was conducted
hassignificantly changed. Factors such as city dwellers population, spatial extent ofthe
city and the size of the urbanised area have changed dramatically (Lupala,
2002). Between year 1991 and 2001, the spatial extent of the city increased from18 km to
30 km, the size of the urbanised area increased from 19,879 to 57, 211hectares while the
population increased from 1.5 million to 2.5 million people.

A study on Dar es Salaam Transport Policy and System Development Master

Planconducted by Japan International Cooperation Agency (2008) investigatedtransport
services in Dar es Salaam city comprehensively. The ultimate goal of thestudy was to
evolve a Master Plan for transport and systems development.Towards that objective,
travel patterns and characteristics of residents in Dar esSalaam City were studied. The
focus of the study was on all common modes of 16transport; mainly buses, private cars
and walking. Various methods wereemployed in data collection including screen line
survey, cordon line survey,passenger opinion surveys and private car user opinion survey.

17
The study findingshave been presented such that in some aspects one can disintegrate
findings andfocus on daladala in isolation. However, the study did not dwell much
onrelationships among actors in the daladala business and assessment of adequacy
of services in various routes i.e. balancing demand and supply of daladalaservices.A
study by Kombe et al. (2003) investigated links between public transport andthe
livelihoods of the urban poor in Dar es Salaam. The study took a case studyapproach in
collecting information on travel times, conditions of buses includingovercrowding and
seating conditions, hygiene conditions, operators workingconditions etc. While objectives
of the study were quite pertinent, thedisadvantages of the case study methodology and the
fact that study findingswere subjective as depended heavily on opinions limited the extent
to which thefindings could be generalised and used.

World bank report(2017), A public transport-oriented National Transport Policy (NTP).

The urban transport objective as stated in the Government of Tanzania’s (GoT) Draft NTP of
2016 is to establish and increase smooth traffic flow and carrying capacity of the public transport
to move passengers quickly, efficiently, and safely at minimum cost in large cities. The policy
statement requires the GoT to develop an integrated transport system in cities; discourage the use
of private vehicles by promoting the use of high-occupancy public transport; and provide enough
space in cities to cater for infrastructure facilities to support public transport. The Draft NTP of
2016 is expected to be formally approved by the Government by June 2017 and at that point will
effectively replace the NTP of 2003.a wide range ofinduced economic benefits, such as
agglomeration economies, can be expected over the longterm, the analysis is focused on
relatively narrowly defined economic and social benefits:Reduction of travel time. This is the
main economic benefit from the new BRTsystem. Because of efficient and streamlined BRT
operations, BRT users canreduce their travel time significantly.Operational cost savings of
Daladalas. Along the new BRT corridors, currentlyused minibuses will be replaced and
rerouted. Thus, the operating costs that arecurrently incurred to Daladalas will be eliminated.
Auxiliary revenues. The new BRT system is expected to bring variouseconomic opportunities
for DART and bus operators to generate extra revenues,for instance, from
advertisement.Reduction of pollution,This is a major positive externality from the project.
CO2 emissions are expected to be reduced significantly, because per capita fuelefficiency of the
new BRT buses will be much better than that of currentminibuses and individual passenger cars.
Financial analysis. A project-level financial analysis was also carried out to examinethefinancial
viability of the proposed BRT interventions. Because the Government shoulders
capital spending in ground infrastructure, such as roadworks, stations, bus depot and
terminals, these costs are not included in the financial analysis. Expected total revenues are
forecasted consistently with a ridership estimate of 563,000 passengers per days. Fares vary
from TZS 500 to TZS 900, depending on combination of trunk and feeder. In total, TZS
1,270 billion of fare revenues could be expected over 10 years of operations. With some
auxiliary revenues, such as advertising added, TZS 1,177 billion of revenues would be
generated. On the cost side, in addition to economic costs, DART and service providers will
have to pay fuel tax (40 percent), corporate tax (30 percent), and dividends. In total, the total
cash flow cost is estimated at TZS 1,125 billion over the project life. Then, the financial IRR
is estimated at 11.6 percent.

The Dar es Salaam BRT system is designed to provide fast, comfortable, and costeffective

18
services. The main characteristics of the trunk corridors include ,segregated and
exclusive bus lanes; use of high-capacity buses; high capacity - up to 48,000
passengers per hour direction; high performance of board and alight system; enclosed
stations with central platform; and on level boarding, speeding up boarding time and bringing
safety and comfort to the user; pre-board fare collection; average speeds over 20 km
per hour; and overtaking lanes at stations, that allow express services implementation,
therefore improving service quality and speed.

