1 SPECIFIC OBSERVATIONS AND

RECOMMENDATIONS
This section lists the road safety observations and recommendations pertaining to
specific locations along the corridor. The DART System Phase 4 project is in the first
stage of project development, "Concept". The Project Promoter during the Road Safety
Audit process provided the following materials: the estimated linear distance to the
points designated as start and connection with other phases, the location of the
terminal and the roads that will form part of the route BRT bus and direct and indirect
functional roads to the corridor. As mention earlier, these observations are listed
starting from Maktaba Street and Ali Hassan Mwinyi Road, that moves towards Tegeta
Terminal near to Dawasco Boko or at currently Dawasa Bus Stop.

1.1 Ali Hassan Mwinyi Road

Ali Hassan Mwinyi Road is configured with narrow sidewalks and four mix lanes, this
condition increase pedestrians to cross anywhere, and more for the type of land use
that generates a travel attraction to the user's need. The roundabouts and junctions
without alignment and traffic control are some of the main risks for road users
interaction in the section. Greater speeds than the road users needs at the urban
context on which the corridor is positioned, generate the most serious problems. In
addition, having an open and uncontrolled design to access vehicles from adjacent
streets and private properties make the current operation more complex.

1.1.1 From Maktaba Street to Haile Selassie Road

1.1.1.1 Maktaba & Bibi Titi Junction

Observation

1. The physical connection is an important link in the chain of operation, which, if

not considered in planning, design and execution, will generate more risk to
users for not integrating this type of operation into the planning.
2. When entering the exclusive BRT lane, cross-over maneuvers will be generated,
with buses connecting to another phase of the DART system and vehicles with
right turn or straight path maneuver.
3. Clearing time for the intersection does not exist today at intersections of the city
and were not observed in Phase 1 and Phase 3 executive projects.
4. There is no exclusive phase time for crosswalks at the intersection.
5. The sidewalk sections are blocked by vehicles in the Northeast.
6. The queue formations at the nearby intersection with Ohio Street cause vehicles
to block the intersection, but they generate a risky phenomenon with
crosswalks, because on one side it is blocked and people cross the median with a
 tendency to cross the entire section, crossing quickly and without pausing for
the flow that has no congestion queue, and the crossing becomes high risk.

Recommendation

1. The physical connection to the Phase 3 corridor must be compatible in times of

operation, infrastructure, lane number, speeds, signage, accessible design and
payment system.
2. To identify the maneuvers required to be provided at the intersection, to
identify vehicle crossing over, and to manage the phases with separation of time
slots or separation by logistics of movements.
3. To integrate in the programming of the traffic light control a space of 3 seconds
between each phase with maneuvering crossings, to avoid traffic crashes that
occur due to illegal introduction at the start of the red time.
4. To integrate phases of time in the control of traffic light for the exclusive
crossing of pedestrians, without the crossing of some vehicular maneuver that
places them at greater risk.
5. To integrate elements of urban furniture which prevent the crossing and
pedestrian crossing in the area of the intersection in a free and accessible way.
To locate a traffic control by road police officers for drivers who violate this
restriction.
6. With the crossing light programming, queue generation must be regulated. In
addition, the areas of Bibi Titi, Maktaba and Ali Hassan should be 30 km/h in
operation, this should be applied by means of physical traffic control devices.

1.1.1.2 Ohio Junction

Observation

1. The presence of a fuel station in the intersection area generates an increased

risk of traffic accidents due to the slower entry and exit maneuvers of cars and
trucks. The intersection is a physical connection zone for vulnerable users
between corridor and Ohio Street, the operation of accesses to the fuel station
can generate traffic crashes with pedestrians in waiting areas.

Recommendation

1. To generate a control in the access and exit of the fuel station, to make with the
two accesses one for entrance and another for exit; besides, to reduce the
turning radius to protect the pedestrians who wait on the sidewalk crossing.

1.1.1.3 Ufukoni Junction

Observation

1. Connection angle less than or greater than 90 degrees allows some connections
to take place at speeds higher than the limit or permitted speed, and with lower
viewing angle, which increases the risk of traffic crashes.

