IMPACT OF TRAFFIC ON COMMERCIAL ACTIVITIES IN URBAN AREAS A CASE STUDY OF KAMPALA CENTRAL DIVISION (CBD) KAMPALA CITY

BY

YAWE SAMUEL REG NO: 08/U/27137/EVE

SUPERVISOR: MADDAM AMANDA NGABIRANO

A RESEARCH PROPOSAL SUBMITTED TO THE COLLEGE OF AGRICULTURE AND ENVIRONMENTAL SCIENCES, SCHOOL OF FORESTRY.DEPARTMENT OF GEOGRAPHY, GEOINFORMATICS AND CLIMATIC SCIENCES. IN PARTIAL FULFILMENT OF THE AWARD OF A BACHELORS DEGREE OF URBAN AND REGIONAL PLANNING.

MARCH 2012

TABLE OF CONTENTS
INTRODUCTION:.............................................................................................1 BACK GROUND TO THE STUDY:........................................................................1 STATEMENT OF THE PROBLEM:........................................................................2 GENERAL OBJECTIVE OF THE STUDY:................................................................3 SPECIFIC OBJECTIVES OF THE STUDY:..............................................................3 RESEARCH QUESTIONS:..................................................................................3 GOAL / PURPOSE OF THE STUDY:.....................................................................3 SIGNIFICANCE OF THE STUDY:.........................................................................3 DEFINITION OF KEY TERMS:............................................................................4 SCOPE OF THE STUDY:....................................................................................4 ...................................................4 REVIEW OF LITERATURE:.................................................................................5 INTRODUCTION:.............................................................................................5 DEFINITION OF TRAFFIC:.................................................................................5 DEFINITION OF CBD:.......................................................................................5 ORIGIN OF TRAFFIC AND TRANSPORTATION PLANNING:....................................5 CBD AND WHY IT ATTRACTS DIFFERENT TRAFFIC:.............................................6 TRAFFIC RELATED PROBLEMS IN THE CBD:.......................................................6 TRANSPORT/TRAFFIC PURPOSES IN URBAN AREAS:...........................................6 LOCATION OF PREMISES:................................................................................7 TRAFFIC AND URBAN DEVELOPMENT:..............................................................7 TRAFFIC AND EMPLOYMENT: ..........................................................................8 TRAFFIC CONCERNS IN URBAN AREAS:.............................................................8 RELATIONSHIP BETWEEN TRAFFIC/TRANSPORT AND TRADE/COMMERCE:............8 ...................................................................9 INTRODUCTION:...........................................................................................10 STUDY AREA:...............................................................................................10 POPULATION:...............................................................................................10 POPULATION OF KAMPALA CENTRAL DIVISION PER PARISH:.............................10 POPULATION DISTRIBUTION FOR KAMPALA CENTRAL DIVISION AND SEX (FROM 1969 TO 2002):............................................................................................10 SAMPLING DESIGN:.......................................................................................11 SAMPLING FRAME:.......................................................................................11

DATA COLLECTION TOOLS AND INSTRUMENTS:...............................................11 OBSERVATION AND FILED SURVEYING METHOD:.............................................11 DATA ANALYSIS:...........................................................................................11 QUESTIONNAIRES:........................................................................................11 PHOTOGRAPHIC METHOD:.............................................................................12 INTERVIEW METHOD:....................................................................................12 ANTICIPATED PROBLEMS:..............................................................................12 THE ABOVE PROBLEMS WILL BE SOLVED IN THE FOLLOWING WAYS:.................12 RESEARCH AND ACTIVITY: ............................................................................12 BUDGET:......................................................................................................13 REFERENCES:...............................................................................................14 APPENDIX: QUESTIONAIRES TO THE RESPONDENTS.........................................15 APPENDIX 2: QUESTIONNAIRE TO RESPONDENTS (CUSTOMERS IN COMMERCIAL AREAS)........................................................................................................17

