the social-economic impact of road traffic …
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i
THE SOCIAL-ECONOMIC IMPACT OF ROAD TRAFFIC
CONGESTION IN DAR ES SALAAM REGION
By
Abel D Elisonguo
A Dissertation Submitted to Mzumbe University, Dar Es Salaam Campus
College in Partial Fulfillment of the Requirements for the Award of Master of
Science in Human Resource Management (Msc. HRM) of Mzumbe University
2013
i
CERTIFICATION
We, the undersigned, certify that we have read and hereby recommend for
acceptance by the Mzumbe University, a dissertation entitled: The Social Economic
Impact of Road Traffic Congestion in Dar es Salaam Region, in partial fulfillment of
the requirements for award of the degree of Master of Science in Human Resource
Management of Mzumbe University.
……………………………………
Major Supervisor
………………………………………
Internal Examiner
Accepted for the Board of ………………………………
_____________________________________________________
DEAN/DIRECTOR, FACULTY/DIRECTORATE/SCHOOL/BOARD
ii
DECLARATION
AND
COPYRIGHT
I, Abel D Elisonguo, declare that this dissertation is my own original work and that
it has not been presented and will not be presented to any other University for similar
or any other degree award.
Signature………………………….
Date………/…………/……………
©
This dissertation is a copyright material protected under the Berne Convention, the
copyright Act 1999 and other international and national enactments, in that behalf,
on intellectual property. It may not be produced by any means in full or in part,
except for short extracts in fair dealings, for research or private study, critical
scholarly review or discourse with an acknowledgement, without the written
permission of Mzumbe University, on behalf of the author.
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ACKNOWLEDGEMENT
“Give thanks to the Lord, for HE is good. His love endures forever” (Psalm 136:1). I
would like to take this opportunity to give thanks to the Almighty God for His
endless love, blessings, care, concern, protection, and guidance throughout my life-
time of studies. He has been the wind beneath my wings. His Grace and Mercy has
brought me thus far and I am grateful. To Him be Honor and Glory. Amen!
This dissertation would not have been possible without the support and
encouragement of a number of individuals who have made invaluable contributions
to me. I would like to express my sincere thanks to Mr Peter David Kilawe who
sponsored my studies.
My deepest appreciation and thanks go to and my supervisor Ms. Sarah Richard
Mngoya for guidance and constructive criticisms during supervision of this work, that
helped me stay focused from the beginning of to the end.
Furthermore, I owe many thanks to my esteemed lecturers at Mzumbe University-
Dar es Salaam Campus College: Prof. Chungi Prem Chander, Dr. Felician Barongo,
Dr. Flora Lucas Kessy, Dr. Madale Mpamila, Dr. Kanty Patrice Feksi Mtey, Mr
James Mrema, Mr Venance Shillingi, Mr. Lusekelo Faidon Kasongwa and Ms.
Norah Hashim Msuya. I am also grateful to my entire colleagues Msc.HRM students
of 2011-2013. Thank you very much for your contribution and encouragement.
This work would not have been possible without the determined backing of my
parents, Mr. and Mrs. David Kilawe for their support since the beginning of my
primary education to university, my brothers, sisters and various benefactors who
picked up the slack and supported my academic efforts on a daily basis. Thank you
all, and may God bless you.
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DEDICATION
This work is dedicated to my beloved ones Magreth Joachim Ndamallya and Sir
Joachim Ndamallya-Congratio Dominae Nostre De Kilimanjaro-(CDNK); for their
endless Love, Care, Passion and Concern.
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LIST OF ABBREVIATIONSAND ACRONYMS
BRT Bus Rapid Transit
CDNK Congratio Dominae Nostre De Kilimanjaro
DART Dar es Salaam Rapid Transit
DSM Dar es Salaam
DUTA Dar es Salaam Urban Transport Authority
GDP Gross Domestic Product
JICA Japan International Cooperation Agency
Kms Kilometres
MKUKUTA Mkakati wa Kukuza Uchumi na Kupunguza Umaskini
Tanzania
MOI Muhimbili Orthopaedic Institute
NGO’s Non-Governmental Organization
NIT National Institute of Transportation
NTP National Transportation Policy
RAHCO Railway Assets Holdings Corporation
REPOA Research on Poverty Alleviation
RMO-RALG Prime Minister’s Office, Regional Administration and Local
Government
SMEC Australian Corporation and Project Management
St Saint
STRABAG StrabagGmtl International
SUMATRA Surface and Marine Transport Regulatory Authority
TANROADS Tanzania National Roads Agency
TPDF Tanzania People’ Defense Force
TPF Tanzania Police Force
TRC Tanzania Railway Corporation
TRL Tanzania Railway Limited
UDA Usafiri Dar es Salaam
UDSM University of Dar es Salaam
VETA Vocational Education and Training Authority
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ABSTRACT
It is clear and evident that many cities of the world today have serious problems in
the smooth running of their daily activities due to traffic congestion. The congestions
are the outcome of many factors depending on the level of technological
development and economy of the country concerned, which in a way influence the
rest of other factors. As far as this study is concerned, an attempt has been made to
analyze the social economic impact of road traffic congestion in Dar es Salaam
(DSM) region. The objectives that were selected for the study were to examine the
social-economic impacts of traffic congestion in Dar es Salaam in various
perspectives as well as to identify supporting policies that may need to be put in
place to reduce road traffic congestion. The study revealed that road traffic
congestion affects highly the residents of DSM, institutions and the government as a
whole in various aspects/dimensions.
The researcher observed that, the current public transport system in DSM has
difficulties in coping with the demographic and spatial growth of the city and in
meeting the basic needs of its inhabitants. Access to affordable and quality public
transport services is critical for the urban population, as a lack thereof leads to
economic, social, and physical isolation, especially in low-income communities,
located in the city outskirts, with inadequate access to public transport and other
basic urban facilities.
In response to the public transport challenges in DSM, it was seen that; an urban
development strategy was designed and proposed to introduce a bus rapid transit
(BRT) system for the entire city. BRT system elements will contribute to transit
objectives/ transit system performance, including reducing travel times, improving
reliability, providing identity and a quality image, improving safety and security,
increasing capacity and enhancing accessibility. Therefore, for cities in developing
countries, BRT is recommended. Most importantly, the urban poor may benefit
substantially from the improved accessibility and high-quality service which BRT
will bring forth.
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TABLE OF CONTENTS
CERTIFICATION ...................................................................................................... i
DECLARATION AND COPYRIGHT ................................................................... ii
DEDICATION........................................................................................................... iv
LIST OF ABBREVIATIONSAND ACRONYMS .................................................. v
ABSTRACT............................................................................................................... vi
TABLE OF CONTENTS......................................................................................... vii
LIST OF TABLES ................................................................................................... xii
LIST OF FIGURE .................................................................................................. xiii
CHAPTER ONE ........................................................................................................ 1
PROBLEM SETTING............................................................................................... 1
1.0 Introduction ............................................................................................................ 1
1.1 Background of the Study........................................................................................ 3
1.2 Statement of the Problem....................................................................................... 5
1.3 Objective of the Study............................................................................................ 6
1.3.1 General Objective................................................................................................ 6
1.3.2 Specific Objectives.............................................................................................. 6
1.4 Research Questions ................................................................................................ 6
1.4.1 General Research Question ................................................................................. 6
1.4.2 Specific Research Questions: .............................................................................. 6
1.5 Significance of the Study ....................................................................................... 7
1.6 Scope of the Study ................................................................................................. 8
1.7 Limitations ............................................................................................................. 9
1.8 Delimitations .......................................................................................................... 9
1.9 Organization of this Dissertation ........................................................................... 9
CHAPTER TWO ..................................................................................................... 11
LITERATURE REVIEW........................................................................................ 11
2.0 Introduction .......................................................................................................... 11
2.1 Definition of Traffic Congestion.......................................................................... 11
2.2 Theory of Social Development ............................................................................ 12
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2.3 Economic theory .................................................................................................. 14
2.4 Employee Work Performance Theory ................................................................. 15
2.5 The Causes of Traffic Road Congestion .............................................................. 15
2.5.1 Daladala as the Cause of Road Traffic Congestion .......................................... 16
2.5.2 Traffic Influencing Events ................................................................................ 16
2.5.3 Population Increase and Vehicle Ownership .................................................... 17
2.5.4 Insufficient Road Width.................................................................................... 17
2.5.5 Inadequate Parking Space and Wrong Parking in the City Centre ................... 18
2.5.6 Poor Vehicle Maintenance ................................................................................ 18
2.5.7 Poor Planning.................................................................................................... 18
2.5.8 Road Works....................................................................................................... 19
2.5.9 Drivers Misbehavior.......................................................................................... 19
2.5.10 Poor Traffic Management ............................................................................... 20
2.5.11 Disproportional Growth between Economy and Infrastructure ...................... 20
2.6 Conceptual Framework and Research Model ...................................................... 21
CHAPTER THREE ................................................................................................. 22
RESEARCH METHODOLOGY ........................................................................... 22
3.0 Introduction .......................................................................................................... 23
3.1 Research Design................................................................................................... 23
3.2 Population of the Study/Unit of Inquiry............................................................... 24
3.3 Sampling Procedures and the Sample Size .......................................................... 26
3.4 Reasons for Sampling Techniques/Methods Employed ...................................... 27
3.4.1 Purposive or Judgment Sampling...................................................................... 27
3.4.2 Simple Random Sampling................................................................................. 28
3.4.3 Stratified Random Sampling;............................................................................ 28
3.5 Data Collection Methods ..................................................................................... 29
3.5.1. Primary Data .................................................................................................... 29
3.5.2 Secondary Data ................................................................................................. 29
3.6 Data Collection and Techniques .......................................................................... 30
3.6.1 Interviews.......................................................................................................... 30
3.6.2 Questionnaire .................................................................................................... 31
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3.7 Data Analysis Plan ............................................................................................... 32
CHAPTER FOUR.................................................................................................... 33
PRESENTATION OF THE RESEARCH FINDINGS ........................................ 33
4.0 Introduction .......................................................................................................... 33
4.1 Descriptive Statistics/Characteristics of the Respondents ................................... 33
4.1.3 Type of Employment ........................................................................................ 34
4.1.4 Employment Position ........................................................................................ 35
4.2 Assessment of the Research Objectives ............................................................... 36
4.2.1.1Delays.............................................................................................................. 36
4.2.1.2 Lateness.......................................................................................................... 37
4.2.1.3 Wastage of time.............................................................................................. 37
4.2.1.4 Emergence Vehicles....................................................................................... 38
4.2.1.5 Social-Economic Activities............................................................................ 39
4.3 Loss from the Road Traffic Congestion............................................................... 39
4.3.1 Fuel Consumption ............................................................................................. 39
4.3.2. Decrease in Productivity/Low Economic Growth ........................................... 40
4.3.3 Increase in Accidents ........................................................................................ 41
4.3.4. The Use of Motorcycles as Alternative Means of Transport has increased the
Rate of Accidents ....................................................................................................... 42
4.3.5 Inability to Estimate Travel Times Leading to Drivers Allocating more Time to
Travel "just in case", and Less Time on Productive Activities.................................. 43
4.3.6 Due to early Wake up and late Coming to Home Place; Many Workers are
Victims of Risks......................................................................................................... 44
4.4 Physical/mental complications and Effect on work performance........................ 44
4.4.1Tiredness and Stress reduce Pork Performance ................................................. 44
4.4.2. Vehicles Emissions during Congestion Pollute Air and Consequently Affect
People’s Health .......................................................................................................... 45
4.4.3 Long Commutes alone Have Health Impacts – such as fatigue, digestion