Recommendation
 1. To edesign the connection to have it at 90 degrees, and pay special attention to
the distance and visual angle for the drivers with the traffic light control at
Ufukoni Road, in addition to generating a clean intersection to have sufficient
visual field at the speed of operation.

1.1.1.4 Barack Obama Junction Commented [MNP1]: En el original est repetido tal cual lo
de Ufukoni, incluso est mencionado en la recomendacin
Observation

1. Connection angle less than or greater than 90 degrees allows some connections
to take place at speeds higher than the limit or permitted speed, and with lower
viewing angle, which increases the risk of traffic crashes.

Recommendation

1. To redesign the connection to have it at 90 degrees, and pay special attention to

the distance and visual angle for the drivers with the traffic light control at
Ufukoni Road, in addition to generating a clean intersection to have sufficient Commented [MNP2]: Barack Obama?
visual field at the speed of operation.

1.1.1.5 From Kenyatta Drive to Ohio Ufukoni, narrow section for sidewalk on both sides.
Observation

1. It was observed at the site visit that the section of the sidewalk in this section of
Ali Hassan is narrow and reduced for the needs of the users. We found people
walking and exercisingwith the current condition some people descend from
the sidewalk to maintain their trajectory.

Recommendation

1. To maintain a sidewalk section with at least 3.00 meters on both sides that
allows the integration of pedestrian users on the sidewalk section. To keep the
speed of the corridor at a limit of 30 km/hthis will reduce the section of the
mixed flow lanes and the BRT, enough to obtain the space distributed for each
of the road users.

1.1.1.6 United Nations Junction

Observation

1. The access of the Kimara Street generates risky maneuvers when entering in the
opposite direction and without a phase or control for traffic. This is a Selander
Bridge Police Station vehicle accessemergency vehicles enter and leave
without notice, the probability of traffic crashes between vehicles and
vulnerable users is high and with severe or fatal consequences.

Recommendation
 1. If there is sufficient space in the buildings of the area, try to enter a lane at the
intersection and with an integrated traffic light control phase. If this is not the
case, the vehicles must enter the south direction of the corridor, without passing
through the intersection, to avoid collisions.

1.1.1.7 Kinondoni and Kenyatta Drive Junction

Observation

1. The lack of alignment of the intersection hinders the crossing of vulnerable

users, in addition to generating maneuvers of greater distance and with less
visual angle for the crossing.
2. Connection angles are higher or lower than 90 degrees, this will cause some
vehicular accesses to connect at greater speed and without less braking capacity
and attention to an evasive maneuverwhich generates traffic crashes and a
lack of control traffic.

Recommendation

1. To integrate within the redesign of the intersection the alignment of each lane
and each maneuver, to eliminate the corrective maneuvers inside the zone of the
intersection.
2. To redesign the intersection in order to generate the connection in 90 degrees,
with special attention in checking the visual point of the drivers with the speed
limit and the location of the crossing light control.

1.1.1.8 From Kinondoni to Kilimani, narrow section for sidewalk west part
Observation

1. During the site visit, it was identified that the section of the west sidewalk has
an average width of 1.00 m, on which it is not possible to have conditions of
accessibility and road safety. Citizens were observed walking on the path of
vehicles.

Recommendation

1. To generate a section of sidewalk with a minimum of free 2.50 meters for the
band for pedestrian crossing, in case of not having the section for bicycle lane.

1.1.1.9 Dar es Salaam Free Market Oysterbay parking on sidewalk

Observation

1. The section of the sidewalk was registered in this section with parked vehicles,
in an apparently legal way, but they do not allow the safe, free and accessible
passage over the section of the sidewalk. This makes pedestrians to not have the
preference of passage and must walk through the vehicular flow.
Recommendation

1. To arrange the section of the sidewalk to release the band for pedestrian passage
from vehicles. The mall must provide parking within its own space and must not
have vehicles on the public thoroughfare.

1.1.2 From Haile Selassie Road to Kawawa Road

1.1.2.1 Haile Selassie Junction

Observation

1. Approximately 150 meters before the intersection, in the southeast part, the
median section has a widening, which ranges from the average 4 meters in
previous sections up to 10 meters, this condition must be taken into account in
the restructuring of the future designs, to maintain the balance and the
alignment of the possible maneuvers of each lane.