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CHAPTER ONE: Introduction: Traffic/transportation planning has always been a major problem in urban areas all over the world most especially in developing countries. Most urban areas harbour CBDs which are the hearts of the cities and centres for commercial activities/economic development. Therefore they tend to attract all modes of traffic and this becomes a mess when that particular urban areas traffic is not well planned and designed which lead to traffic related problems such as traffic jam, traffic congestion, delays, pollution, accidents among others. There is need therefore to find out the appropriate strategies for solving traffic problems as well as establishing a good relationship between traffic and land use planning (commercial ) as traffic if well planned and designed is a good catalyst to commercial/economic development. Back ground to the study: The growths of population and economic/commercial development in most developing countries of the world have rapidly escalated the demand for transport especially in large urban areas/cities. The inability of urban areas to provide adequate traffic/transport infrastructure and services is affecting the living conditions of urban populations as well as the economic efficiency and production of these urban areas/cities. It is important therefore to recognise the balancing act between economic vitality and the capacity of the area to handle traffic. More stores, markets and bigger shopping malls will mean more customers and more customers will mean more traffic unless when the transportation system is appropriately designed, planned and well used. In developing countries, close to half a billion people are living in urban agglomerations exceeding two million inhabitants, twice as many as in 1980(United Nations Centre for Human settlements (Habitat) Nairobi 1994).This means that their ability to meet basic needs and contribute to and benefit from urban development will largely depend on the availability of affordable and efficient traffic system. This shows that the demand for traffic/transport is constantly on the rise as urban populations grow, cities expand in size while traffic infrastructures dont(a case with Kampala central division),the share of the economically active in total population increases and higher incomes enable more people to shift from walking and cycling to motorized transport modes and these motorized modes rapidly increase their share in travel which in turn bring about traffic congestion, deterioration of the environment, excessive use of energy, accidents and contribution of urban sprawl. It is important to note that the decision made in traffic and transportation planning sector often affects the everyday life of the whole community/urban area and the far reaching effects of the decisions therefore demand that considerations must be given many aspects of the environment with in which the traffic/transport planner works and some of these aspects include social, economic and physical features as well as political and governmental forces. It is observed that corruption, lack of adequate financial resources, institutional weakness, inefficient development control processes, poor road designs, lack of appropriate traffic and transportation 1

planning among others have worsened traffic problems and un controlled commercial developments in Kampala central division especially in the CBD and cannot keep pace with urban growth Statement of the problem: The growth of urban population and economic development (mostly commercial activities) in most CBDs of urban areas have rapidly escalated the demand for traffic and transportation planning where close to half a million people in developing countries are living in urban agglomerations exceeding 2million inhabitants, twice as many as in 1980 (United Nations centre for Human settlements 1994).The need for urban dwellers to meet their basic needs and contribute to and benefit from urban development and sound commercial activities largely depends on the availability of affordable and efficient traffic system. The demand for traffic efficiency in urban areas especially CBDs is constantly on the rise due to increased population growth, booming economic/commercial developments something which has led to the expansion of cities /urban areas as well as peoples incomes which enables people to shift from walking and cycling to motorised traffic modes. Invariably, the urban structures (areas) are dominated by a CBD and the absence of dispersed sub centres intensifies cross town traffic imposes long average trip length. Adding to this is the very rapid growth and the periphery where poorly implemented land use regulations allow for un controlled expansion of the squatter areas. The inability of cities/urban areas to provide adequate traffic/transport infrastructures and services is affecting the living and working conditions of urban populations as well as the economic efficiency and production of urban areas as they bring about traffic congestion, deterioration of the environment, accidents, excessive use of energy, contributing to urban sprawl among others. We take almost unrestricted mobility for granted and rely on industry to be able to move goods rapidly and cheaply to meet our needs. But these freedoms have led to traffic problems that have become intolerable, particularly with in urban areas. Therefore traffic problems have global implications that can only be addressed with multi level and multi disciplinary approaches. This calls for knowledge for practitioners to tackle these issues(traffic) not just in the techniques of managing traffic but broader understanding of travel behaviour, the aspirations of people and communities among others. The inadequate facilities for pedestrians, cyclists, private cars and by the slow and overcrowded public transport together with uncontrolled booming commercial developments in the CBD of KCD. Therefore the current transport policies focus solely on modern ,industrialized, higher cost motorized modes which are failing to meet the mobility needs while generating wide spread environmental problems and increasing spending of scare foreign currency reserves on petroleum ,with serious economic effects and other related and other traffic related problems. In KCD little if not nothing has been carried on this particular issue hence this research therefore stems from the recognition that there is need to improve urban traffic/transport as it is partly pressing in Kampala central division (CBD) and the world at large as many countries are experiencing rapid growth of urban population and economic/commercial development with little being done to improve traffic and transport systems. 2