difficulties, and pains and increased heart rate .......................................................... 45
4.5 Supporting Policies to Reduce Road Traffic Congestion. ................................... 46
4.5.1 The Introduction of Commuter train in DSM ................................................... 46
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4.5.2 Commuter train has Improved Social-economic Activities .............................. 47
4.5.3 The BRT Project in DSM.................................................................................. 47
4.5.4 The BRT project and Social-Economic Activities in DSM.............................. 48
4.5 Conclusion ........................................................................................................... 48
CHAPTER FIVE...................................................................................................... 50
DISCUSSION OF THE RESEARCH FINDINGS................................................ 50
5.0 Introduction .......................................................................................................... 50
5.1 Social-Economic Impacts of Traffic Congestion in DSM. .................................. 50
5.1.1 Fuel Consumption ............................................................................................. 51
5.1.2 Increasing Operating Costs ............................................................................... 51
5.1.3 Wastage of Time. .............................................................................................. 52
5.1.4 Just in Case Time .............................................................................................. 53
5.1.5 Money ............................................................................................................... 54
5.1.6 Family Effects ................................................................................................... 54
5.1.7 Students ............................................................................................................. 55
5.2 Relationship between Road Traffic Congestion and the Work Performance. ..... 55
5.1.1 Delays................................................................................................................ 55
5.3 Loss from the Road Traffic Congestion............................................................... 57
5.3.1 Emergency Vehicles.......................................................................................... 57
5.3.2 Increase in Accidents ........................................................................................ 58
5.4 Physical/Mental Complications and Effect on Work Performance. .................... 61
5.4.1 Discomfort ........................................................................................................ 61
5.4.1 Environmental Pollution ................................................................................... 61
5.4.5 Health Effects.................................................................................................... 62
5.5 Supporting Policies to Reduce Road Traffic Congestion. ................................... 62
5.5.1 Tanzania Railways Limited .............................................................................. 64
5.5.2 Introduction of BRT in DSM Region ............................................................... 65
5.6 Current and Future Strategies to Alleviate the Road Traffic Congestion ............ 67
5.6.1 TANROADS-Dar es Salaam Region ................................................................ 67
5.6.2 Ministry of Works ............................................................................................. 68
5.6.2.1 Construction of Flyovers................................................................................ 68
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5.6.2.2 Construction of Ferries................................................................................... 69
5.6.3 Tanzania Railways Limited .............................................................................. 69
5.6 Human Resource Implication of the Findings ..................................................... 69
CHAPTER SIX ........................................................................................................ 71
SUMMARY, CONCLUSION AND RECOMMENDATIONS............................ 71
6.0 Introduction .......................................................................................................... 71
6.1 Summary of the Study.......................................................................................... 71
6.2 Conclusion ........................................................................................................... 72
6.3 Suggestions, Comments and Recommendations ................................................. 73
6.3.1 TANROADS-Dar es Salaam Region ................................................................ 73
6.3.3 Private Investments ........................................................................................... 74
6.3.4 Construction of Light Railways ........................................................................ 75
6.3.5 Review of Transport Policy and Rules. ............................................................ 75
6.3.6 Improving Public Transport .............................................................................. 75
6.3.7 Collaboration between different Authorities..................................................... 76
6.4 Further areas of Study/Research .......................................................................... 76
REFERENCES........................................................................................................... 77
APPENDICES .......................................................................................................... 84
Appendix 2: INTERVIEW GUIDE........................................................................ 94
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LIST OF TABLES
Table 3.1 Population of the Study....................................................................................25
Table 3.2 Category of Respondents Sampling Method ...................................................27
Table 4.1 Respondents’ Sex .............................................................................................34
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LIST OF FIGURE
Figure 1.1: Conceptual Frame Work................................................................................22
Figure 4.1 Respondents’ Level of Education ...................................................................34
Figure 4.2 Respondents’ Employment Level...................................................................35
Figure 4.3 Respondents’ Employment Position...............................................................36
Figure 4.4 Delays .............................................................................................................37
Figure 4.5 Lateness ..........................................................................................................37
Figure 4.6 Working Hours are Lost Daily on the Way....................................................38
Figure 4.7 Blocked Traffic Jams with Passage of Emergency Vehicles Travelling to
their Destinations .............................................................................................................38
Figure 4.8 Road Traffic Congestion has Serious Problems in Mining of the Socio
economical Activities.......................................................................................................39
Figure 4.9 Road Traffic Congestions and Fuel Consumption..........................................40
Figure 4.10 Road Traffic Congestion Drags on the Productivity and Growth of the
Regional Economy. ..........................................................................................................41
Figure 4.11 Accidents ....................................................................................................42
Figure 4.12 The Use of Motorcycles and its Relation to Accidents ................................43
Figure 4.13 Inability to Estimate Travel Time.................................................................43
Figure 4.14 Early Wake up and the Associated Risks .....................................................44
Figure 4.15 Health Related Complications ......................................................................44
Figure 4.16 Health Related Complications ......................................................................45
Figure 4.17 Health Impacts (fatigue, digestion difficulties) ............................................46
Table 4.18 The Introduction of Commuter train in DSM ................................................46
Figure: 4.19 Commuter train and Social-economic Activities.........................................47
Figure 4.20 BRT Project in DSM ....................................................................................48
Figure 4.21 BRT Project and Social-Economic Activities ..............................................48
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CHAPTER ONE
PROBLEM SETTING
1.0 Introduction
Transport or transportation is the movement of people, animals, services and goods
from one location to another. Modes of transport include air, rail, road, water, cable,
pipeline, and space. Transport infrastructure consists of fixed installations necessary
for transport including roads, railways, airways, waterways, canals and pipelines and
terminals such as airports, railway stations, bus stations, warehouses, trucking
terminals, refueling depots (fueling docks and fuel stations), and seaports. Terminals
may be used both for interchange of passengers and cargo and for maintenance.
Vehicles traveling on these networks may include automobiles, bicycles, buses,
trains, trucks, people, helicopters, and aircraft.
The forms of transport include public transport which includes the provision of
formal and informal transport that is provided collectively by state and private
sectors. Fare in the said providers is paid by the passengers. Besides buses operating
on public services; many private companies, schools, parastatals and government
agencies operate buses to provide transport to and from work for their
personnel/employees, trucks dealing with raw materials, services and goods transit.
Private transports include privately owned cars, motorcycles, and bicycles.
In the past few decades, developing countries have experienced huge population
growth (Mistro and Mfinanga, 2011). The increase in population has led to the
increase in demand for urban transport, especially in African cities. However, the
transport infrastructure in these cities is not appropriate for the road transport
demand. This has caused serious road congestion and thus the public transport
systems become overloaded.
The public transport models in DSM region include trains, buses, minibuses, taxes,
bodaboda1 and bajaji2. According to the 2002 National Population and Housing
1 Swahili word referring to a motorcycle used for transport business
2
Census, the DSM region has a total population of 2,487,288, having increased from
1,360,865 as recorded in 1988 census (PMO-RALG, 2010). The population increase
of 1,126,423 people represents an average annual population growth rate of 4.3
percent. The rate is above the national population growth rate of 2.9 percent. It is one
of the fastest-growing cities in sub-Saharan Africa, with an estimated urban
population of almost 4 million inhabitants in 2010 and an annual population growth
rate of more than 4% per annum (JICA, 2007). This population growth is not
proportional to the improvement and development of the road transport system in the
region which in turn causes problems on road transport system.
The economic infrastructure of the region is still undeveloped. DSM has a road
network of a total length of about 1,950 kms of which only 1120 kms are paved. The
region has trunk roads of 260 kilometers length, 542 kms of regional roads and 578
kms of feeder roads. Out of those, 112 kms of regional roads and 98 Kms of feeder
roads are not easily accessible during rainy season, and usually create transport
complications for the city dwellers from Central Business District (CBD) to their
place of residences (PMORALG, 2010.The majority of these roads are of poor
surface conditions caused partly by lack of maintenance due to, among other factors,
financial constraints. Moreover, most of these roads do not have walkways and
bicycle-ways, leading to non-segregation of traffic. The existing road network in the
city is inadequate to satisfy the city's densification and expansion.
Burdened with the rapid population growth and city expansion, DSM transport sector
depicts a situation where the gap between public transportation needs and provision
is continuously widening (Olvera et al., 2003).This situation has been worsened as
public transport is the only alternative for the majority poor or low income earners.
Daladala3 is the main public transport used by many residents in DSM. Currently,
there are about 9,541 daladala operating in the rgion (PMORALG, 2010). Despite
their number, there is a shortage of public transport supply which has led to the
emergence and growth of informal transport (paratransit) (Gwilliam, 2002).
2 Swahili word referring to a three wheeled vehicle powered by an engine
3 The Swahili word referring to minibuses which provide transport services in a city or town
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Paratransit operators have filled the gap between the demand for public transport and
the decreasing supply and level of service of formal public transport services.
Informal public transport dominates most of the public transport markets in
developing countries (Armstrong-Wright, 1993; Gwilliam, 2002).
Thus urban transport in DSM and, to a lesser extent, in other urban areas is
characterized by high levels of congestion, long uncomfortable commuting journeys,
overcrowded buses, substantial air pollution, poor road safety, poor pedestrian
environment, limited parking facilities and pedestrian pavements, limited urban road
investment, and poor traffic management (NIP, 2011).
1.1 Background of the Study
Transport is one of the key sectors of the economy. It plays a critical role in day-to-
day economic development activities. It serves as a catalyst in production as it
facilitates movement of inputs to production points and evacuates products to storage
or market places. Its role is critical to all aspects of social and economic life of
society (NTP, 2011). Transport, especially road transport, is a fundamental need for
people after food and housing.
Through an efficient, safe and affordable transport system, which provides choice in
different modes of transport, accessibility of basic needs can be improved; many
costs can be saved; productivity can be increased; and thus both human and
economic development can be improved. In addition, reduced pollution, less required
space for transport and improved road safety lead to improvement of the quality of
life (Robin and Wytse, 2011).
Pacione et al; (2005) argued that ineffective and inefficient transport systems
significantly limit economic development, social opportunities and societal
interactions. Access to affordable and good quality public transport services is
critical for the urban population, as lack thereof leads to economic, social and
physical isolation (Department for International Development, 1999). The problem
seems to affect low income- communities located in the city outskirts with
inadequate access to public transport and other basic urban facilities (Hine; Olvera et
4
al, 2003). Generally, transport is crucial for development because without physical
access to resources and markets, health, education and other social services; the
quality of life suffers, growth stagnates and poverty reduction cannot be sustained.
Motorized transport, with its corresponding negative impacts, contributes for a large
part in creating an imbalance between the three aspects of sustainable development:
economic growth, social progress and environmental protection (Robin and Wytse,
2011).
DSM is the largest industrial, commercial and public administrative center for
Tanzania; housing many headquarters of many government ministries and
departments, private sectors and Non Governmental Organizations (NGOs). DSM
generates more than 40% of the countries’ Gross Domestic Product (GDP),
contributes 80% of national government domestic revenues. DSM city is still the
defacto capital of Tanzania and the centre for political, commercial and industrial
activities. Thus, it is still the centre of all economic, social and political activities;
locally and internationally, and as such, it is still the centre of all sorts of
paraphernalia and is the most densely populated and busiest city in the country
(Setebe, 1994).