Recommendation

1. To define the maneuvers and number of rails necessary for the operation of the
BRT and the mixed flows, which can be allowed by the section of the road in the
widening of the section. This will give order and control to each previous
maneuver, during and after the intersection.

1.1.2.2 Luku Junction, feeder bus station.

Observation

1. At the site visit, it was observed the location of a feeder bus station and a taxi
site, this condition introduces maneuvers external to the existing traffic light
traffic control, but that influence directly in decision making and behavior of
road users.

Recommendation

1. To integrate into the project proposal the design and operation of the feeder bus
station, taxi site and other modes of transport to achieve a multimodal and
intermodal mode that connects users of the system with their needs. The
proposed design should avoid crossings without traffic control, counterflow
operations, and provide information that connects users to different modes of
transportation.

1.1.2.3 Ruhinde Street junction and Oyterbay Police Station

Observation
 1. This intersection presents an interaction between both directions of the
corridor, but which at present do not have an adequate traffic control.
2. Police vehicles and other drivers enter the opposite direction to cross the
median coming from Luku feeder bus station, this at a point without traffic
control and from a site not expected by other drivers of the road.

Recommendation

1. To integrate the intersection within a traffic light control, separating the

maneuvers that are intertwined to avoid traffic crashes.
2. To arrange the maneuvers required by the Police Station, to identify the entry
and exit points, and thus, locate them within a traffic control access.

1.2 Bagamoyo Road: Kawawa to Sam Nujoma

1.2.1.1 Kawawa Road & Bagamoyo Road Junction

Observation

1. The physical connection is an important link in the chain of operation, which, if

not considered in planning, design and execution, will generate more risk to
users for not integrating this type of operation into the planning.
2. When entering the exclusive BRT lane, cross-over maneuvers will be generated,
with buses connecting to another phase of the DART system and vehicles with
right turn or straight path maneuver.
3. Clearing time for the intersection does not exist today at intersections of the city
and were not observed in Phase 1 and Phase 3 executive projects.
4. There is not an exclusive phase of time for crosswalks at the intersection.
5. At the access of Kawawa Road connecting to Bagamoyo Road to the west, two
lanes of continuous left turn are operated. This configuration generates a lack of
alignment and balance of lanes, which introduces confusion to drivers who wish
to continue their journey through Kawawa Road and cross the intersection. In
addition, the two left-hand lanes produce a greater turning radius than that
required for road safety conditions for vulnerable users, if they connect in two
lanes, but as speed increases in rotation, drivers are invaded by a lane or
another when connecting with Bagamoyo.

Recommendation

1. The physical connection to the Phase 3 corridor must be compatible in times of

operation, infrastructure, lane amount, speeds, signage, accessible design and
payment system.
2. To dentify the maneuvers required to be provided at the intersection, to identify
vehicle crossing over and to manage the phases with separation of time slots or
separation by movement logistics.
 3. To integrate in the programming of the traffic light control a space of 3 seconds
between each phase with maneuvering crossings, to avoid traffic crashes that
occur due to illegal introduction at the start of the red time.
4. To integrate phases of time in the control of traffic light for the exclusive
crossing of pedestrians, without the crossing of some vehicular maneuver that
places them at greater risk.
5. To generate the Kawawa Road connection with Bagamoyo heading west on 3
lanes so that: one lane is left turn and is integrated into the traffic light control
(remove continuous flow), and the other two lanes are to give continuity to the
path of Kawawa Road crossing Bagamoyo Road.

1.2.1.2
High density vehicular access, from Chato Street to New Hub Street, approximately 980
meters
Observation

1. It was observed during the site visit that this section has 30 accesses to private
property, approximately 6 vehicular accesses per 200 meters. This increases the
possibility of traffic accidents between vehicles and vulnerable userswith the
current operating speed of 50 to 60 km/h the odds will increase.

Recommendation

1. To reduce the speed limit of operation of this section to 40 km/h, to allow the
entries and exits so that other drivers react and reduce their speed or stop the
vehicles before an unforeseen income. If the width of the road section allows for
it, generate "service roads" to safely manage each access to the intersection,
private properties, and at crosswalks.