Technical,The project fully supports the development of critical part of the network of the Dar
es Salaam BRT system. The six phases of the BRT trunk system have a total of 140.1 km and
the implementation plan was ranked in the order of priority based on transport demand and
environmental factors. The six phases of BRT network are part of the city’s Transport Master
Plan of 2008. The project scales up the network of the BRT system in Dar es Salaam City by
developing (extending) adjoining trunk corridors to the recently completed BRT phase 1
system that is currently under operations. Apart from the BRT phase 3 and 4 corridors, the
project also supports the improvement of the Ubungo intersection. This is a critical
intersection where the trunk corridors of the BRT phase 1, 4, and 5 intersect and it is also
critical for facilitating freight traffic accessing the Dar es Salaam port.

Table 1. The Dar es Salaam BRT Corridor NetworkPhase Description of the Trunk Corridor Length,

BRT phase construction in Dar es Salaam city DBRT Road Corridor Length
DBRT Phases (Km)
Phase 1 Morogoro -Kawawa North- Msimbazi- 20.9
Kivukoni
Phase 2 Kilwa-Kawawa South 19.3
Phase 3 Uhuru Street-Nyerere-Bibititi-Azikiwe 23.6
Street
Phase 4 Bagamoyo-Sam Nujoma 16.1
Phase 5 Mandela Road 22.8
Phase 6 Bagamoyo Road 27.6
Total
140.1

2.1 Theoretical Review

I. ECONOMIC THEORY OF TIME IS MONEY by KAREN MAYOR(2005)

Congestion appears when too many passenger cars attempt to take the same route at the same
time. Each traveller has a marginal private cost (MPC) of travelling. This accrues only to him
and represents his costs in terms of time, petrol and insurance etc. for a single trip. However, as
more and more people use the same road, congestion slows down these individual travellers and
their personal additional costs increase. The demand curve (D) on the graph represents the
demand for “travel” and is a decreasing function of traffic flow. People will travel more when

19
the flow is lower. Thus the intersection between the demand curve and the marginal private cost
is the final traffic flow, F1, with associated costs, C1.

Up to now we have only taken into account the private cost to the traveller. However, his trip is
also imposing costs on other people. First there is the time cost to other transport users due to the
additional car on the road as well as their increased safety costs. There are also externalities or
neighborhood effects on third parties not availing of travel. These include noise and visual
nuisance as well as air pollution. If we take these costs into account we must include a marginal
social cost (MSC) curve. The MSC diverges from the MPC when traffic flow is high1. Public
welfare is thus maximized when the demand curve intersects the MSC and consequently when
traffic flow is at F2 (below F1) with the cost and price of travel at C2 (higher than C1).

Figure 1;graph showing the Demand and the flow of traffic

So, in order to maximize social welfare, the cost and prices of road travel must increase and
traffic flow must be reduced. There are two ways of achieving this. The former can be achieved
through road pricing and the latter through increased supply of road infrastructure. We are now
going to examine these two solutions.
Traditionally, the government’s view on congestion has been to view it as an infrastructural
problem. Thus increasing construction of roads was seen as a way to reduce congestion (on the
graph, this would amount to shifting the MPC and MSC outwards to the right). However, in
practice, you must also take into account the change in consumers’ behaviour. Indeed, with
increased road space, traffic volumes are likely to increase as consumers view the loss in
congestion as an incentive to switch to road travel. They thus cause a shift in the demand

20
function. Congestion would then reappear and more roads would have to be built to alleviate the
problem and so on. Consequently road construction would only be a short-term solution. The
provision of more roads increases the service but does not apply the price to go with it. This is
not only extremely costly but it also encourages welfare degrading behaviour. Indeed, the
environmental and social externalities involved will also increase. Moreover, this type of policy
can also have a negative effect on the use of public transport as people switch to personal car use
deeming it more efficient.
The provision of additional road space as a solution to congestion was a policy adopted in many
countries during most of the 70s and 80s