DSM city is characterized by a high proportion of informal development and poverty
where nearly 70% of its population lives in informal settlements (World Bank,
2002). Most people cannot afford private car, and around 75% of trips in the city are
made by public transport and walking (Olvera et al. 2003; Nkurunziza et al. 2012).
When DSM is compared to other towns and cities of the country in terms of business
activities, it controls the lion’s share of the national economy. In order for business
and other social-economic activities to be smoothly and efficiently conducted and
accomplished; efficient means of transport is a necessary perquisite. In case a town
or city has inefficient means of transport and good facilities for loading and off
loading its cargo, performance in terms of provision of goods and services is slow
and unproductive. The bigger the number of performance activities, the bigger the
5
number of transport fleets are required. And the bigger the number of transport fleets
required, the bigger the number of roads and parking space are required.
The growth of population, urbanization and household income which create a greater
propensity to travel; marked increase in car ownership; and increase in commercial
and industrial activity has in turn led to an increase in demands for car transportation
(Oni, 1999: UN, 2011). However, such increase is not in line with the expansion of
physical infrastructure in the city which is one of the essential facilities in the
provision of adequate and effective transport system. If the roads are made
impassable through lack of proper facilities to enable the vehicles move efficiently
and effectively, the most notable effects are road traffic congestions. The
consequence of these traffic congestions is the ineffective and inefficient utilization
of material and human resources in particular.
1.2 Statement of the Problem
Despite the fact that DSM is a pivot of Tanzania’s economy, road traffic congestion
is a headache and burning issue to the private and public institutions; and the city
dwellers in general. The congestion in the city is associated with increased vehicular
queuing and poor accessibility to work and home places especially in the morning
and evening hours. The serious road traffic congestions are observable in times
between 7:00 – 9:00 am (the time when most workers are going to their work
places), the times between 12:30 – 02:00 pm (the time when workers go for lunch
breaks) and the times between 03:00 – 08:00 pm when most of workers go back to
their home places. Basing on these facts, it can be established that most of workers
and people in general do report very late at their work stations such as offices,
market places, schools and hospitals. This means that, some may report on time
although very tired and with stress and some may not. Others do face the problem of
few sleeping hours due to early waking and late sleeping, wastage of time on queues,
overtime work as well as few hours to rest at home after work.
The time loss of road vehicles because of traffic congestion is determined on the
basis of roughly estimated queue lengths, time periods of congestion and the mean
6
queue speed (Hansen, 2000). It is evident that people in DSM spent more time in
traffic queues than in other dealings. Generally, transport in DSM is chaotic,
inefficient, unreliable and dangerous. It negatively affects the society especially the
urban poor through loss of productivity, inhibiting human development and reducing
the quality of life. All these complications and problems which most of employees
and the people of the general public do encounter under different degrees and
circumstances are said to be directly associated with the existing road traffic
congestion. However, its social-economic impact remains largely unknown and
probably not well documented so to speak. Accordingly, the aim of this research was
to examine the social-economic impact of road traffic congestion in DSM region.
1.3 Objective of the Study
1.3.1 General Objective
This study/paper was aimed at assessing the social-economic impact of road traffic
congestion in DSM region.
1.3.2 Specific Objectives
i. To examine the social-economic impacts of road traffic congestion in Dar es
Salaam.
ii. To determine the relationship / connection between the existing road traffic
congestion and the work performance.
iii. To evaluate the loss from the road traffic congestion.
iv. To examine the physical/mental complications caused by the traffic
congestion that affect work performance.
v. To identify supporting policies that may need to be put in place to reduce
road traffic congestion.
1.4 Research Questions
1.4.1 General Research Question
What are the social-economic impacts of road traffic congestion in DSM region?
1.4.2 Specific Research Questions:
i. What are the social-economic impacts of road traffic congestion in DSM?
ii. What is the relationship between traffic congestion and work performance?
7
iii. What is the loss from the road traffic congestion?
iv. What are the complications caused by road traffic congestion that affects
work performance?
v. What are the supporting policies that need to be put in place to reduce the
road traffic congestion?
1.5 Significance of the Study
It’s clear and evident that road traffic congestion is a sounding phenomena, a burning
issue among the residents of all cadres within the city of DSM. This is due to the fact
that every person living, working or even who made a visit within the city is affected
or touched differently by the existing road traffic congestions, leaving aside its
general impact on peoples’ work performance in the city. This research paper was
expecting to show how the traffic congestion has affected the residents of DSM
region socially and economically.
Specifically, it showed how it is connected to work performance and other social-
economic aspects of daily life. The research came out with a clear picture on the
degree or the estimated loss so far caused by the traffic congestion. Since the
immediate effect of traffic congestion is lateness, this paper showed how it affects
people in their daily duties/programs, as well as trying to find out if there are any
mental or physical complications related to traffic congestion that could hinder
people in their daily routines. The research will help us to know various philosophies
or techniques that people and organizations do opt to cope with the problem.
The paper has presented various strategies employed and those in process of being
implemented for the sake of alleviating the problem of traffic congestion in the city
of DSM. Above all, the research provided relevant recommendations and suggestions
in accordance to the nature of the findings as well as relating it to the current national
transportation policy. Also, the research pin pointed some areas which require further
investigation in the future on condition that there will be a gap between it and other
studies on the problem.
8
1.6 Scope of the Study
The study was conducted in DSM because the city has the highest level of traffic jam
out of all cities and regions in Tanzania. it is also the highest populated city with
almost all socio – political and economic sectors being public, private and
international. Due to that case, it has a great number of employers and employees
both from formal and informal sectors; being private, public or international. The
people under different cadres, as shown above, depend on the private and public
transport. This shows that they are directly linked with the road traffic congestion.
Since the researcher was not able to include all people living and working in DSM,
four organizations from both public and private sectors were chosen for the study to
represent all formal employees in the city of DSM. The number of employees from
those organizations was enough to serve as a model to reveal the social-economic
impact of road traffic congestion in DSM. Moreover, few learning institutions were
included in the study. These were three primary schools, three secondary schools and
one higher learning institution.
The study was also conducted in various public organizations such as TANROADS,
SUMATRA, Ministry of Transport, Dar es Salaam City Council and its
Municipalities and Traffic – Tanzania Police Force. The rationale behind this
selection is that these areas have a direct link with the issue of transportation in the
city of DSM and in special way road transport. Hence, the information from the
respective authorities had a significant role to the study at hand. It was also done to
avoid biasness which could happen if the research was based upon the residents of
DSM only.
Another area of study was on drivers and conductors of public transport commonly
known as daladala; taxi drivers, motorcycles (bajaji and bodaboda) drivers as well as
business men and women in Kariakoo market. These groups were representing the
cadre of employees from informal sectors.
9
1.7 Limitations
During the study, researcher faced a number of challenges including time. The time
for the study was not enough to carry out intensive and extensive study because some
of the information was not easily and quickly available. The fund provided for the
study which was personally funded was not enough to meet all expenses like
transport, meal allowance, paying researchers’ assistants, and stationery.
When conducting research, the researcher encountered administrative challenges.
Many respondents especially those who were supposed to use questionnaires, could
not fill the questionnaire on time, and others misplaced them to the extent that the
researcher was required to redistribute other copies. Also, many respondents had a
notion of getting some money from the researcher especially when they knew that he
was conducting a research as a requirement for degree award. The introduction letter
from the university the researcher had did not convince them.
1.8 Delimitations
The limitations explained in 1.7 were addressed as follows: The researcher opted
initially to use public holidays and weekends to conduct the research. Since the
option was not seen as effective, the researcher decided to take annual leave (28
days) which he effectively managed to solve the problem of time and was able to
collect, analyze and interpret the collected data on time.
The researcher borrowed a substantial amount of money from other sources. This
enabled him to have a wide coverage of study area as well as studying a relative
good sample size. He also took a time to inform respondents that there was no money
and that the study was for fulfillment of degree course. After long explanations,
respondents agreed to participate and collaborated effectively and efficiently in the
study.
1.9 Organization of this Dissertation
This study consists of six chapters. Chapter one presents the introduction and
background to the problem, statement of the problem, the main and specific
10
objectives of the study and research questions. Other sections presented in this
chapter are: scope, significance, limitation, delimitation and organization of the
study. Chapter two deals with literature related to the study. It covers introduction,
definition of terms, theoretical review, empirical review and the conceptual
framework. Chapter three comprises research methodology in which research
paradigm, research design, study area, population, sample and sampling techniques,
instrumentation, validity and reliability of instruments, administration of instruments
and data analysis plan were spelt out. Chapter four presents data and their analysis.
Chapter five deals with discussion of the findings and lastly, chapter six covers the
summary, conclusion, recommendations and further areas of study.
11
CHAPTER TWO
LITERATURE REVIEW
2.0 Introduction
Any meaningful activity should be able to generate or expand knowledge capacity
(Rwegoshora, 2006). It may do so by identifying certain knowledge gaps which exist
and hence open up a new set of fruitful inquiry. In order to avoid a duplication of
research efforts, a researcher ought to survey comprehensively the literature pertinent
to the problem. This could be used to identify the missing links. Thus, a review of
various theories and empirical literature relevant to the assessment on the social-
economic impact of road traffic congestion in DSM region was done relevantly to the
conceptual frame work presented.
A theoretical framework is the conceptual model of how theories make logical sense
of the relationship between the several variables that have been identified as
important to the problem (Sekaran, 2003). It can be viewed as both a foundation and
a pillar of a research project. A research without a conceptual framework cannot be
focused since the researcher does not know what data to collect (Adam and
Kamuzora, 2008). Therefore, theories aid a researcher in understanding the problem
and guiding the study.
2.1 Definition of Traffic Congestion
Congestion is essentially a relative phenomenon that is linked to the difference
between the road way system performances that users expect and how the system
performs. Traffic congestion is a condition on road networks that occurs as use
increases, and is characterized by slower speeds, longer trip times, and increased
vehicular queuing. The most common example is the physical use of roads by
vehicles. When traffic demands exceeds or is greater enough that the interaction
between vehicles slows the speed of traffic stream, it results in some congestion. As
demand approaches the capacity of a road (or the intersections along the road),
extreme traffic congestion sets in. When vehicles are fully stopped for periods of
time, it is colloquially known as a traffic jam or traffic snarly–up. In other words,
12
congestion can be seen as a situation in which demand for forward space exceeds
supply.
Urban traffic congestion must be understood in the wider context of city dynamics
and agglomeration benefits. Traffic congestion in the urban area is often the outcome
of successful urban economic development, employment; housing and cultural
policies that make people want to live and work relatively close to each other and
attract firms to benefit from the gains in productivity derived. There are many
indications that even though they may not be thrilled by the prospect, urban road
users are prepared to live with crowded roads so long as they derive other benefits
from living and working in the cities.
Time may be one of the most important factors to determine whether a transport
system is efficient or otherwise. If the ratio between time taken by private car and
time taken by public transport is less than one, the private transport would be more
efficient.