1.2.1.3 Makumbusho Area, from New Hub Street to New City Road, approximately 800 meters
Observation

1. A medium pedestrian crossing demand was identified (9 to 12 people crossing

per minute, in hours of low demand), which seeks to be attended by pedestrian
crossings, but without traffic control, so that drivers do not stop the march of
their vehicles to give preference to the passage of vulnerable users. The area has
a high attraction to citizens looking to make use of the bus station feeder.
2. The bus station feeder is located on the southwest side of Bagamoyo Road,
which generates bus crossings with no traffic control over the corridor.
3. During the site visit, speeds were recorded with an average of 51 km/h and a
maximum speed of 60 km/h, these speeds and the total lane amount by the
section of the corridor, generate a pedestrian crossing of high risk in case of a
traffic accident.

Recommendation

1. To install pedestrian crossings at a distance of no more than 200 meters

between each installed point. These crossing points must be protected and
 organized through speed and traffic control by means of traffic lights and
provide them with buffer zones; in addition, to synchronize the operation
between one crossing and another.
2. To establish the feeder bus connection node with the future Makumbusho
station, to allow connectivity between the BRT system and bus feeders.
3. To generate geometric design and speed control for an operational limit of 40
km/h.

1.2.1.4 Bamaga bus stop with Shekilango Junction

Observation

1. The location of a feeder bus station prior to connecting to the corridor was
observed in the site visit. This feeder corridor will connect Phase 1 users to
Phase 4, this depot does not have infrastructure to provide connectivity with
Bagamoyo Road.

Recommendation

1. To install a bus stop with the conditions that are safe, visible, accessible and
connected in infrastructure to the bus stop of the BRT. The proposed design
should avoid crossings without traffic control, counterflow operations, and
provide information that connects users to different modes of transportation.

1.2.1.5 Traffic Plan Management

Observation

1. Bagamoyo Road in its stretch between Kawawa Road and Sam Nujoma Road
currently operates through 2 to 3 lanes per direction depending on the time
zone of the day, in one direction it operates in 3 lanes and in the other direction
it operates in 2 lanes, and the middle or middle band adjusts the operation of
this measures. This measure creates confusion among drivers and other users of
the road, since the median is an open space to be used by anyone, even as a
pedestrian refuge island to cross the road, but sometimes it is more risky not to
have an established function for this space.

Recommendation

1. To define, in the Phase 4 project, 2 mixed flow lanes per direction, and that BRT
stations in this section have overflow lanes that are confined from mixed flow to
avoid lane invasion. At points estimated to generate queues due to road
congestion, pedestrian crossings should integrate islands of refuge with the
appropriate dimensions to be visible to each user of the road that is interacting.
1.3 Bagamoyo Road: Sam Nujoma to Kawe

1.3.1.1 Sam Nujoma Road & Bagamoyo Road junction

Observation

1. There was a need for right turns from Bagamoyo Road to Sam Nujoma Road for
two lanes, this condition is feasible only when two light vehicles perform the
maneuver, since, when a heavy vehicle generated the right turn, the
maneuvering section did not allow the second vehicular connection.
2. Currently the intersection presents a lack of balance and alignment of lanes, due
to the required maneuvering conditions, and the BRT lanes must be added to
this current condition. This maintains a wide pedestrian crossing section for
Bagamoyo Road and Sam Nujoma.
3. The sidewalks around the intersection are hampered by boda bodas, bajajis and
some dala dalas.
4. In the northeast part of the intersection, the lack of control for the location of
the dala dalas is due to the lack of formal infrastructure in a "feeder bus
station".

Recommendation

1. Based on the study of maneuvering gauges for each user of the road, the space
and time of operation that generate a balance in the operation, road safety and
accessibility must be managed. Since broad sections with more lanes to allow
maneuvers will mean greater distance and time intended for pedestrian
crossing. Identify from the numbers of the flows of each user the amount of
space and time required.
2. To give balance and alignment to each maneuvering lane, to avoid corrections
by drivers within the intersection zone.
3. The project should introduce accessible sidewalk sections and dimensions
appropriate to the required pedestrian flow. In addition, the modes of transport
that will provide the connection to the last mile connection will have to be
arranged so that to avoid that due to lack of order they are located on areas that
hinder other users of the road and might generate a traffic accident.
4. To integrate in the planning and design the installation of a "feeder bus station"
that connects to this road node, and order the flow of feed buses.