Traffic management schemes are various and involve administrative policies and road pricing. I
will first take a look at various existing road management schemes.
Traffic calming involves reducing the speed of traffic in residential areas with speed-bumps,
special paving, indirect routes, and wider pavements. This is an attempt to tackle safety issues,
usually in residential areas. It can however induce congestion in urban areas as travellers
converge to the same routes in order to avoid the “slower” residential ones. The benefits are
nonetheless improved safety and environment for residents.
Traffic bans are becoming more topical. They are used to reduce to total amount of traffic in a
designated area. They can be applied according to the type of vehicle, time of day, (peak times)
or type of movement (through journey or access) (Elsom 1996). Probably the most famous type
of traffic ban is that of the cities of Athens and Mexico. There, cars are banned from the city
centres depending on whether their license plates end with an odd or even number. However, as
with any type of regulation, consumers can try and deviate. The problem in this case is that
people will decide to buy an extra car in order to circumvent the ban. The fact that the policy is
hence inefficient and causes more cars to be on the road is not the only problem. Indeed, the
additional cars will generally be cheaper ones and consequently older and more polluting thus
increasing the externalities due to road traffic as well as congestion.
Bypasses and tunnels are another way of redirecting traffic from the city centre. This was the
original goal of the Dublin Port Tunnel which was constructed to bring heavy goods vehicles
from the outskirts of Dublin directly to the Port thus avoiding unnecessary traffic in the city
centre. Obviously the effectiveness of such a policy depends on engineers’ accuracy at

21
estimating the appropriate height of the tunnel!
Cleaner fuel car incentives are quite common in Scandinavian countries. They involve
subsidising electric or hybrid vehicles. This deals with the problem of externalities but also, in
some cases such as Norway, owning an environmentally friendly car can help you avoid
congestion. Indeed, these cars are allowed to drive in the bus lanes and moreover do not need to
pay certain road tolls. Obviously, this is still only feasible as electric cars are a minority but
providing incentives to buy them is a good way of reducing the externalities of car travel and
Improving on the car parking systems as to reduce congestion on the road.

II. THEORY OF ACCIDENT CAUSATION BY DR. NEETA SAXENA(2017)

An accident can be defined as a short, sudden, and unexpected event or occurrence that
results in an unwanted and undesirable outcome. (Hollnagel, 2004). Along these lines, the
accident is not in reality expected and can cause negative outcomes, for example,fatalities,
wounds, close misses, harmed materials or cracked nerves. Accident causation models were
primarily formed keeping in mind the end goal to help individuals who needed to examine word
related accidents, with the goal that such mishaps could be explored successfully. Knowing how
accidents are caused is likewise valuable in a proactive sense keeping in mind the end goal to
distinguish what sorts of disappointments or blunders by and large reason mishaps, thus move
can be made to address these disappointments before they have the opportunity to happen.
Behavioural elements have been perceived as an important supporter of 95.0% of traffic crashes
and a conception of activity risk forecast and movement chance recognitions may forecast
drivers' activities. It was revealed that a more elevated amount of perceived risk for a specific
manner was related with a lower possibility of a person's contribution in that manner.The major
perceived factors in charge of the accidents are - working states of drivers, risk recognition and
submission to the inevitable, driver preparing and road utilize behaviour, nature and state of road
network, nature and state of business vehicles, and traffic law implementation.

SOLUTIONS,
The conventional policy toward improvement of road safety although the denominator of safety
as rarely been clearly identified goes under the common label of the “Triple E” approach:
Engineering, Education and Enforcement. Note that in this approach there is no specific

22
reference to the concept of motivation-the concept that, according to risk homeostasis theory
(RHT), is the most relevant to safety of all.

Figure 2: Accident Prevention Model (Source: Lund and Aaro 2004)

III. THE VOLUME OF VEHICLE THEORY

According to Bong Austero(2015),argured that the traffic congestion is main caused by too many
Vehicles on road and proprosed for the recommendation on the Vehicle Reduction ,more over
the theory States that there is a vehicle reduction in most of developed countries such as America

23
based on their plates numbers, meaning that for the car which are very rarely have to be
abolished from uses and more the other Economic measures could be used to reduce the rate of
car increasing by the control of Automobile sales through the use of Taxation policy,from which
more taxes have to be Added to very old plate number vehicles as they are currently unwanted in
the contemporary world as they Environmental Unfriendly. And finally concluded by
recommending on the upgrading on systems, methods, and technologies around traffic
management as to reduce traffic congestion.