General objective of the study: To find out the major factors responsible for causing traffic problems in Kampala central division (CBD) and come up with information and solutions necessary to assist stakeholders to better manage traffic and transportation in relation to commercial/economic development. Specific objectives of the study: To find out traffic origins and destinations within KCD and their times of travel To identify the different commercial areas which are badly faced with traffic problems To identify the major commercial activities, traffic modes and problems that have resulted due to poor traffic management in KCD. To identify the positive and negative impacts of traffic on commercial activities in Kampala central division(CBD) To evaluate the existing traffic problems and devise suitable strategies and recommendations on how traffic and commercial development be best managed, planned and designed Research questions: What are some of the problems that have resulted from poor traffic management and un controlled commercial developments in KCD? What are the major commercial activities and major traffic modes found in KCD? What are the negative and positive impacts of traffic on commercial activities in KCD (CBD)? What are the different infrastructures catered for in KCD (CBD)? What are the suitable strategies and planning designs that can ensure proper management of traffic and commercial activities/development in KCD (CBD)? Goal / Purpose of the study: The purpose of the study is to examine the causes of traffic problems, identify the different traffic modes and their problems and impacts of traffic on commercial activities in KCD (CBD) and therefore devise means through which the problems can be minimised and strategies together with recommendations be made. Significance of the study: The results of the finding may act as guiding principles on which laws governing traffic may be used and thus a reference point for doing similar work elsewhere. KCCA and the government can base on the study findings and recommendations to become more realistic when dealing with traffic and transportation planning. The study findings will be helpful to physical planners and other stakeholders in designing and devising strategies for improving traffic and transport systems in urban areas. 3

The study findings will contribute relevant knowledge concerning traffic issues such as traffic modes, traffic infrastructure, and traffic management in relation to commercial/economic development in Kampala central division (CBD).

It is a partial requirement for the award of the degree of urban and regional planning from Makerere University.

Definition of key terms: Community: Authority: Population: Traffic: Group of people who live within the same boundary/geographical area, sharing the Refers to the local or urban council as defined in the local government Act. Refers to a group of individuals that share one or more characteristics. It can be the passage of people or vehicles along routes of transportation (vehicles or same services, problems and other resources.

pedestrians in transit). Commercial Business District (CBD): Area of a town or city where most of the commercial activities are found. This area is dominated by shops, offices, entertainment venues, local government offices with tall buildings. Scope of the study: The study will focus on the impacts of traffic on commercial activities in urban areas putting much emphasis on the CBD of Kampala central division, commercial activities in those areas, the available traffic modes in KCD among others

CHAPTER TWO: Review of literature: This chapter will mainly deal with reviewing the available literature related to the topic under study. Introduction: This chapter covers the definition of traffic, definition of a CBD, origin of traffic and transportation planning, steps in traffic and transportation planning, management of travel demand, traffic and urban development, traffic and employment, traffic/transport concerns in urban areas, relationship between traffic and trade/commerce, CBD and why it attracts different traffic, traffic problems and importance in urban areas, location of premises, travel speed and congestion Definition of traffic: Traffic refers to the movement of people, vehicles, cycles and other mobile objects along a given mode of transportation (means and conveyance).Jack Harvey (1927). It can also be the passage of people or vehicles along routes of transportation (vehicles or pedestrians in transit). (Wikipedia the free encyclopaedia). Definition of CBD: According to Raymond E.M and Je Vance (1961) lamented that CBD is the area where we find the greatest concentration of offices and retail stores reflected in the citys highest land values and its the chief focus of pedestrians and automobile traffic. According to Prof.L.W.Burgess (1920) referred a CBD to a concentric zone found in the middle of other zones and this zone is the heart of the city, a commercial zone, social and cultural hub and the most accessed part of any urban centre. A CBD can also be taken to refer to an area of a town or a city where most of the commercial activities are found. This area is dominated by shops, offices, entertainment venues, local government buildings readily accessed and occupy the historic centre of the city and it is often located where transport links meet. Origin of traffic and transportation planning: Traffic and transportation planning was sought and came around seriously after 1950 on the coming of the motor car and the realization by town planners, engineers that there was a direct interaction between land use development and trip generation. Initially they were presented/laid out in form of master plans which was both practically and theoretically supposed to serve the common interest of the society, though this did not work out as expected. In 1960s public transport was sought as a solution to transport problems of that time and in the early 1970s it was realised that there was interactive effects of the decisions taken in respect of land use, road transport and public transport (bus and rail).Therefore greater attention was then given to the formulation of transport policies and objectives putting in mind the traffic management and control systems as key factors in the transport planning process. The philosophy changed and therefore technical aspects of planning were considerably improved and greater understanding was obtained and factors influencing movement were identified. Hence 5