Suppose it takes 45 minutes to travel from Mwenge to City Centre by private car and
65 minutes by public transport buses (daladala). The ratio between 45 minutes by
private car and 65 minutes by public transport will be equal to 0.7. In this case,
private transport usage would be preferable. On the other hand, if the reverse is true
the ratio between 65 minutes by private car and 45 minutes by public transport will
be 1.4. In this case, public transport would be preferred since it takes less time for
one to reach their destination. Therefore, the lower the ratio, the higher the use of
private car and; thus the higher the increase of road traffic jam.
2.2 Theory of Social Development
Social development can be summarily described as the process of organizing human
energies and activities at higher levels to achieve greater results (Hardin, 1968).
Social development theory attempts to explain qualitative changes in the structure
and framework of society, which help the society to better realize its aims and
objectives.
13
A society's progress is determined by its ability to grow and change. The
organizations and structures that drive its workings directly affect its ability to
function. A theory of social development examines the strengths and resources
available within a society and how they are used to promote social development
(Jacquelyn, 2008).
A theory of social development identifies the factors that influence the growth of a
society and how those factors affect change. Growth occurs according to a process of
change that brings out the inherent strengths and abilities of a society. These changes
affect how a society functions and how it is structured. Social development can take
place on political, social, economic or technological levels. However, a society's
economic progress is a significant indicator of social development.
Organizational change within a society is a key factor influencing its social
development. An increased awareness of how a society's available resources can be
better utilized provides the direction needed for effective organizational change to
take place. Social development theory points to how this greater awareness allows
societies to harness and direct their strengths and resources towards more productive
ends. The result is a more efficient and directed output that benefits the society as a
whole or works to improve the social conditions within specific segments of the
population.
Physical changes within the social development of a society are borne out of the
accepted models of productivity and organization that sustain its current existence.
Revised agricultural methods, newly formed public assistance programs and the use
of alternative energy sources are examples of physical changes. Existing conditions
may be unable to meet the needs of the people in terms of providing for their
survival. Conditions may escalate to the point where the structures within the society
begin to break down. Medicare, the social security retirement system and the stock
market are examples of structures within a society. As a result, existing patterns of
organization become ineffective and further aggravate developing problems. These
conditions set the stage for change to occur.
14
Social development theory links a society's level of social interaction to its ability to
change and grow. The level of interaction points to the interconnections that exist
between the different functional areas within its structure. An example of this would
be how closely a manufacturer and a retailer work together to ensure the success of a
product. Social development occurs when organizational structures begin to work
together to achieve a common goal by redefining their objectives and the methods
used to carry them out.
2.3 Economic theory
Congested roads can be seen as an example of the tragedy of the commons (Hardin,
1968). Because roads in most places are free at the point of usage, there is little
financial incentive for drivers not to over-use them, up to the point where traffic
collapses into a jam, when demand becomes limited by opportunity cost.
Privatization of highways and road pricing has both been proposed as measures that
may reduce congestion through economic incentives and disincentives. Congestion
can also happen due to non-recurring highway incidents, such as a crash or road
works, which may reduce the road's capacity below normal levels.
Economist Anthony Downs argues that rush hour traffic congestion is inevitable
because of the benefits of having a relatively standard work day (Steven, 1990). In a
capitalist economy, goods can be allocated either by pricing (ability to pay) or by
queuing (first-come first-serve); congestion is an example of the latter. Instead of the
traditional solution of making the "pipe" large enough to accommodate the total
demand for peak-hour vehicle travel (a supply-side solution), either by widening
roadways or increasing "flow pressure" via automated highway systems, Downs
advocates greater use of road pricing to reduce congestion (a demand-side solution,
effectively rationing demand), in turn plowing the revenues generated, there from,
into public transportation projects.
A 2011 study in the American Economic Review indicates that there may be a
"fundamental law of road congestion." The researchers, from the University of
Toronto and the London School of Economics, analyzed data from the U.S. Highway
15
Performance and Monitoring System for 1983, 1993 and 2003, as well as
information on population, employment, geography, transit, and political factors.
They determined that the number of vehicle-kilometers traveled (VKT) increases in
direct proportion to the available lane-kilometers of roadways. The implication is
that building new roads and widening existing the ones only results in additional
traffic that continues to rise until peak congestion returns to the previous level
(Duranton, and Turner, 2011).
2.4 Employee Work Performance Theory
A major concern of organizations centers on the performance of employees
(Agarwala, 2001). Competition has become a way of life for most organizations.
Organizations are in constant war of competition striving to attain the so called
sustainable competitive advantage (that is performing better than the rivals within the
same respective industry). To survive and be successful; it is important for
organizations to remain competitive.
Since human resources are a unique and valuable source of competitive advantage,
organizations must ensure the most effective and efficient utilization of these
resources; simply because the ultimate source of value is people. It is human
resource that creates value in any competitive organizations. Thus the achievement
of any organization centers on the performance of employees (Agarwala, 2011).
Performance refers to what an employee does or does not do on the job. Employee
performance includes, for example, quantity of output and quality of outputs. When
employees do not perform according to expectations, or when they underperform; it
is difficult for a firm to achieve its strategic goals and objectives. Under such
conditions, the firm will not be able to achieve a competitive advantage.
2.5 The Causes of Traffic Road Congestion
Public transport in DSM city is generally poor and unsafe; lacking professionalism,
efficiency, quality and safety for the passengers. The main factors leading to these
situations include: rapid expansion of the city which has far outpaced the capacity to
provide basic infrastructure (such as good roads) and services, poor state of majority
16
of the buses, untrained bus drivers and conductors driven by the pursuit of daily
revenue targets payable to the bus owners, non-adherence to traffic rules and
regulations; and lack of an organized public transport system (Kanyama et al.2004:
Nkurunziza et al. 2012).
Public transport service in DSM is dominated by small buses called daladala which
are about 9,000, with capacities ranging from 16 to 35passengers. The service
offered is poor due to overloading and overcrowded buses particularly during peak
hours; reckless driving, route shortening, harassment of women and school children.
The following are the underlined causes of road traffic congestion in DSM region.
2.5.1 Daladala as the Cause of Road Traffic Congestion
The most frequent and wide spread causes of reduced road capacity are
indiscriminate kerbside parking and stopping to load or unload passengers and goods
as it is always done by daladala drivers. When drivers of daladala buses pick
passengers on the way, they normally do not bother to park even on the kerbside but
simply stop right in the middle of the road; the results of which makes other drivers
stop too. The undesired behaviors of such drivers which can be termed as reckless
driving cause a lot of unnecessary congestions and slow moving of vehicles even
where it was not supposed to be slow.
2.5.2 Traffic Influencing Events
External events have major effect on traffic flow. These include traffic incidents such
as crashes and vehicles breakdown; work zones, bad weather such as heavy rainfall;
special events like passing of government officials; and poorly timed traffic signals.
When these events occur, their main impact is to steal physical capacity from the
road way. Such events cause travelers to rethink their trips. The level of congestion
on a roadway is determined by the interaction of physical capacity with the events
that are taking place at a given time.
17
2.5.3 Population Increase and Vehicle Ownership
Population increase is one of the causes of traffic congestion in the world. It is the
process that leads to spatial concentration of households and economic activities
within an interrelated network of markets in a limited area. Increases in population in
urban areas are caused by push and pull factors (Kyessi, 2002). More than one-half
of the world’s population lives in the cities. The growth of population in urban
globally averages 2 percent annually and the number of megacities-those with
population in excess of 10 million people-has quadrupled in the past two decades
(Davis, 2007).
These trends are expected to continue being dominated by demographic shifts in the
developing world. The United Nation predicts that more than 80 percent of
population growth in the next ten years will occur in the developing countries urban
areas (ibid). However, many people in towns and cities and specifically in DSM own
vehicles. Number of vehicles increase disproportionally with the road capacity and
this leads to traffic congestion.
As population continues to increase and as the city continues to sprawl, more people
live and work in the city and make more trips within the urban areas, often over long
distances. Consequently, the limited capacity of the existing transport infrastructure
is stretched to the limit. Thus, it has become a constraint to cope with the public
demand for travel. The performance of public transportation in DSM in social,
economic and environmental aspects is thus distressing (Kanyama et al, 2004).
2.5.4 Insufficient Road Width
Some roads are narrow compared to the volume of the traffic in the road. This
problem affects DSM roads including roads extending to the periphery. An example
is Uhuru road in DSM, which is narrow and has no parking bays; a situation which
forces the vehicles to stop anywhere on the road for passengers to board and offload
(Kanyama et al., 2004).This practice causes more traffic congestion and more
chances for accidents.
18
2.5.5 Inadequate Parking Space and Wrong Parking in the City Centre
Most cities particularly in developing countries do not have adequate parking areas; a
situation which accounts for haphazardly parking along the roads. In DSM, the most
serious problem related to parking can be vividly seen at the city centre. It is
aggravated by the nature of the city where the major roads converge in the city
centre, hence forcing all vehicles in the city streets. This is not only the problem of
the city of DSM, but also other cities worldwide. The deficiency of parking spaces in
Lagos in Nigeria, for instance, has contributed to the problem of traffic congestion
especially in the city business centre (Oni, 2002).This occurs because whenever one
tries to park somewhere they slow their vehicle causing those following him/her to
slow down too; this increases traffic congestion. This behavior or situation is
common in the city of DSM.
2.5.6 Poor Vehicle Maintenance
When vehicles are poorly maintained, frequent breakdown or faults are usually
experienced. Thus, when these breakdowns occur, vehicles tend to block the road
hindering other vehicles to pass through. As a result, traffic jam increases at that
particular moment causing queues of cars, delays among the travelers, and other
services; a situation which could be avoided if the vehicles were well maintained.
This situation is very common in the city of DSM particularly in the high ways
especially Morogoro and Nelson Mandela roads. Poor vehicles maintenance,
therefore, leads to traffic congestion. Accidents may occur due to unmaintained
motor vehicles. Many experts including the Texas Transportation Institute (TTI)
believe that accidents are the single most important causes of traffic congestion
(Down, 2004).
2.5.7 Poor Planning
Some poor planning rules force people into towns and cities and thus cities grow
disproportionately with increase in road capacity. This applies to many cities
including those of developing countries like DSM and even developed countries like
the United Kingdom. The high frequency and concentration of people’s functions
and requirements in the city centre is a result of poor planning. The city’s transport
19
sector is burdened with high travel demand soaring from uneven distribution of
public and private facilities within the city (SSATP, 2005).This denotes firstly, a
concentration of employment and market opportunities in the city centre. According
to Olvera et.al (2003), DSM urban facilities (the port, the main hospital, the largest
market and the commercial district of Kariakoo) are all located in the centre of the
city. This obliges the inhabitants to commute to access the opportunities there. And
secondly, it denotes lack of services, as schools and health units within or close to
residential areas makes communication unavoidable. Moreover, nearly all offices
(ministries, government agencies and embassies) are located at the city centre. As a
result, in the morning, people commute to such areas to work. In the evening, it is the
opposite in the sense that the traffic congestion recovers as people are heading
towards their residential areas outside the city.
2.5.8 Road Works
Road works are common in every country and for the purpose of facilitating access
to the intended destinations, diversions and alternative ways have to be established.
If not well planned, it can cause traffic congestion. The challenge is how to deal with
traffic congestion or prevent it during the construction period. It normally causes
delays and general complaints by those who are using the roads. In some incidences,
road workers aggravate the problem by blocking parts of the road for a long time
even if the work is not taking place. In DSM, there is an increase of traffic
congestion along new Bagamoyo road, due to the ongoing construction of that road
from Mwenge to Tegeta as well as on Morogoro road where the construction project
of the bus rapid transit (BRT) is taking place.