2.2 Conceptual Framework

The conceptual model is known as the approach that shows the important variables to be studied
in the research either in graphical or narrative form as given by Fellows and Liu (2003).
According to conceptual Ali.S. A, (2017), framework is structured from a set of broad ideas and
theories that help a researcher to properly identify variables that he/she is looking at, frame
his/her questions and identify the relevant literature. And according to Mugenda and Mugenda,
(2003), He defined Conceptual framework as set of ideas about relationships between variables
in the study and showing these relationships graphically or diagrammatically. He go further and
said that conceptual frame works illustrates the perceived link between the independent
Variables and independent variables for this case is (Bus Rapid Transit ) and dependent variables
is (Reduction of traffic congestion at Ilala, Dar es Salaam Tanzania as shown diagrammatically
in figure

24
 Independent variable Dependent variables
BUS RAPID TRANSIT(BRT)
REDUCTION OF TRAFFIC CONGESTION

Travel cost
flyovers

comfortability
Implimentation of BRT

Accessibility of busus

Expansion of high ways

Reability of Buses

25
2.3 Review of Related Literature

(Chengula D, 2017).Dar es Salaam Bus Rapid Transit (DBRT) is a high quality bus based transit
system that delivers fast, comfortable, and affordable cost. It does this through the provision of
dedicated bus lanes and iconic stations aligned to the center of the road, off-board fare collection
and regular time schedule operations. For more than fifty years, residents of Dar-es-Salaam city
faced public transport problems mainly delays to work due to congestions, frequent vehicle
accidents resulting into death, injury, permanent disability and loss of properties. Since 1980s the
government of Tanzania struggled to eliminate the transport problems in the city with little
success. The DBRT system which started its operation in 2016 has been found to be an effective
solution for urban transport problems in the city. This study used questionnaires and interviews
to get and analyze responses from households and commuters for the purpose of investigating
effectiveness of DBRT system in the city. The study investigated that waiting time for
passengers at stations/terminals is reduced to more than 50%, delays in journey is reduced to
60% and savings of fare cost to passengers is 28% compared to previous daladala mode. In order
for the DBRT system to be viable life cycle cost and sustainable project there should be
connections between DBRT truck roads and arterial roads but also routes to remote areas should
be established. In order to serve large group of people the fare price per trip should be adjusted to
77% of the current fare price.

(Musa P, 2015),The Government of Tanzania intends to establish, operate and manage a Bus
Rapid Transit (BRT) system, which is a cost effective sustainable transportation system for Dar
es Salaam City to ensure fast and orderly flow of traffic on urban streets and roads. The Dar es
Salaam BRT project follows the current land use plan that shows an extension of planned
residential areas in the north-west direction along Ali Hassan Mwinyi road, in the south direction
along Kilwa road and in Tabata area. The plan also shows an extension of unplanned residential
areas in the west along Morogoro road and in the south-west corridor along Nyerere road. There
is also an extension of industrial areas north along Ali Hassan Mwinyi road, along Nyerere road
and part of Mikocheni Area. These areas constitute Phase 1,2 and 3 of the BRT System. Phase 1,
Morogoro Road BRT infrastructure has been completed with financing from the World Bank and
the Government of Tanzania

Description ofThe Project Environment,

26
Administrative Context: The proposed project is located in Temeke and Illala Municipalities with a
small portion of Kawawa Road in Kinondoni Municipality. Temeke Municipal Council is located in
the south of Dar es Salaam City, borders Coast Region in the South, Ilala Municipality in the north
and west while in the east it stretches by the coastal line of the Indian Ocean. The land size of
Kinondoni, Temeke and Ilala are 531 km², 786.5 km² and 273 km² respectively.
Land Use and Topography: The area along Kilwa road is relatively upper land and the residents have
occupied a large proportion due to continuing urbanization process. Land Use includes physical
development activities such as industrial, commercial and on-going infrastructure development; as a
result it has become the most preferred area for construction in Temeke, for example Mbagala and
Miburani. Kizinga River, which is used as an intakefor water supply to the community by
DAWASA, crosses Kilwa road at Mtongani area. In Illala Municipality, Phase 2 of the BRT is
mainly in the urban lowland area.
Climate: There are two main rainy seasons; a short rainy season from October to December and a
long rainy season between March and May. The average rainfall is 1000mm (lowest 800mm and
highest 1300mm). The rainy seasons are also the most humid periods. It is generally hot and humid
throughout the year with an average temperature of 29ºC. The hottest season is from
October/November to March during which temperatures can raise up to 35ºC. Humidity is around
96% in the mornings and 67% in the afternoons. The project area is relatively cool between May and
August, with temperature around 25ºC.
Soils: The soil type in the project areas consists of sand, clay and loam properties. The main type of
soil is a mixture of rock-sandy soil and coral stones.
Air Quality: In 2005, independent roadside air quality levels were undertaken around Dar es Salaam
at 11 sites by using manual sampling methods (Jackson, 2005). Parameters measured were sulphur
dioxide, nitrogen dioxide, particulate matter and particulate lead. Results showed that the hourly
average sulphur dioxide (SO2) concentrations were between 127 and 1,385μg/m3. The levels of SO 2
were above the recommended WHO standards at 87% of the sampling sites. The hourly average
nitrogen dioxide concentration ranged between 18 and 53μg/m3. The maximum hourly nitrogen
dioxide concentration of 53μg/m3 was below the WHO guideline value of 200μg/m3.
Another roadside study of levels of ambient air quality in Dar es Salaam was carried out in 2010,
which indicated that the concentrations of both SO 2 and NO2 were high (Othman, 2010) They both
exceeded WHO guideline values. A random sampling done at Kunduchi Beach hotel indicated a
daily average of NO2 at 20μg/m3 and a daily average of SO2 at 230μg/m3. These are general
indicative values.
Flora: The project area is characterized by planted shade trees, lawns, hedges, and gardens. Most of
the natural vegetation cover has been lost due to urbanization. A wide variety of plant species such as
Palm trees, peacock flower, bougainvillea, neem (Azadirachtaindica), yellow cassia and varieties of
grass species are present in the project road corridor.