transport modelling methodologies were developed to a high degree of sophistication. Therefore traffic and transportation planning changed and began to be more flexible, pragmatic and responsive to current community needs and less concerned with the determination of unique optimum long term answers (demand oriented rather than supply based).The focus also changed to credible, achievable shorter term proposals as opposed to the long term ideal master plans that might never be implemented. CBD and why it attracts different traffic: David L Foley (1954 recognized that there are very many reasons or purposes for making CBD a destination. He points out the following reasons: employment, shopping, offices among others. He added that there are also related parking and traffic congestion problems along. Richard O Ralaliff (1960) postulated that in each town, certain days of the week are by local custom the most important shopping days particularly for women to shop. Traffic related problems in the CBD: Jack Harvey (1927) postulated that you approach the CBD, traffic increases leading to a decrease in the road capacity which results from traffic congestion/concentration of traffic. This imposes social cost on non car users, exhaust fumes, noise, and danger of accidents visual intrusion, inconvenience to pedestrians and loss of time. Other Urban transport/traffic problems can be outlined below: Time (consider delays) Environment (consider noise ,fumes/pollution) Aesthetics (consider visual intrusion) Space (motor vehicle occupy space people not free to move) Over crowding Congestion (frustrates) Waiting at pick up points Leads to fatal accidents Leads to parking problems

Transport/traffic purposes in urban areas: Safety Eases access to shopping areas Connect pedestrians from home to commercial centres Bulky goods can be moved Moves masses of people Work all conditions Relatively cheaper for the users Moves longer distances faster 6

Location of premises: Holmer Hoyt (1933) corner location of business in the CBD commands high price for certain types of retail use because of greater convenience to streams of pedestrians traffic. Business premises locate their activities where they can maximise profit, but what determines profitability is accessibility .That is accessibility (traffic) to a shopping mall or a market is really very important. According to Raymond. E.Marphy (1961) locating commercial activities in the CBD is all determined by traffic of that very area and because of traffic customers can come to the CBDs for various reasons such as shopping, entertainment among others. Richard U.R (1961) recognises that location of premises is attained by use of methods like estimating scale volume in a location, the qualitative and quantitative analysis of pedestrians traffic often supplemented by estimates of the volume of competition in the vicinity of the site. The obvious objective of traffic analysis is to determine the number of potential customers who pass the site of who are in the vicinity and might be attracted to the store located there. Traffic and urban development: It is now well recognized that the process of urbanization and economic development are inextricably linked in developing countries, while transport is a necessary condition for, and a catalyst to, urban development. Today about 60 % of GDP of developing countries and nearly 80 % of its increase are generated in urban areas. In Thailand for example 1/3 (a third) of national economic activity and a half of its economic growth occur in Bangkok, which contains only 14 % of the countrys population. Bombay provides 10% of industrial jobs in India and pays one third of the income tax collected in the country. It is transport which enables the production and the exchange of goods and services which in turn contributes to the economic growth of cities/urban areas, urban transport makes possible for cities to expand and provide their inhabitants with access to employment, services, shelter and other opportunities essential for economic growth and social advancement. Traffic /transport is the most expensive among urban infrastructure systems, in terms of costs of its development, operation and maintenance which rise rapidly with the size of the city. (Singapore and Hong Kong spend as much as 20 % of their investment budget on transport).Few large cities in developing countries can afford the expenses required to meet the demand for transport infrastructure and services in full. Urban areas/cities in particular cannot respond to the growth of transport by motor vehicles in private use which multiplies the demand for travel way space.(in many developing countries traffic congestion is worse than in developed countries but cities have neither funds nor space to accommodate the massive motorization). For example in Bang Kong ,roads occupy only 8% of urban land and the network of 1000km major and 2800km local roads is loaded with more than 2million motor vehicles. The effect is traffic congestion lasting up to 16 hours a day and spread over a radius of 20 to 30 km. The speed of traffic 7