2.5.9 Drivers Misbehavior
DSM is one of the cities which are highly characterized by reckless driving due to
violation of traffic rules. Drivers have a tendency to disregard or violate the traffic
regulations such as to overtake where it is prohibited, driving while drunk, neglecting
road signs and markings, discharging passengers on the road instead of the bus to
stop and the use of the U-turn where is prohibited. Drivers may lack confidence or
ability due to poor training as well as lack of competencies. Thus, misbehavior of
20
some drivers on failure to adhere to traffic regulations is among the main
contributing factors to the increase of traffic jam (Sempoli, 2006).
There have been penalties (fines) for every fault made in order to discourage these
misbehaviors, but it has not proved very successful. The daladala drivers’
malpractices in DSM increase the problem of traffic congestion and accidents.
However, unethical practices by drivers are common to many countries including
Indian cities. When drivers are caught by police, the unethical police may release
them through acceptance of bribes. The situation is also experienced in Nairobi
Kenya where the commuter minibuses commonly known as matatu like the daladala
in DSM violate traffic regulations and therefore cause traffic congestion and
accidents.
2.5.10 Poor Traffic Management
The poor traffic management is a result of malfunctioning of traffic lights, absence of
road signs, inadequate enforcement of laws, low penalties given to punish violators
of traffic congestions, employment of few law enforcers for instance traffic police
and lack of facilities to tow disable vehicles on the road as in the case of India. This
is also a problem in other developing countries like Tanzania whose economy is
weak. As a result, they cannot afford to control traffic using modern technology
which is rather expensive in terms of resources.
2.5.11 Disproportional Growth between Economy and Infrastructure
Propensity in industry is the basis of an improved standard of livings but it depends
on efficient means of communication and transport and cannot be brought about
whilst there are inadequate transportation system and expensive delays in traffic
jams. This situation makes the practice of violation of traffic rules, using private
motorcycles and bajaj for travelling to and from work; a very expensive, delicate and
dangerous affair in terms of time, safety and economy. This is due to unnecessary
delays especially during peak hours in evening the morning. Urban sprawl affects
many cities in the world such as Beijing in China. Zhang (2004) observed that the
high cost of living in the cities forces city dwellers to shift to the suburbs. House
rent in Beijing is quite high, especially near the heart of the city where house values
21
go as high as 10,000 Yuan (US$1,209.6) per square metre. In response, residents
who have to move to the suburbs also buy cars as their means of transport implying
that the number of cars is increased while the development of roads has not matched
the rapid increase of the cars. As a result, there is a continuous increase in traffic
congestion. This situation extends the problem from the city center to suburbs. For
example; in China – Beijing, there is just over 22 million people, imagine that if each
person drove a car, how safe or busy would these roads be. In the UK (London),
many people live in the countryside while always get access to the city centre. Most
of such people own cars, which lead them to face the same problem of traffic
congestion. Actually, the same situation is now facing the city of DSM, where there
is an increasing urbanization and most of people are establishing residents in the
suburbs at the same time working in the city centers. Most of these people who are
formal and informal employees own cars. The big number of vehicles with
inadequate roads is cited as the main cause of traffic congestion in the suburbs of
most cities in developing countries and in particullar DSM.
2.6 Conceptual Framework and Research Model
A conceptual framework can be defined as a set of broad ideas and principles taken
from relevant fields of enquiry and used to structure a subsequent presentation
(Reichel and Raey, 1987). It is a research tool intended to assist a researcher to
develop awareness and understanding of the situation under scrutiny and to
communicate. It forms part of the agenda for negotiation to be scrutinized and tested,
reviewed and reformed as a result of investigation (Guba and Lincolin, 1989).
The critical and comprehensive reading made and analysis of various literature works
shows that there is direct relationship between traffic road congestion and various
social-economic activities. The independent variable road traffic congestion (reckless
driving, urbanization, population growth, per capital income, few to mention) affect
the dependent variable employees’/people’s well being in various ways (tiredness,
stress, delays, wastage of time, early work up, lack of enough time to rest) which in
turn affects social economic undertakings. A slight change in independent variable
leads to the same change in dependent variable. Thus the dependent variable-
employees’/peoples’ social-economic activities are influenced by the independent
22
variable road traffic congestion. This affirmation made above on the relationship
between the two variables can be more understood by taking consideration of the
diagram below:
Figure 1.1: Conceptual Framework (Source: Researcher, 2013)
CHAPTER THREE
CHAPTER THREE
Affects Social-Economic Activities-Absenteeism-increase in poverty
-poor performance in academics
-insecurity
-Termination and demotions
-increase on early pregnancy for
students
-Increase in death rates
-Increase in PWDs
-increase in expenditures
-HIV/AIDS pandemic
-decrease in sales
-decline in productivity
Increase in accidents
- Below working standard
-Late comers
-decline in work morale
Impacts on employees /people
Wellbeing
- Tiredness- Stress- Delays- Queering- Early workup- Wasting of time in
queuing- No enough time to rest- Lateness- rat running- inability to forecast
travel time accurately- Just in case time
Road trafficcongestion(Factors)-reckless driving
-urbanization
-Population growth
-Per capital income
-increase in number
cars
-centralization most
main offices at the
city centre
-insufficient number
of roads
-employment
-economic
development
-Housing and
cultural policies
23
CHAPTER THREE
RESEARCH METHODOLOGY
3.0 Introduction
Defined by Kothari, (2004), research refers to the structured enquiry which utilizes
acceptable scientific methodology to solve problems and create new knowledge that
is generally acceptable. Research methodology has been defined as a systematic way
to solve research problem. Methodology consists of systematic observation,
classification and interpretation of the study findings. This section discusses the
methodology of the study, population of the study, sampling procedures and sample
size, data collection methods and data analysis methods.
3.1 Research Design
Research design refers to the plan for undertaking the study especially obtaining a
sample from a given population including techniques or the procedure that would be
adopted (Patton, 1990). According to Panneerselvam (2007: 12), the research design
provides complete guidelines for data collection. Selection of research approach,
design of sampling plan, experiment and questionnaire are among the essence of
research design.
A research design is simply the framework or plan for a study used as a guide in
collecting and analyzing data. It is the blueprint that is followed in completing the
study (Churchill & Brown 2007). According to Adam and Kamuzora (2008),
research design can be understood as a detailed work plan which is used to guide a
research study to achieve specified objectives of the research.
Basing on the objectives of the study, descriptive research was used since the study
was expecting to portray an accurate description and a better understanding of the
social economic impact of road traffic congestion in DSM region. A descriptive
research design is a scientific method which involves observing and describing the
behavior of a subject without influencing it in anyway (Shuttleworth2008).
24
The study design used both quantitative and qualitative approaches to collect the
necessary data. Qualitative approach was used to give more description on what was
obtained from intensive interviews which was quantitatively done by presenting it in
tables and frequencies.
An intensive interview was undertaken in order to collect data from selected groups
of residence in DSM. The information gathered was complemented by a review of
relevant documents and a review of results from empirical studies undertaken
elsewhere to establish a well documented social-economic impact of traffic
congestion in DSM region.
3.2 Population of the Study/Unit of Inquiry
Population is the large general group of many cases from which a researcher draws a
sample for a study (Neumann and Robson, 2009; Enon, 1998). Population is the
group of potential participants, objects, or events to whom or to which researchers
want to generalize the results of the study derived from a sample drawn from the
population (Martella, 1999). According to Mugenda (1999), the target population
means the population to which a researcher wants to generalize the results of the
study. The population was composed of employees from formal and informal sectors
and students.
Krishnan, (2003) defined population as the target group to be studied in particular
place. It is the aggregate of all units pertaining to the study. The technique which
was employed is sampling. A sample was used because of the costs in terms of
funds, time and materials that could be involved in surveying the whole population.
The total survey population target was employees of two public sectors and two
private sectors. From each organization selected, twenty employees were included in
the study.
The employees were divided as follows: two employees from managerial level,
thirteen from middle level management and operational or lower management. This
means 60 employees were representing public and private sector. As far as the
learning institution is concerned, three primary and three secondary schools, and one
25
higher learning institution offered a total of 140 informants; 20 students from each
school and the same number from the higher learning institution.
With regards to the informal sector; twenty drivers from public transport-daladala,
taxes, bajaji and motorcycles were selected. This means there were 60 employees
from this sector. The study also included interviews from the public vendors
particularly at Kariakoo market. It means that, an interview was conducted with
some people of the general public, concerning their views on the impact of road
traffic congestion in their daily activities. In this area, 20 people were selected and
interviewed. The method which was applied was purposive sampling. Therefore, the
total sample of the study was 300 people (see table 3.1). All these were chosen
randomly and purposively. The probability sampling was used to reduce the risk of
bias and give the population equal probabilities of being chosen.
Table 3.1 Population of the Study
Sector Name of the organization Management Other
staffs
Total
Formal
employment
Tanzania Public Service
College
2 13 15
The National Institute of
Transportation
2 13 15
Research on Poverty
Alleviation
2 13 15
Ifakara Health Institute 2 13 15
Informal
Employment
Minibus/Daladala 20
Taxi 20
Bajaji 20
Motorcycle 20
Primary schools Diamond 20
UhuruMchanganyiko 20
Bunge 20
Secondary schools Jitegemee JKT 20
26
Sector Name of the organization Management Other
staffs
Total
Loyola 20
St. Anthony 20
High learning
Institutions
Tanzania Public Service
College
20
Public audience Kariakoo market 20
GRAND TOTAL 300
Source: Researcher’s Construct, 2013
3.3 Sampling Procedures and the Sample Size
Sampling is the process of drawing a sample from the large population. Kothari
(2009) defined a sample design as a definite plan for obtaining a sample from a given
population. A sample is the part of the population. Sampling frame is the list of the
sampling units. There is more than one sampling methodology. The research
employed cluster sampling method which deliberately includes people of similar
characteristics in a specific location (Miles and Huberman 1994).
This technique was used in order to obtain a representative sample drawn from a
heterogeneous population. The population was grouped into a more homogeneous
group so as to provide the best chance for generalization and allow the researcher to
increase precision. Homogeneous groups include people of similar character such as
professional background or any other character which makes them distinct from the
other. It entails all the constituents of the same nature; consisting of similar parts, or
of elements of the same nature.
27
Since it was established that the technique which was employed in this research is
sampling technique, it follows that the sampling frame was the residents living and
working in DSM. For that case, few organizations were selected in which their
employees were taken as a sample for the study. The same sampling technique was
used in the informal sectors whereby different drivers and conductors of daladala,
tax, bajaji and even bodaboda were selected for the study. This is how the sampling
technique was employed in this study/research. This is indicated in the tables below:
Table 3.2: Category of Respondents and Sampling Methods
Respondents’ Category Sampling Method Data Collection Method
Employees in Public
Sectors
Purposive sampling Questionnaires
Employees in Private
Sectors
Purposive Sampling Questionnaires
Conductor & Drivers of
Daladala
Simple random sampling Interviews and
Questionnaires
Taxes Simple random sampling Interviews and
Questionnaires
Bajaji Simple random sampling Interviews
Motorcycles Simple random sampling Interviews.