27
Fauna: The project road corridor being in a densely populated urban area has few livestock as pigs,
cattle, chicken, and other types of birds. Birds are found in flood plains, tree groves and along the
river banks.
Population: According to 2012 Population and Housing Census Temeke Municipality has a
population of 1,368,881, male 669,056 and female 699,825 with household average of 3.9. Ilala
Municipality has a population of 1,220,611, male 595,928 and female 624,603 with household size of
4.0. Annual growth rate in both municipalities is 5.6%.
Informal Sector: According to the National population and Housing Census 2002 the Informal sector
account for about 49% of total population labour force of 66,6075 of Temeke population. The
category of informal occupations include: street vendors who constitute 24.4 %, farmers 13.4 %,
service and shop sales workers 11%, craftsmen 10% elementary occupations 9%, technicians and
associated professionals 8%, plant operators and assemblers 6 %.
Many of the informal businesses in the city do not have official designated area for their activities
thus frustrating municipal efforts in keeping the environment clean and road reserves free of
encroachment. In order to reduce tension of the street vendors, Temeke Municipal Council has set
aside three designated areas for them. TAZARA with the capacity of taking about 1970 street
vendors, MbagalaRangiTatu with the capacity of 950 street vendors and Tandika Kampuchea with
capacity of 725 street vendors. These areas are not well developed and they lack essential
infrastructures such buildings and structures, electricity, water and latrines. However, these located
areas are not enough for the existing street vendors due to influx of street vendors.
Trade, Industry and Manufacturing: There are nearly 40 major industries that are clustered in
Chang’ombe Industrial Area which is situated in the northern part of the Municipality, while over
158 medium scale industries are located in Mbagala, Kurasini and other are due to be established in
the newly designated industrial area at Vijibweni. Manufacturing and processing industries are
dominant in Chang’ombe, Mbagala and Vijibweni. Service industries which include garages and
warehouses are situated in Kurasini and along the Mandela highway and part of Kilwa road. Wood
products such as furniture making and manufacturing industries are concentrated in
KekoMagurumbasi and TemekeYombo.
Public Transport System: Data collected from 10,000 commuters in a Dar es Salaam Transport
Master-plan study funded by JICA (2007) found that: (i) 80% dissatisfaction with the overall present
transport arrangements, long waiting time, no comfort and poor safety standards. (ii) Respondent
journey time (including waiting and access time) averaged 95 minutes indicating that on average 3
hours a day is taken for commuting by daladala. (iii) Traffic speeds are in the order of 10-12 km/hr
(peak times).
Solid Waste Management: In 2010, the amount of domestic solid waste produced in Temeke
municipality was 743 tons per day while Ilala Municipality was estimated to produce about 1,088
tons of solid waste per day, basing on a generation rate of 0.8 kg per person per day in 2009. The
collection rate was around 424 tons per day which is approximately 39% of all solid waste generated
per day. Due to the poor resources for waste management and collection by the municipalities, it is
common to find heaps of waste on the road reserves. The ESIA recommended set up of waste
collection sites along the project roads.
Poor Drainage: Storm water is collected and transported to the sea through constructed drainage
system and natural rivers/streams. Most natural streams are silted and need to be drained and de-
silted regularly. Due to inadequate allocation of budget by the councils, flooding is common at 8

some locations during rainy seasons due to several reasons like lack of sufficient drainage
infrastructure, blockage of drainage network, limited maintenance and unplanned settlements. The
result is the contamination of water sources and creation of pathogens breeding sites leading to