flow in the central areas (CBD) is less than 10km per hour and the average citizen spend 40 working days in a year in travel. Traffic congestion affects all the citizens by increasing the cost of production and distribution of goods and by discouraging new development initiatives. It has also detrimental impacts on the efficiency of road based public transport,dorminant in developing countries since combating congestion in CBDs absorbs huge amounts of financial resources, the provision of transport /traffic infrastructure and services is often neglected in other areas ,mostly those inhabited by the urban poor. Traffic and employment: The employment level has a direct bearing on the ability of people to pay for transport services. The participation ratio (ratio of working population to that total population) in the CBD hovers around the 30 % mark. The location of employment centres dictates the pattern of travel in critical peak _hour periods.CBD are the hubs of commercial and administrative activity, but they constitute a small percentage of the total city/urban area, they count for a much larger portion of total jobs. This lopsided distribution of employment results in a large scale pendulum of movement between the suburbs and the CBD.The waves of traffic so generated cause extreme overcrowding of both private and public transport vehicles. Traffic concerns in urban areas: As we plan for traffic and transport in urban areas, the issues of concerns are; mobility and accessibility, economic vitality, ecological sustainability and neighbourhood livability.Thus to appreciate these concerns properly one needs to view the urban area in its major functional areas namely: work area, living area and environmentally sensitive area. Therefore there is a need to create a system that allows people to travel where they want to go, quickly and comfortably as well as considering the traffic impacts upon the economic vitality of local businesses as we all know what attracts us to the CBD.It is the shopping malls, stores them selves, the bustle of near by activities and pleasant environment plus the ease of getting to the malls, parking availability and the convenience of getting around the area and so on. It is always important to recognise the balancing act between economic vitality and the capacity of the area to handle traffic because in CBDs, more stores, shops and bigger shopping malls will mean more customers and more customers mean more traffic, unless the transportation system is appropriately designed and used. Therefore efforts to encourage business / commercial development without properly addressing traffic/transportation concerns can come to direct conflict with efforts to improve the livability of the community. In understanding traffic/transportation issues, its important to determine how traffic/transportation issues interact with and impact the viability of and the use of the business districts. Relationship between traffic/transport and trade/commerce: 8

The contribution of traffic/transport was realised way back in the colonial days when J.Riddell asserted that the complex process of change, which has been variously termed development, growth and modernization is the outcome of complex interactions of several forces .Although changes in each of the economic, social, political elements are necessary, it is the provision of a transportation infrastructure and the concomitant easing of movement as well as the focusing of economic activity and human organisation which are the most decisive factors J.Barry Riddell (1970). This shows the extent to which the road sector should be emphasised. He further noted that road transport makes over land travel less difficult and thus commercial/economic development more efficient. Traffic growth provides a frame work upon which links of change spread and goods and people move. Riddell was keen enough to note the most obvious change brought about by improvement in the sector as he lamented that prior to 1896,there were no improved forms of transport ,rather natural networks were employed like bush paths. Hence because of the problems with this kind of movement, trade was low in volume, often irregular and limited, except over short distances. Wheeled traffic was in existence; goods were head loaded and officials and dignitaries were carried along the paths by suspended hammock.

CHAPTER THREE: Introduction: This chapter covers the area of study, research design, sampling size and techniques, data collection tools and instruments, data processing and analysis, expected results and the likely problems to be encountered during the study. Study area: Kampala is the capital city of Uganda. It is located in the central part of the country on the northern shores of lake Victoria about 0 degrees 20north of the equator as shown in the map below: Population: The population of Kampala central division was estimated at about ...........during the 2002 national census. The annual growth rate of Kampala is estimated at ....%.. Population of Kampala central division per parish: Parish Bukesa Civic centre Industrial area Kagugube Kamwokya 1 Kamwokya 2 Kisenyi 1 Kisenyi 2 Kisenyi 3 Kololo 1 Kololo 2 Kololol 3 Kololol 4 Mengo Nakasero 1 Nakasero 2 Nakasero 3 Nakasero 4 Nakivubo shauriyako Old Kampala House holds 2,028 246 154 2,035 579 4506 889 2,800 1,333 393 406 705 708 3,301 248 768 344 294 296 741 Male 3,821 722 271 3,806 1,353 7,333 1,721 5,448 2,415 841 731 1,288 1,473 6,226 650 1,846 718 707 750 1,881 Female 4,068 586 183 3,691 1,580 7,916 1,741 5,419 2,566 887 687 1,228 1,512 6,453 467 1,606 585 423 469 20,026 Total