People from the general
Public
Purposive Sampling Interviews
Primary Schools Purposive Sampling Interviews
High Learning Institution Purposive Sampling Questionnaire
Secondary Schools Purposive Sampling Questionnaire
Source: Researcher’s Construct, 2013
3.4 Reasons for Sampling Techniques/Methods Employed
3.4.1 Purposive or Judgment Sampling
In purposive sampling, decision with regard to which item should be included or
excluded in the sample, rests on the researcher’s judgment and situation (Adam and
Kamuzora, 2008). In this method and elements which he believes will be able to
deliver the required data (Adam and Kamuzora, 2008). This method was employed
because it involves selection of employees that were judged as appropriate for the
28
given study. And in this case, employees from private and public sectors in DSM
who were selected were relevant to this study. This method is appropriate when what
is important is the typicality and specific relevance of the sampling units to the study
and not their overall representatives to the population (the whole employees in DSM
region).
3.4.2 Simple Random Sampling
Simple random sampling is a probability sampling whereby all members in the
population have equal chance of being selected to form a sample (Adam
&Kamuzora, 2008). The use of this method gave each employee an equal and
independent chance of being selected. This technique is appropriate where the
sampling frame is not too large and each unit is easily accessible (White, 2002) as
the case for the drivers and conductors of buses from Mwenge – Posta route. It is
also good when the population is made up of members of similar characteristics, as
the size of random sample depends on the homogeneity (Shaughnessy et al, 2000). It
is easier to apply and require no prior knowledge or true composition of the
population. It is also easy to compute the amount of sampling error associated to it.
Under simple random sampling, bias is generally eliminated and the sampling error
can be estimated (Kothari, 2009).
3.4.3 Stratified Random Sampling;
If a population from which a sample is to be drawn does not constitute homogeneous
group, stratified sampling technique is generally applied in order to obtain a
representative sample (Kothari, 2007). Stratified random sampling is a sampling
technique whereby the total population is divided into different groups or lagers
before selection of the representatives (Adam &Kamuzora, 2008). Each group or
layer is commonly known as strata. This is to ensure representation of all members of
the population. Those elements having similar characteristics are grouped into the
same stratum. This is more important when the population from which a sample is
drawn has different characteristics. It results in more reliable and detailed
information. It increases a sample’s efficiency and providing data for analyzing the
various sub-populations. In the sampling technique of this study, the employees were
29
divided into two main groups namely; formal and informal employees. As regards to
informal employees, drivers in DSM were one of the sampling frames from which a
sample was taken. Since these drivers are many and differ in various degrees as for
drivers for private cars, drivers for public transport (drivers of daladala, motorcycles,
taxis and bajaji), they were grouped into at least four levels (drivers strata). The first
strata were drivers of daladala; secondly; drivers of taxes, thirdly; drivers of
motorcycles and fourthly; drivers of taxis. From these four strata, the simple random
sampling was employed to carry out the study.
3.5 Data Collection Methods
These are ways used to gather information from various sources. Combined methods
of data collection such as in-depth interview, questionnaire, and electronic mail were
used taking into consideration factors like cost and time of the researcher in one hand
and the time of the respondents on the other. It is clear and evident that in most cases,
in research we consider two types of data namely; primary data and secondary data.
The following are the clarifications of the types of data.
3.5.1. Primary Data
This is the type of data which are collected in the field of study for answering
research questions. They are collected by research assistants from the field for the
purpose of answering a research question/issue (Adam & Kamuzora, 2008). The
primary data are collected through observation, direct communication with
respondents or through personal interviews. They can also be gathered through,
among others, interviews or questionnaires (Kothari 2009). However observation,
questionnaire and interview are common research tools used to collect primary data.
In this study, the primary data were collected through questionnaire and interview.
3.5.2 Secondary Data
Secondary data means data are already available. They refer to the data which have
already been collected and analyzed by someone else (Kothari, 2009). They are
obtained from literature sources or data collected by other people for some other
purposes (Adam and Kamuzora, 2008). They may be either published or
30
unpublished. Thus, secondary data provide second hand information and include
both raw data and published ones (Sounders et al 2000). Secondary data sources
include books, journal articles, news papers, report and publications of various
associations and organization as well as other documentary reviews from internet.
Thus, apart from the primary data, this study included also secondary as shown
above.
3.6 Data Collection and Techniques
Observation, questionnaire and interviews are common research tools used to collect
data and in special way; the primary data. This study employed questionnaires and
interviews.
3.6.1 Interviews
This is face to face contact between interviewer and interviewee. It can take place at
home (do to do interviewing), office (executive interviewing) or even at the shopping
centers (mall intercept surveys) depending on the nature of respondents (Adam and
Kamuzora, 2008). In this study, this method was employed to gather information on
the respondents’ views on the topic under study. It used multiple ended questions
which were asked accordingly. The interview was conducted to the drivers of
daladala, taxis, motorcycles, people of the general public and students from the
selected primary schools.
During the study, interview was used in two fold dimensions; structured and semi-
structured. In unstructured interviews; the questions, wording, and sequence are fixed
and identical for every respondent (Sounders et al, 2000). The structured interview
consisted of planned questions in advance in which the respondents were required to
answer them accordingly. This type of interview is highly standardized and follows a
rigid procedure, asking questions in a form and order prescribed (Kothari, 2004). On
the other hand, unstructured or semi structured interview does not have
predetermined questions and it is not standardized. The semi-structured interview
contained planned questions in advanced which were to be answered, but it provide
opportunity to the respondents to explore more on areas in which the questions were
31
basing. This technique is used when one intends to explore a problem under
investigation. What was needed is just to have a clear idea about what was intended
to be explored and then the themes to be exhausted or put down. It is flexible in
nature and the interviewer has much freedom on how the questions are to be asked
(Adam and Kamuzora, 2008).
In this study, the interview schedule consisted of a list of questions which were
filled by the interviewer. The questions explored the opinions of various cadres such
as drivers, conductors and other normal citizens. Therefore, these tools were applied
and helped the researcher to get various information/views concerning the social-
economic impact of road traffic congestion in DSM region.
3.6.2 Questionnaire
There are various definitions of the term questionnaire and different authors on
research (researchers) have defined it differently. White (2002) defined questionnaire
as a series of questions, each providing a number of alternative answers from which
the respondent can choose. Hence questionnaire can be considered in general terms
in which each person is asked to respond to the same set of questions in a
predetermined order. Structured and telephone questionnaires and those in which
each person is asked to respond to the same set of questions as well as those in which
the questions are answered without the researcher being around are inclusive (Adam
and Kamuzora, 2008).
In this study, the questionnaires were designed in a single way basing on research
questions. Through this tool, the respondents within the areas of the study were in
position to answer the questions concerning the study. During the study, the
questionnaires were administered by the researcher and the respondents were
required to fill them under his guidance. The questionnaires were of two main types:
closed and open ended ones. The rationale behind using closed ended questions was
to get answers or responses that were direct, brief and straight to the point. Above all,
this method was said to be efficiency in the field of research in the sense that it is not
expensive, it is free from bias of the interviewer and the respondents were in a
32
position to provide answers accurately and clearly. The aim of using open ended
questions was to enable the respondents give out their views without limitations. In
this case, the researcher was in a good position to select the appropriate and relevant
answers concerning the study at hand.
3.7 Data Analysis Plan
Data analysis refers to the computation of certain measures along with searching for
patterns of relationships that exist among data groups (Kothari, 2009). It implies
examining what has been collected in a survey or experiments and making
deductions and inferences (Kombo and Tromp, 2011). It involves uncovering
underlying structures, extracting important variables, detecting any anomalies and
testing any underlying assumptions.
The process of data analysis aims at determining whether the observations support
the research questions that were formulated before going into the field to collect the
information.
With regards to this study, the data collected were edited for accuracy and
completeness before they were subjected to analysis. Descriptive analysis method
was adopted. This type of analysis, analyzed the responses through diagrams,
tabulations, frequencies and percentages by using Statistical Package for Social
Sciences (SPSS). In analyzing the data, answers from different respondents and
information obtained from documents were thoroughly checked out and compared to
establish their validity. The purpose was to add value to the study findings. Analysis
of data was basically based on the research objectives and questions.
33
CHAPTER FOUR
PRESENTATION OF THE RESEARCH FINDINGS
4.0 Introduction
This chapter presents the nature of data which were collected in the field. The data
concerning the social-economic impact of road traffic congestion in DSM region
were collected through various methods namely: questionnaire, open and closed-
ended interview. The data were collected in various proposed organizations.
However, before presentation, analysis and discussion of the empirical findings, the
characteristics of respondents are presented and analyzed since are among the ways
which establish validity and reliability of data collected.
4.1 Descriptive Statistics/Characteristics of the Respondents
Structured and semi-structured interviews were conducted to ten government
stakeholders who are responsible for roads and transportation in DSM. These were
Ministry of Works, Ministry of Transport, TANROADS headquarters in DSM
region, TRL, DART, SUMATRA, DSM city council, and DSM Municipalities
namely Kinondoni, Ilala and Temeke. Others were Traffic Police DSM headquarters,
Traffic DSM Police regions namely; Kinondoni, Ilala and Temeke. Unstructured
Interview was also conducted to drivers of daladala, taxi, bajaji and motorcycle.
Questionnaire for data collection was distributed to four organizations. These were
NIT, REPOA, Ifakara Health Institute and TPSC. Secondary Schools covered were
St. Anthony High School, Jitegemee JKT High School and Loyola High School.
Primary Schools were Diamond, Bunge and Uhuru Mchanganyiko. The
questionnaire was also distributed to 20 shop owners at Kariakoo market.
4.1.1. Sex
Generally, the study was expecting to cover about 300 respondents. Unfortunately,
only 220 respondents participated through questionnaires and interviews. About
42(55.5%) were females and 98 (44.5%) were males. The observed variation in
gender very small. General observation indicates the equality especially in gender
basis.
34
Table 4.1 Respondents’ Sex
Gender Frequency Percent
Male 122 55.5
Female 98 44.5
Total 220 100.0
Source: Researcher, 2013
4.1.2 Educational Level
Research findings indicated that 25(11.4%) of respondents who participated in the
study using questionnaire and the interview had primary education, 84(38.2) had
secondary education, 32(14.5%) had certificate and diploma education, 52(23.6%)
had undergraduate degrees and 27(12.3%) had masters plus; of 3 had PhD
educational level.This implies that, the respondents to the research constitute good
academic qualifications which played a significant role on the research findings.
Figure 4.1 Respondents’ Level of Education
0%5%
10%15%20%25%30%35%40%45%
PrimaryEducation
SecondaryEducation
Diploma AdvancedDiploma
Masters Plus
Source: Researcher, 2013
4.1.3 Type of Employment
The research findings indicated that, out of 220 respondents who participated in the
study, 52(24.1%) were employed in various public and private organizations,
47(21.7%) were self employed while 117(54.2%) were unemployed.
35
Figure 4.2 Respondents’ Employment level
24.10%
21.70%54.20%
Source: Researcher, 2013
4.1.4 Employment Position
As far as employment level in the respondents’ respective organizations is
concerned; findings from the scoped areas of the study indicate the following
information: About 34(40.5) respondents were in managerial level, 20(23.8) were in
middle level and 30(35.7) were at the level of operations (operational level).
36
Figure 4.3 Respondents Employment Position
0% 5% 10% 15% 20% 25% 30% 35% 40% 45%
Management Level
Middle Level
Operational Level
Source: Researcher, 2013
4.2 Assessment of the Research Objectives
This study was aimed at assessing the social-economic impact of road traffic
congestion in DSM region. Therefore, this part is shows the respondents’ views in
relation to the research objectives.