28
outbreak of diseases, reduced production in industries and traffic congestion during rainy season
limiting the movement of goods and provision of some services, loss of properties and damage to
many infrastructures, increased accidents during rainy season, People may be forced to evacuate
their properties and increased cost maintenance of infrastructure and properties

29
CHAPTER THREE:METHODOLOGY
3.0 Introduction
This chapter presents research methodology to be applied in this study. According to Kothari (1999),
Research methodology is a systematic way applied to solve the research problem. It is the various
steps undertaken by a researcher in undertaking the study together with its logic behind it. This
chapter deals with the research design, sample area, the population and sampling technique, method
of data collection, data collection procedure, and the method of analysis.

3.1:Research design
The study will adopt Descriptive Survey research design. This will be used because it helps
to describe, Tabulate and interpret data, helps to obtain information concerning the current
status of the phenomena and to describe "what exists" with respect to variables or conditions
in a situation.

3.1.1 Research Approach;

The research will adopt qualitative and Quantitative research approach where by qualitative
research approach helps to describe a particular situation/problem rather than a sweeping
statistical survey. It is also a method used to narrow down a very broad field of research into
an easily researchable topic. A qualitative approach will be used to describe a unit in detail
(when, how, altitude, feeling, and why questions are being imposed when the investigation
has no control over events and when the focus is on contemporary phenomena within some

30
 real life context). Furthermore Shuttleworth (2008). Partly quantitative analysis too will be
used because it helps in drawing of tables graphs, applies statistics, mathematics and
numbers besides that it will be used to evaluate the evidence of the study (Wario and
Khalfan, 2015).
The study aimed assessingon the impact of traffic congestion by Dar essalaam Bus Rapid
Transit at Ilala, in Dar es Salaam, Tanzania. The study therefore will use both quality and
quantitative research approach to identify at weather Bus rapid transit(BRT)has reduced the
traffic congestion atIlala in Dar es Salaam, Tanzania

3.2: Target population

Is defined as the totality of observation with which the study is concerned (Saunders et. al.
2007). In this study, the population will comprised of staff patients, and local leaders of the
wards of Amana Referral Hospital, Ilala, Dares Salaam, Tanzania to make data collection
convenient and should be large enough to be a true representative of the population which is
selected. The study will use (350) respondents. In which (200) will be patients (100) will be
medical officers that work in this hospital and (50) will be leaders from the wards where the
hospital is located. The population will be chosen based on Mugenda and Mugenda, (2003),
who stated that when the study population is beyond 1000/ categories can be used to
represent the total population and that is why the population was categorized as shown on
table 2

The table 2 below shows the Targeted population of the respondents of the study.

Respondents population
students 12
Disabled people 04
Other commuters 40
Security guide 08
BRT Station staffs 08
Total 72

3.3: Sampling procedures

Sampling Technique Sample procedure was defined by Kothari (2006) as the process of
selecting a part of the aggregate of the totality based on which a judgment or inference about the
aggregate or totality is made. It is a process of selecting a group of people, events, behavior or
other elements with which to conduct a study. The study will use simple random method to
select the 72 Commuters who often come to BRT station,

3.4 Data Collection Methods and Instruments

The study will employ two different sources for data collection, namely secondary and primary
sources. While secondary data will be obtained through various ways including library and Internet
documents, primary data will be obtained by means of questionnaires and interviews. These sources

31
will be employed on (assessing the effects of reduction of Traffic congestion with Bus Rapid
Transit)because of the fact that they are complimentary to each other (Kothari, 1999). More over The
research instruments will be questionnaires, Interview and document review where both primary
and secondary data will be used where by:

3.4.1 Primary Data Primary data

can be defined as the fresh information gathered for the first time and happens to be original in
character. Kothari, (2006) described primary data as the original work of research or raw data
without interpretation or pronouncements presented in official opinion or position. According to
the nature of the study structured questionnaires which are closed ended will be used as the tool
for collecting primary data used in the study.