Source: 2002 Uganda population and housing census, Kampala district report Nov, 2005 Population distribution for Kampala Central Division and sex (from 1969 to 2002): 1969 Male Female 1980 Male Female 1991 Male 10 Female 2002 Male Female

33,140

23,028

39,88

36,768

55,481

57,306

45,623

44,769

7 Source: National population census reports. Sampling design: The study will employ both probability and non_probability sampling methods. In probability sampling technique random sampling will be used to obtain respondents for the sample (sample size) Sampling frame: Kampala central division is a bit large for the researcher to cover alone. The researcher will therefore sample out few respondents (residents) who will be representatives of the division. Out of the whole division, the researcher is intending to put much emphasis on the areas within the CBD as his sampling area. Sampling respondents will include traffic officers, pedestrians, cyclists, drivers, business men and women, school going children/students, division planners and KCD technical staff. This is to ensure that all members who live and work in KCD (CBD) are well represented. Data collection tools and instruments: Since the study will employ the use of primary and secondary data, several techniques particularly interview, observation, questionnaires and documentation review will be used of respondents. Secondary data will be collected through documentation by reading both published and unpublished materials such as reports, census and news papers as well as visiting the internet. Observation and filed surveying method: The researcher will use the observation guide or checklist containing the items that are to be observed for example the researcher will observe the types of traffic modes, the types of commercial activities in the area and in depth interview guide will be used to collect data from selected KCD technical staff board, pedestrians, business people among others. This guide will contain a list of questions that will aim at finding out the impact of traffic on commercial activities in KCD (CBD).The need to collect in depth information is the major reason behind the selection of this tool or method. Data analysis: Editing; Information obtained from the field will be carefully checked to ensure completeness, accuracy and uniformity. Coding information obtained from the research will be arranged in a meaningful order. This information will enable proper recording. However, according to the nature of the study, the findings will be presented, discussed and analysed by using descriptive methods like bar graphs, frequency tables and measures of central tendencies and whatever necessary for personal judgement. Questionnaires: These will be designed to capture primary data needed in accordance with the objectives of the study. In these questionnaires, open ended questions and close ended questions will be used. Pen ended 11

question will be used to greater depth of response from the respondents personal views from the answers that will be provided in the questionnaire. Photographic method: Some pictures will be taken by the researcher were necessary so as to provide un avoidable evidence of the existing situation of the problem. Interview method: These will be used to supplement the information got from the questionnaires. These interviews will involve the researcher discussing with the some leaders like executive director to LCs chairperson of the board, traffic officers, and technocrats like planners, business men and women, pedestrians, drivers as well as other people who work or live in KCD. Anticipated problems: Time; The time frame that is available from the preparation of the research proposal to the time for collecting the data is limited for the collection of data. During the data collection, the respondents are likely to keep postponing the dates of submitting the answered questionnaires. Language barrier is also like to a rise as some targeted respondent may not be able to answer the questions in English and some may prefer using their mother languages. This will therefore require the researcher to hire interpreters in such cases. Unpredictable weather conditions. The researcher anticipates that he will experience bad weather conditions due global climate changes, that is you never know when its going to rain or not and too much sun shine with in the areas of Kampala. Limited financial resources.

The above problems will be solved in the following ways: Timely preparations and adequate planning for transport to the area of study will be made in order to avoid the problem of constraints regarding transport. Quick and timely distributions of questionnaires to the sampled populations will be made earlier with the help of the representatives chosen to help avoid the problem of non response and a suspicion of local /urban communities. Research and activity: Activity Writing the proposal Data collection Assessing and analysing data Report writing Duration Three weeks Two weeks Two weeks Four weeks 12

Budget: Item Typing Printing Binding Data analysis Transport and communication Feeding Miscellaneous Costs 60,000/= 120,000/= 40,000/= 60,000/= 170,000/= 70,000/= 100,000/=

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References: 1. Sustainable strategies for third world development. 2. Sustainable urban transportation: Micheal Replogle and Walter Hook. 3. Improvement of urban public transport in developing countries (Report of the regional seminar strategic options for public transport in developing countries Pune, India 27_29 jan 1993. 4. United Nations Centre for Human Settlements (Habitat) Nairobi, 1994. 5. Geography of Transportation: Edward J.Taaffe, Howard L.Gauthier,JR. 6. City centre planning and public transport: Barry J.Simpson,Van Nostrand Reinhold(UK).