4.2.1 Relationship between Road Traffic Congestion and the Social-Economic
Activities
The research findings show that, there is a direct relationship between the road traffic
congestion and the carrying of various daily activities. This objective was assessed
through various indicators as presented below:
4.2.1.1Delays
The research findings depicted that, delays due to traffic road congestion results in
late arrival to any place where a person is going or needed.
About 134 (60.9%) of the whole respondents strongly agreed, 78(35.5%) agreed and
8(3.6%) were neutral, that is they neither agreed nor disagreed with the proposition
above.
37
Figure 4.4 Delays
60.90%
35.50%
3.60%
Source: Researcher, 2013
4.2.1.2 Lateness
Data from the field show that lateness to work reduce hours of performance of an
individual and organizations. About 116(52.7) of the respondents, responded
strongly agreed with the affirmation above, while 80(36.4) agreed, 14(3.6) were
neutral, 8(0.9) disagreed and 2(0.9) strongly disagreed.
Figure 4.5 Lateness
0% 10% 20% 30% 40% 50% 60%
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Source: Researcher, 2013
4.2.1.3 Wastage of time
Research findings demonstrated that many working hours are lost daily on the way
during traffic jams. Out of 220 respondents, 124(56.4%) strongly agreed, 82(37.3%)
agreed, 14(6.4) neither agreed nor disagreed.
38
Figure 4.6. Working Hours are lost Daily on the Way
0%
10%
20%
30%
40%
50%
60%
Strongly Agree Agree Neutral
Source: Researcher, 2013
4.2.1.4 Emergence Vehicles
The research conducted showed that blocked traffic jam due to interference with
emergence vehicles travelling to various destinations was highly experienced. This
situation impedes travelers to reach their destinations on time. About 104(48%) of
the respondents strongly agreed, 86(39) agreed, 20(9%) were neutral, 6(3%)
disagreed and 2(1%) strongly disagreed.
Figure 4.7 Blocked Traffic Jams with Passage of Emergency Vehicles Travelling
to their Destinations
0%
20%
40%
60%
Strongly Agree AgreeNeutral
DisagreeStrongly Disagree
Source: Researcher, 2013
39
4.2.1.5 Social-Economic Activities
Concerning the impact of road traffic congestion on the daily undertaking of social
economic activities, the research showed that about 79(36%) of the respondents
strongly agreed, 69(31%) agreed, 56(25%) were neutral, 14(6%) disagreed and 2
(1%) strongly disagreed.
Figure 4.8. Road Traffic Congestion has Serious Problems in mining of the
Socio Economical Activities.
36%
31%
25%
6%
Source: Researcher, 2013
4.3 Loss from the Road Traffic Congestion
Research showed that there is a huge loss that results from road traffic congestion in
DSM region. The respondents agreed to large extent on various losses which were
seen under various dimension as follows:
4.3.1 Fuel Consumption
About 112(50.9) of all respondents strongly agreed on the high level of fuel
consumption by cars during the congestion.70 (31.8%) respondents agreed on the
same grounds of fuel consumption, 30(13.6) disagreed and 30(13.6) were neutral.
40
Figure 4.9 Road Traffic Congestions and Fuel Consumption
0%10%
20%30%
40%50%
60%
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Source: Researcher, 2013
4.3.2. Decrease in Productivity/Low Economic Growth
Research showed that road traffic congestion has contributed to the fall in
production. Out of 220 respondents 56(25) strongly agreed, 94(43) agreed, 44(20)
neither agreed nor disagreed, while 6(3) strongly disagreed.
41
Figure 4.10 Road Traffic Congestion Drags the Productivity and Growth of the
Regional Economy
25%
43%
20%
9% 3%
Source: Researcher, 2013
4.3.3 Increase in Accidents
Concerning the increase of accidents in DSM due to traffic jam, the research showed
that; 73(33%) strongly agreed, 65(30) agreed, 60(27) were neutral, 12(5) disagreed,
while 10(5%) strongly disagreed.
42
Figure 4.11 Accidents
0%
5%
10%
15%
20%
25%
30%
35%
Strongly Agree Agree Neutral Disagree Strongly Disagree
Source: Researcher, 2013
4.3.4. The Use of Motorcycles as Alternative Means of Transport has increased
the Rate of Accidents
The views of the respondents on the increase of accidents due to the use of
motorcycles were as follows. 111(54%) respondents strongly agreed, 62(28%)
agreed, 22(10%) were neutral, 8(4%0 disagreed and 8(4%) strongly disagreed.
43
Figure 4.12 The Use of Motorcycles and its Relation to Accidents
0%
10%
20%
30%
40%
50%
60%
StronglyAgree Agree
NeutralDisagree
StronglyDisagree
Source: Researcher, 2013
4.3.5 Inability to Estimate Travel Times Leading to Drivers Allocating more
Time to Travel "just in case", and Less Time on Productive Activities
The empirical literature done showed that most of the residents in DSM fail to
estimate the travelling time due to the prevailing traffic jam. Respondents from the
field had the following responses: 80(36%) strongly agreed, 88(40%) agreed,
38(17%) neither agreed nor disagreed and 4(2%) strongly disagreed.
Figure 4.13 Inability to Estimate Travel Time
36%
40%
17%
5%2%
Source: Researcher, 2013
44
4.3.6 Due to early Wake up and late Coming to Home Place; Many Workers are
Victims of Risks
Regarding this proposition, it was seen that; about 103(47%) strongly agreed,
80(36%) agreed, 31(14%) neither agreed nor disagreed, 4(2%) disagreed and 2(1%)
strongly disagreed.
Figure 4.14 Early Wake up and the Associated Risks
47%36%
14% 2%1%
Source: Researcher, 2013
4.4 Physical/mental complications and Effect on work performance.
4.4.1Tiredness and Stress reduce Pork Performance
As far as the tiredness and stress as a result of road traffic congestion and the extent
to which they affect work performance; 101(45%) of the respondents strongly
agreed, 109(49%) agreed, 4(2%) were neutral and 6(3%0 disagreed.
Figure 4.15 Health related Complications
0%
10%
20%
30%
40%
50%
Strongly Agree AgreeNeutral
Disagree
Source: Researcher, 2013
45
4.4.2. Vehicles Emissions during Congestion Pollute Air and Consequently
Affect People’s Health
Regarding this proposition, 101(46%) of the respondents strongly agreed, 82(37%)
agreed, 31(14%) neither agreed nor disagreed, 4(2%) disagreed and 2(1%) strongly
disagreed.
Figure 4.16 Health related Complications
0%
10%
20%
30%
40%
50%
StronglyAgree
AgreeNeutral
DisagreeStronglyDisagree
Source: Researcher, 2013
4.4.3 Long Commutes alone Have Health Impacts – such as fatigue, digestion
difficulties, and pains and increased heart rate
57(26%) of the respondents who commented on the statement strongly agreed,
93(42%) agreed, 58(26%) were neutral, 10(5%) disagreed and 2(1%) strongly
disagreed.
46
Figure 4.17 Health Impacts (fatigue, digestion difficulties)
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
Strongly Agree Agree Neutral Disagree Strongly Disagree
Source: Researcher, 2013
4.5 Supporting Policies to Reduce Road Traffic Congestion.
4.5.1 The Introduction of Commuter train in DSM
The respondents were asked to give their stance on the proposition that the
introduction of the commuter trains in DSM has reduced the road traffic congestion.
48(22%) strongly agreed, 62(28%) agreed, 54(25%) neither agreed nor disagreed,
36(16%) disagreed and (20%) strongly disagreed.
Table 4.18 The Introduction of Commuter train in DSM
StronglyAgree, 22%
Agree, 28%Neutral, 25%
Disagree, 16%
StronglyDisagree, 9%
Source: Researcher, 2013
47
4.5.2 Commuter train has Improved Social-economic Activities
The residents of DSM have diverse perceptions with regard to the extent to which the
commuter trains have improved the social economic activities since its
implementation. 32(14.5%) strongly agreed, 90 (40.9%) agreed, 48 (21.8%) neither
agreed nor disagreed, 38 (17.3%), while 12(5.5%) strongly disagreed.
Figure: 4.19 Commuter train and Social-economic Activities
StronglyAgree, 14.50%
Agree, 40.90%Neutral,21.80%
Disagree,17.30%
StronglyDisagree,
5.50%
Source: Researcher, 2013
4.5.3 The BRT Project in DSM
It has been planned that the BRT projects once completed will alleviate the problem
of traffic congestion in DSM. During the research; 50(22.7%) of the respondents
strongly agreed, 80(36.4%) agreed, 72(32.7%) were neutral, 12(5.5%) disagreed and
6(2.7%) strongly disagreed.
48
Figure 4.20 BRT Project in DSM
0%
20%
40%
Strongly AgreeAgree
NeutralDisagree
Strongly Disagree
Source: Researcher, 2013
4.5.4 The BRT project and Social-Economic Activities in DSM
Concerning how the BRT project will lead to efficient social-economic activities, it
showed that 46(21.0%) of the respondents strongly agreed, and 101(46.1%) agreed,
60(27.4%) were neutral, 8(3.7%) disagreed, 4(1.8%) strongly disagreed.
Figure 4.21 BRT Project and Social-Economic Activities
21%
46.10%
27.40%
3.70%
1.80%
0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%
Strongly Agree
Agree
Neutral
Disagree
Strongly Disagree
Source: Researcher, 2013
4.5 Conclusion
This chapter has given a clear picture on the nature of the respondents who
participated in the study. Briefly it has shown the relationship that exists between the
research variables. From the explanations and figures in the chapter, it is evident that
49
road traffic congestion has an impact on social economic aspects. Although the
respondents had demonstrated a diverse standpoint on the effects of road traffic
congestion, much emphasis has been placed on the positive perception that; road
traffic congestion has a substantial impact socially, economically and even
psychologically to the residents of DSM region. Chapter five will give details of this
affirmation shown by the respondents above.
50
CHAPTER FIVE
DISCUSSION OF THE RESEARCH FINDINGS
5.0 Introduction
This chapter is concerned with the detailed discussion of the research findings. The
objective of the research was based on the analysis of the social-economic impact of
road traffic congestion in DSM region. Specifically, it focused on the relationship
between road traffic congestion and the work performance; loss from the road traffic
congestion; physical/mental complications and their effects on work performance;
and supporting policies to reduce road traffic congestion. The aim of the research
was to analyze, document and present the social-economic impact of the traffic jam
within the region. The findings suggested strategies that are being employed to
alleviate the problem of road traffic congestion in DSM region.
Data presented in this chapter are from respondents’ views, observation and
perceptions in relation to the social economic impact of road traffic congestion in
DSM region. The findings are also incorporated with various secondary sources for
the aim of attaining objectivity, reliability, validity and significance. Since the
affirmation has been laid down, the following discussion presents its justification.
5.1 Social-Economic Impacts of Traffic Congestion in DSM.
The impact of road traffic congestion in DSM region can be expressed through
various ways, and its impacts differ from one person to another. This is due to the
reason that all people living and working in DSM or paying visits are affected
differently. Broadly speaking, everyone who lives and works in DSM has his/her
own expression on how he/she is being affected by the traffic jam; leave alone the
social and economic impacts. The main areas which are affected highly by the
congestion are those junctions of the high ways as well as those areas which are
normally affected once there is rainfall.