3.4.2 Questionnaires.
According to Kothari (2006), a questionnaire is a set of questions which are usually sent to
selected respondents to answer at their own convenient time and subsequently return them to the
investigator. Close ended questionnaires will be employed in the study as they are easier and
more convenient to be filled by respondent. The questionnaires will be completed by
respondents, asking the respondents on assessment of the effects of reduction of traffic
congestion with bus rapid transit.

3.4.3 Interviews
were used to obtain data because open discussion helps to bring about the true feeling and
broader thoughts about traffic Congestion and the use of Bus Rapid Transit(BRT). The
information on interview will be open ended and the respondents will be free to express their
thoughts depending on the questions that were asked (Kothari 2006),

3.4.4 .0:Secondary Data Secondary data

are those data obtained from a literature source. These are the ones that have already been
collected by the other people for some other purposes. These are the second hand information
and include published ones (Sunders et al, 2007). The data will include traffic congestion,and
introduction of BRT.

3.4.4.1 Documentary Review

Sources of secondary data will include books, publications, and articles and electronic media that had
the following literature regarding BRT, Traffic at The KIUT Main Library, Internet, and Ilala
municipal office will be the main sources of information for this study.

32
 3.5: Reability and Validity of instrument
3.4 Validity
According to (Wangusa, 2007), He defined validity as extent to which an instrument measures
what it was constructed to measure. Validity will be used to determine whether research will
measure what intends to measure, The researcher will present research questions to the experts
and for this case will be the supervisor who will make proper judgment of the questionnaires and
he will be the one to allow the researcher to go ahead, that will mean that only valid questions
will be asked (Saunders et al, 2009:p157).

3.4.1 Reliability
Is the consistency of measurement or the degree to which an instrument measures the same way
each time it is used under the same condition with the same subjects. Reliability of the
instrument according to Amin (2005) refers to the degree to which they said instrument
consistently measures whatever it is measuring. To check for reliability the questionnaire, the
questionnaire will be given to 20 people and after a month they will be given the same
questionnaire. The variance will determine and find out whether the questionnaire is reliable or
not since the degree of variation from the earlier response will be negligible. its form that the
researcher will go to the field to collect data.

3.5 Data Gathering Procedures

According to kombo&delno (2006) data collection referred to gathering specific information
aimed at providing or refuting some fact. In this study data will be collected by the following
stages;

3.5.1 Before Data Gathering.

The researcher upon accomplishment and acceptance of proposal, the researcher will obtaine an
introductory letter from the faculty of medicine and Pharmaceutical science at Kampala
International University in Tanzania. The letter will introduce the researcher to the management
of the selected Hospitals of Dar es salaam, Tanzania. An ethical clearance letter to will be
provided to the researcher such that he or she can be allowed to collect Data.

3.5.2 During Data Gathering

During the data gathering process, the researcher will personally distributed the questionnaires to
the respondents and explained to them where they found it difficult to understand, also the
researcher will make the follow ups on weekly basis so as to give respondents time to fill the

33
questionnaire. Further the researcher will arranged interview session with the respondents to be
interviewed.

3.5.3 After Data Gathering

After collecting the data, the research will code, edit, categorize and enter the data on the soft
ware of SPSS verson 20 and Excel. Data may be represented on tables, charts and graphs.

3.6 Data Analysis

Data will be collected quantitatively and qualitatively using structurered questionnaires and
interview. All statistical procedures will be conducted using (SPSS version 20) and Microsoft
Excel and the results will be represented in tables, pi-charts, graphs showing frequencies and
percentages. Qualitative will be properly investigated, coded and conclusions will be drawn
aboutfiscal decentralization and service delivery in Amana Referral Hospital, Ilala, Dares
Salaam, Tanzania

3.7 Ethical Consideration

The study will be conscious on ethical issues. Hence, measures will be under taken to ensure

that morals and ethics issues will be adhered to. According to Borg and Galle (1989) the
researcher is required to ensure confidentiality of the data and resources as well as names of the
participants and places they live or work.

The Ethical clearance letter from Kampala international university in Tanzania will be obtained
that will introduce the researcher to the local government Authority of Ilala who intern will
provide research permit that will be taken to, Ilala Municipal, Dar es Salaam, Tanzania to obtain
permission to carry out research on BRT Stations at Ilala. Letters will be sent to lower tiers of
LGAs from the respective LGAs to ensure cooperation is met with the selected respondents of
the study.

The researcher will assure the respondents of the confidentialities of the information and assure
them that the information given will be only for academic purposes

34
The researcher hopes to ask for consent of the respondents before any study is conducted and
those only who will be willing will be interviewed and given questionnaires

The researcher will not provide section on which names are written.