1.3.1.2
Zone of crosswalks demand and vehicle U-turns, approximately 300 meters away from
Mwenge junction
Observation

1. At the site visit, there was a high demand for vulnerable users crossing the
corridor in the section after the intersection of Sam Nujoma Road and
Bagamoyo Road, without any traffic control.
2. A need to perform U-turn maneuvers of vehicles to return to the Mwenge area
was identified.
Recommendation

1. To provide pedestrian crossings under a traffic control (traffic light) and speed
(30 km/h limit) to integrate safe, accessible and connected crossings from one
corridor to another.
2. To identify in the corridor the point at which the return or U-turn can be
located, and generate it only from the service road (type case of Bucha Station in
Phase 1, Morogoro Road), with a traffic light control.

1.3.1.3 Lugalo Military Area, speed control

Observation

1. This section shows an increase in the average speed recorded on site, which was
56 km/h, with a maximum of 84 km/h, this is expressed in the description of
land use, as there are no nearby pedestrian crossing lines and physical controls
for speed reduction are only at station points, speed increases. This increase is
critical for the crisscrosses required to generate vehicles from military facilities
and children crossing the corridor to reach their target schools.

Recommendation

1. It is recommended to maintain a speed limit of 50 km/h, and place pedestrian

crossings and physical speed controls at a maximum distance of 200 meters.
Pedestrian crossings must connect a crossing wish line.

1.3.1.4 Military access and connections with heavy vehicles

Observation

1. Throughout the stretch of the Military Zone of Lugalo, there are accesses of
military installations, which require maneuvering with heavy vehiclesthe
current conditions of traffic control and speed, pavements (today there are
bumps and faults in the surface that condition the traction and access to these
vehicles) and accessibility, do not allow a secure connection for any type of road
user.

Recommendation

1. To adapt the military connections with a traffic control and speed in both
vehicular connections, to manage the resistance capacity of the pavements for
the operation that the heavy vehicles require, and to maintain the conditions of
accessibility to the passage of vulnerable users through these connections.
1.4 Bagamoyo Road: Kawe to Tegeta

1.4.1.1 Old Bagamoyo Road & Bagamoyo Road junction

Observation

1. During the site visit, the recent installation of a traffic light control was
identified at the intersection. This crossing light control still did not work in
those days, and a traffic policeman was there, who was asked for the
justification of the installation of the traffic light, the answer was: the presence
of a certain number of traffic accidents, which resulted in the mixing of the
excess speed of the conductors and the conditions of vertical curves, which
reduce, at that exceeded speed, the distance of visibility and stop, or to be able
to make safe decisions to enter and connect to the corridor.
2. The current configuration of the intersection has an angle greater or less than
90 degrees, which adds to the conflict of being near the crest of a vertical curve,
increasing the risk of not watching safely the connection to the corridor, if the
crossing light controls failed.

Recommendation

1. To introduce physical elements for speed control and reduction to reinforce

drivers crossing the intersection through Bagamoyo Road and Kawe connection
at a speed of 40 km/h.
2. To geometrically redesign the intersection and the previous sections to connect
the corridor by 90 degrees. Clean the area of the visual field or approach
distance to the connection, based on the speed limit of 50 km/h.

1.4.1.2
Pedestrian Crossing demand at mid-block coming from Kawe and Old Bagamoyo Road
pass
Observation

1. A line of desire was observed for the pedestrian crossing that comes from Kawe
through a pedestrian path. Today, it is a mid-block intersection without vehicle
and pedestrian traffic control. Vehicles cross this point at speeds above the
speed limit.

Recommendation

1. To generate a traffic control by traffic light, which is synchronized with the

traffic light prior to the intersection of Kawe. Introduce a speed control for 40
km/h compatible with the previous intersection and reducing the speed at the
pedestrian crossing in the middle of the block. Design a safe, accessible, and
connected intersection at street level.
1.4.1.3
Mbezi Beach from river to Sokoni Road (approximately 1,5 km) area of high demand for
road users manoeuvres and connections
Observation

1. A diversification of lines of desire for pedestrian crossings was observed in this

area at the site visit.
2. There was a demand for U-turn maneuvers, with no traffic control, and crossing
the BRT lanes.