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APPENDIX: QUESTIONAIRES TO THE RESPONDENTS Questionnaire: to find out the impacts of traffic on commercial activities in urban areas. A case study of Kampala central division CBD and come up with information necessary to assist stake holders to better manage traffic and commercial development. The researcher requests you to answer the following questions honestly A. Pedestrian Facilities (High importance): Presence of a suitable facility, such as a walking path or side walk. 1. No facility_ 2. 3.Paved walkway on one 4. 5. Continuous paved walk pedestrians walk on side of the road, minor way on both sides of the road or dirty path. discontinuities that present road or completely modest barrier to walking separated from road way. B. pedestrian conflicts(high importance): potential for conflict with motor vehicle traffic due to drive ways, high speed and volume traffic, large intersections, poor pedestrian visibility, etc 1.High conflict 2. 3. 4. 5.Low conflict potential potential C. Cross walks (High importance):presence and visibility of crosswalks at intersecting roads.traffic signals have functional walk lights that provide sufficient crossing time 1.cross not present 2. 3. 4. 5.No intersections, or cross despite large walks clearly marked intersection D. Maintenance(medium importance):buckling pavement, over grown vegetation, standing water etc. 1Major or 2. 3. 4. 5.No problems frequent problem E. Path size (medium importance): adequate functional width, taking into account factors such as utility poles and signs with in pathway. 1.No permanent 2.narrow path 3 4 5.wide facilities (<3width) path(>5functional width) F. Buffer (medium importance): space separating path from adjacent road way 1.no buffer from 2 3.Moderate 4 5.Not adjacent to road road way or buffer(3from way pedestrians walk traffic) way in road way G. Universal Access(medium importance):ease of access for mobility impaired people .includes ramps for wheel chairs, handrails along steps, etc 1.completely 2.difficult or 3. 4. Accessible but 5.fully accessible and impassable dangerous (eg no inconvenient (eg..., convenient people with wheel chair greater travel impairments ramps) distance). H. Aesthetics (medium importance): attractive facilities and conditions create a place that people enjoy. 1.un inviting 2 3 4 5.Very attractive I . Shade/covering (low importance): amount of shade and rain cover. 1.no cover 2. 3.moderate 4. 5.full cover cover This questionnaire form can be used to evaluate the walkability of a particular travel segment or area. Values for High importance factors(A_C) are multiple by 3,and medium important factors (D_H)are multiple by 2,the results are summed for a total score. 15

This is the weighting concept in my research. Calculations: Basic sum Sum of high importance factors(A_C) Sum of medium importance factors(D_H) Sum of low importance factor (I) Observations: In addition to the quantitative analysis, also provide the following information. 1. What is the most dangerous location along this segment or area? 2. What is the most unpleasant element of this segment or area? 3. What improvements would make this segment or area better for walking? 4. Would it be possible to design a more direct route to connect destinations along this segment or area? 5. Are conditions of this segment or area appropriate and attractive for exercise and recreational use? Weight factor X3 X2 X1 / 100 Totals

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APPENDIX 2: Questionnaire to respondents (customers in commercial areas). Questions For each of the following questions rate your commercial area from 0(worst) to 5(best). 1.Do you have enough room to walk or drive safely?.................... Sidewalks or paths/streets started and stopped. No sidewalks, paths, streets or shoulders. Too much traffic. Sidewalks were broken or cracked, street full of potholes. Sidewalks, streets were blocked with poles, signs, dumpsters, etc. Other problem. 2. Was it easy to cross the streets?............... Road was too wide? Traffic was too fast? Traffic signals require too much waiting orprovide insufficient time to cross? Need cross walk markings or traffic signals? Parked cars block the view of traffic? Trees, plants or buildings block the view of traffic? Need curb ramps? Other problem: 3. Did drivers behave well?............................ Backed out of drive way with out looking? Did not yield to people crossing the street? Turned into the people crossing the street? Drove faster than is legal or safe? Sped up to make it through red lights? Other problem: 4. Was it easy to follow safety rules?............................... Cross at sidewalk or where you could see and be seen by the drivers? Stop and look left, right and then left again before crossing? Walk on sidewalks or shoulders (if no sidewalks) facing traffic? Cross with the light? Other problem: 5. Was you walk or drive in the commercial area pleasant?............... Need more green space (grass, trees, flowers)? Suspicious activity? Not well lit Dirty, lots of litter or trash? Pick pocketors? Other problem:

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