3.8 Limitations of the Study

The study will be limited by respondents delay to return back the questionnaires given the fact
that they are public officials who are often busy to meet deadlines with their immediate bosses.

Financial constrain might be a challenge given the fact that the researcher is a student and has no
job, feeding, transport cost might become a big challenge.

Getting cleared for the study might take some time, given that this is a sensitive issue, some
public officials might try to delay the project but however the research will keep to make follow
up until the letter is got for field work.

35
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Tanzania, Prime Minister’s Office, Regional Administration and Local Government. Dar Rapid
Transit Agency. IDA CR. No. 4455-TA, Jan 2015.
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[17]Social, environmental and economic impactsOf brt systems bus rapid transit case studies
from around the world aileen carrigan2018
[18]Assessment of the Effectiveness of Dar Es Salaam Bus Rapid Transit (DBRT) System in
Tanzania by DuwaHamisiChengulaA Review of Bus Rapid Transit Calgary Transit Transit
Planning 2002 March

[19]Study on user needs and management of publicTransport services in daressalaam,Sumatra

April, 2011

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[20]african development bankTanzania Dar es salaam bus rapid transit system project- phase 2
Appraisal report Oitc department September 2015

[21]Dar es salaam bus rapid transit project ,environmental and social impact assessment
summary Date: march 2015

38
APPENDICES

APPENDIX 1
Research questionnaires Dear Respondent The research questionnaire has been prepared in order to
facilitate the collection of data for the dissertation of Bachelor Degree of Public Administration at
Kampala International University in Tanzania. I understand that the information provided here will
not be disclosed anywhere without my permission.

PART A: INDIVIDUAL GENERAL INFOMATION

1. Gender Male ( ) Female ( )

2. Age

20-29 ( ) 30-39 yrs ( ) 41-49yrs ( ) 51-59year ( ) 61 and above ( )

3. Marital status

Still a pupil ( ) single ( ) Married ( ) Separated ( ) Divorced ( ) Widow/widower ( )

4. Education

None ( ) Primary ( ) Secondary ( ) Tertiary college ( ) University ( )

5. Occupation status

Student ( ) House keeper ( ) employed part time ( ) employed full time ( )

6. Others (Specify) _____________________________________________

39
In the subsequent sections use the scale provided to tick or circle a number that describes your
opinion. 1 strongly disagrees, 2.disagree, 3.not sure 4.agree 5. Strongly agree

To assess on the reduction of traffic Congestion with Bus Rapid Transit at Ilala District in Dar Es
Salaam, Tanzania

S/N ITEM 1 2 3 4 5

1 The travelling ticket is affordable ,

2 I feel Comfortable with Services provided within the Bus,

3 There is good accessibility of Buses at the station as

required,

4 The human resources are available for the providing tickets,

5 There is proper security guidance, no theft and chaos at the

station,

6 commuters are offered quality services when they visit the

BRT stations,

7 The Drivers uses polite language while speaking,

8 The government repairs the Buses and stations immediate as

required,

9 No problems relating to the speed of the Buses,

10 No any Congestion within the BRT lane/road,

11 There are adequate tickets and changes as required,

12 BRT produces no smoke ,

13 Drivers, security officers and other BRT officials are so

smart,

14 It take very short time to reach the destination

40
 15 There is fresh Air in the BRT

16 There is reserved places for the disabled people such as place

for wheel chaired person

17 There are dustbins in the Bus

18 There is television(TV) services in the BRT

19 There is FM radio and Music in BRT

20 There is system alerting help on identifying each station

THANK YOU FOR YOUR ASSISTANCE AND YOUR PRECIOUS TIME

APPENNDICES 2

I. Budget

This is the financial plan for implementation of the research. The financial plan of my research will
be as follows:

staffs cost
Equipment 30,000
stationary 50,000
materials 20,000

41
 travel 15,000
subsistence 40,000
Research assistance 75,000
Services(secretarial, photocopy, printing, 30,000
binding)
Institutional fee 35,000
TOTAL Tsh. 280,000

II.Time framework/work plan

The following is the time timetable showing the schedule covering the period over which research
will be implemented with due to regard to budgetary consideration. The following is the table
showing the time schedule of the study;

May June July

2019
Specification of
research question
(literature, informal
interviews, clustering)
Data collection and
analysis in Ilala
municipal
Data analysis,
supervision, thesis
registration at KIUT
Writing, layout, print,
presentation and defense
at KIUT

42