Recommendation

1. To generate an area of 30 km/h in this section of the corridor, with the

geometric conditions, signs and vehicular operation. In addition, to integrate at
distances no greater than 200 meters and connecting crossing lines of desire
pedestrian crossing areas in the middle of block.
2. To manage the points required for U-turn maneuvers, at intersections that have
a traffic light traffic control, and are given through service roads.

1.4.1.4 Africana Road & Bagamoyo Road junction

Observation

1. The demand for maneuvers of road users to connect to the north, south, east
and west at this intersection was observed at the site visit, but the existence of
an access to private property (fuel station) in the area of intersection generates
entries and risk maneuvers that will be outside traffic control by the traffic light.

Recommendation

1. To close access to private property (fuel station) and integrate it to at least 40 to

50 meters from the intersection.

1.4.1.5 Salasala Road & Silver Sands Road Traffic Node

Observation

1. During the site visit, traffic control was identified at the intersection by traffic
light. The traffic accident records at this point resulted in the mixture of the
excess speed of the drivers and the conditions of vertical curves, which reduce,
at this exceeded speed, the distance of visibility and stopping or being able to
make decisions secure to enter and connect to the corridor.
2. The current configuration of the intersection has an angle greater or less than
90 degrees, which adds to the conflict of being near the crest of a vertical curve,
which increases the risk of not watching safely the connection to the corridor, if
the traffic light controls failed.

Recommendation

1. To introduce physical elements for speed control and reduction to reinforce

drivers crossing the intersection through Bagamoyo Road and Sala Sala Road at
a speed of 40 km/h.
 2. To geometrically redesign the intersection and the previous sections to connect
the corridor at 90 degrees. Clean the visual field area or approach distance to
the connection, based on the speed limit of 50 km/h.

1.4.1.6
Tegeta Post Office Area, from river to power electricity towers, approximately 600
meters
Observation

1. A diversification of lines of desire for pedestrian crossings was observed in this

area at the site visit.
2. There was a demand for U-turn maneuvers, with no traffic control, and crossing
the BRT lanes.

Recommendation

1. To generate an area of 30 km/h in this section of the corridor, with the

geometric conditions, signs and vehicular operation. In addition, to integrate at
distances no greater than 200 meters and connecting crossing lines of desire
pedestrian crossing areas in the middle of block.
2. To manage the points required for U-turn maneuvers, at intersections that have
a traffic light traffic control, and are given through service roads.

1.4.1.7 Tanzania Portland Cement Company (TPCC) road and connection to the corridor
Observation

1. Accumulation of braking force in heavy vehicles coming from the TPCC can
generate a failure or overheating in the heavy vehicle braking system and
severely impact when connecting to the corridor. In addition to the potential
risk of vulnerable users of communities bordering this path.

Recommendation

1. To issue a speed and transit control for this path, in order to mitigate the Commented [MNP3]: Tienes mal la numeracin en el
documento original, donde est marcado como 2
overheating and the high velocities that are gained by the descending slope. It is
required to ensure that the heavy vehicles of this road connect at the compatible
speed of 30 km/h with the corridor.

1.4.1.8 Dawasco Boko Bus Terminal

Observation

1. This point will have maneuvers of entrance and exit for BRT buses and from the
feeders.
2. This point will attract more vulnerable users connecting to the BRT system.

Recommendation
 1. To address the design of the accesses to the terminal under the traffic control
through traffic light and the reduction of speeds to 30 km/h.
2. To prepare crossing points and lines of desire, so that they integrate exclusive
phases of pedestrian crossing, and so that spaces have accessible and safe
conditions.

1.4.1.9 Buffer zone for connection and start of corridor

Observation

1. The current conditions of the section, lane amount and speed are not
compatible with the operation of 30 km/h in the area near the terminal.

Recommendation

1. To introduce, as in Phase 1, a space prior to arrival at the station, where the lane
amount and speed are gradually set.