51
The respondents acknowledged the presence of the effects of road traffic jam in
DSM under various dimensions like social, economical and environmental. The
dimensions are discussed under the headings below.
5.1.1 Fuel Consumption
82.7% of the respondents acknowledged the high rate of fuel consumption
especially petrol and diesel by cars and motorcycles due to queuing. The stopping
and starting in traffic jams burns fuel at a high rate than smooth rate of travel on the
open highway. This increase in fuel consumption costs commuters additional money
for fuel (Mwaya, 2005, Bwire and Masoe, 2007). This is a huge loss for the economy
of the individual and the country at large given the fact that the fuel is imported and
its price is still very high.
The city of DSM has an average of 9,541 daladala (PMORALG, 2010). The research
showed that each vehicle looses 1-3 liters of fuel per day due to long stay in the
congestion. Assuming that each daladala loses 1 liter of fuel per day, a total of
approximately 9,541 liters of fuel is lost in a day. For the current price of Tanzanian
shillings (Tsh) 2050 per liter, a total loss in Tsh is 19,559,050 million per day and
704.1258 billion per year. This is just a loss from public transport leave aside other
means of transportation. This huge amount of money which is lost annually could
have substantial impacts on social and economic development of the bus owners,
drivers, conductors and their dependants,
5.1.2 Increasing Operating Costs
Traffic congestion increases operating costs to operators in terms of fuel, tear and
wear (Mwaya, 2005, Bwire and Masoe,2007).The research findings showed that
about 55.5% of the respondents agreed with the proposition that road traffic
congestion increases the operating costs to the owners of vehicles and motorcycles.
Tear and wear on vehicles is a result of idling in traffic and frequent acceleration and
braking, leading to more frequent repairs and replacements. Transporters get loss
when the transported goods are not delivered on time. A study conducted in Kenya
52
revealed that traffic jams were costing Nairobi drivers up to 50 million shillings
($746,000) a day through increased fuel consumption, mechanical damage and
pollution. A 2005 Urban mobility study conducted by Texas Transportation Institute
estimated that congestion costs the United States over $70 billion a year in delay and
wasted fuel.
5.1.3 Wastage of Time.
Data from the field showed that every person living or who come to DSM either
employed or unemployed and whether in formal or informal sector do waste time due
to traffic congestion. It was revealed that majority of residents in DSM lose 2-5 hours
daily. These precious hours are lost during the congestion. The research showed that
about 70% of the respondents wake up at 4: 00 or 5:00 so as to be able to arrive at
work on time. In some days, they reach on time while in others arrive very late.
Sometimes a person arrives at the work premises earlier than expected for instance at
6:30 or 7:00 a.m. Such a person is supposed to wait until the office is opened
probably at 8:00 am as it is for most organizations. The waiting time here is 30
minutes to 1 hour. This time is simply wasted and not paid while there is a saying
that “Time is Money”. During the evening, it is the same story. A person leaves at
work at 3:30 and arrives home at 6:30 or 7:30 p.m.
The total monetary value of the hours lost per day within private cars and daladala
can be calculated annually as follows. Under normal circumstances ceteris peribus
an employee is expected to work for 8 hours per day, 45 hours per week, 180 hours
per month and 1980 hours per year. This equals to 48 weeks per year leaving 4
weeks for annual holiday. Since the research findings has demonstrated that 2-5
hours are lost daily on congestion, 2 hours x 5 working days x 48 weeks=480 hours
lost per year given the fact that 2 hours are lost daily. When these 480 hours are
divided by 8 which is a one daily working for an employee; almost 60 days that are
lost per year. This is equal to two months. When we take the 480 hours that are lost
annually times the half of the DSM population which is either self employed or
formally employed; 1500,000 x 480 hours =720000000 hours that are lost per year. If
we assume that one working hour is paid Tsh 4000-20,000, every year about Tsh
53
2.88 to 14.4 billion (720000000x4000, 720000000x200000) are lost. This is a huge
loss at both individual and organizational level.
A case study done by Takule C (2007) on the cost of time lost daily and annually due
to traffic congestion in DSM had the following proposition: “Let’s assume that the
100 km2 urban road lane entering the city with six hours daily congestion (6:30-9:30,
16:30-19:30) causes 150,000 private cars and 10,000 commercial vehicles (trucks,
buses and vans etc.) to waste two hours daily each”. This will sum up during a year
(300 active days) to 90 million wasted hours annually for private cars and 30 million
hours for commercial vehicles - (150,00x300x2)=90 million.(10,000x300x2)=6
million.
By computation, we find that one average labor hour for a person in private car is
worthy 4000 Tsh and Tsh.15000 for a commercial vehicle. Hence, saving the cost by
50% through reducing wasted time for a private car per hour requires an amount of
Tsh 2000 and 7500 Tsh for a commercial one. From the above, total loss due to
congestion in the year is of the tune of 360 billion for private cars and 90 billion for
commercial vehicles. Therefore, the total loss due to wasted time resulting from
congestion is 450 billion per year.
5.1.4 Just in Case Time
A secondary effect of traffic road congestion, which is highly related to delay, is the
inability to estimate travel times. Those who regularly travel in congested areas know
approximately how long it usually takes to get through a particular area depending on
the time of the day or the day of the week. The experienced city drivers have to build
in time ‘just in case’ that there is a traffic jam or there is no traffic jam. This takes
away from leisure time and time to do other tasks throughout the day. Also, on a day
when the traffic is unusually light, they set an extra time, perhaps of no use, and the
person arrives early. For instance in DSM, there is a culture of many residents to
leave early as much as possible when going or coming from the city centre just in
case let them not be stacked in the traffic jam. This is again wastage of time.
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5.1.5 Money
There is lots of money that is lost daily due to road traffic congestion. It should be
acknowledged that, if DSM city could have a modern, effective, efficient and reliable
transport infrastructure, hardly few people could use their private cars as a means of
transport to and from work; and in other activities. A good number of people could
abandon their private cars and adopt public transport. The current situation of having
more than 80% of private cars on the high ways daily is due to poor public transport.
As a result, there is millions of money that is lost daily for fuel and maintenance of
the private cars, something that could be avoided. Let’s say that, there are 80, 000
private cars, NGO’s and for government, and let’s assume that each car spends
10,000-20,000 Tsh for fuel to and from work per day. This implies that each car uses
50,000 to 100,000 Tsh per week. And since it has been established that, an employee
do work for 45 hours per week and 48 weeks per year, a total of 2.4 to 4.8 million -
Tsh (50,000x48,100,000x48) is lost by individuals or organizations annually leading
to a grand total of 576 million Tsh (2.4x 80+4.8 x80.) per year. Such money is used
to run cars yearly leaving aside other costs such as mechanical services, spare parts,
insurance and motor vehicles license. This implies that if the said 80,000 private cars
owners could be using public transport, such money could be saved and used for
other social-economic developments.
5.1.6 Family Effects
Worldwide, it is known and emphasized that there should be a need for parents in
proving essential services to the children in order to enable them to survive. This has
been established by the international conventions and even being agreed by member
states - Tanzania being one among them. Traditions, various disciplines in social
sciences ,customs as well various religious denominations emphasize and
acknowledge the significant effect of the parents and the guardians to nurture and
mould the children in intellectual and spiritual formation. This results to children and
a society which is well formed in terms of morals and behavior. The research
indicated that it is very inevitable for a parent or guardian who leaves at home at
5:000 or 6: 00 in the morning and returning back at 7:00-8:00 p.m to perform well
this duty of molding the children and the family at large. There is no enough time for
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this important task. This duty has been nowadays left to house girls and day care
centers. Currently, children in DSM are faced with a number of challenges such as
school dropout, use of drugs, and engagement in heterosexual and homosexual
behaviors especially by some young boys. It is not that the parents have no time to
stay with their children, but to a large extent, there are precious hours that are lost
daily on the way due to congestion that could be used for that purpose and produce
substantial results for the betterment of the children themselves, family and the
nation at large.
5.1.7 Students
The road traffic congestion in DSM has a big impact to the primary, secondary and
even university students particularly those who do not stay in boarding schools or in
hostels. This is due to the reason that they use public transport to and from schools
and are victims of daily queuing. First, they are not allowed to occupy a seat within a
bus, they only stand; and worse enough, they normally waste a lot of time during the
congestion.
This time which is being lost everyday has an adverse impact to their academic
undertakings. The research revealed that most of the students particularly those of
day schools wake at 4:00-5:00 daily so as to be punctual in schools. In the evening,
they reach home from 7: 00-8:00 p.m. It implies that, apart from being tired, they do
not have enough time to rest and study. This contributes to poor performance in
academics. Over 80% of the primary and secondary school students acknowledged
that, they are subjects of morning punishments from teachers due to lateness, as well
as missing of the first lectures/lessons because of congestion. They also complained
about tiredness, stress, and fatigue which make them unable to concentrate well in
studies.
5.2 Relationship between Road Traffic Congestion and the Work Performance.
5.1.1 Delays
The first thing many people think of when it comes to congested road ways is the
delay. Traffic congestion delays people to their places of work and the consequence
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of this is that many working hours are lost on the way, which is a great challenge to
the employers. Delays due to traffic road congestion results in late arrival for
employment, meetings, and education, resultant loss of business, disciplinary
measures or personal looses and performing below standards. Earlier researches on
cost of traffic congestion showed that long commuting distances and travel times
faced by the urban poor have a negative impact on their human capital and
productivity. This is because they induce fatigue and boredom; and use up both time
and energy that could be spent on productive activities (for example, spending time
with family, income generation activities and so on) (Diaz et al, 2003).
Other people have to wake up very early in the morning in order to board buses so
that they can reach their working destinations on time. Mbagala, Gongolamboto,
Kinyerezi, Bunju, Bocco, and Tegeta commuters in DSM, for instance, commute to
the city center very early in the morning starting from around 4.00 am in order to
avoid rush hours which is between 6.00 and 9.00 am. These workers are victims of
risks associated with thieves and rapists who invade them early in the morning and
late evening and take their belongings such as money, mobile phones, and others.
Some are sometime being injured due to severe beating by thieves and kidnappers.
Failure to wake up early in the morning makes them report to their working places
late due to traffic congestion. This is a constraint because employees are forced to
report to their working places before the office hours. Some have nothing to do at
that time because it is too early to get in the office; some waste their precious time on
chatting; and others decide to attend the daily morning prayers in their churches and
mosque. During delays, there is additional stress because delays caused by traffic
congestion can make people late at work. Moreover, the afternoon rush hour is again
a frustrating time because people want to get home to relax but the traffic jams
hinder them. The delays affect most people fleeing because they are common to
everyone who have to maneuver through congested roads.
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5.3 Loss from the Road Traffic Congestion.
5.3.1 Emergency Vehicles
When one dials a police officer, an ambulance or a fire truck to request help over
emergency vehicles, the help may be offered too late because of road traffic
congestion which will stall them to reach the scene on time. Moreover, blocked road
traffic may interfere with passage of emergency vehicles travelling to their
destinations where they are urgently needed. A research conducted by NIPASHE
News Paper, 2013 reported that “road traffic congestion in DSM has been a butcher
for emergency patients”. (Nipashe, Jumapili, Mei 12-18, 2013).
The research revealed that; hundreds of emergency patients, children and pregnant
women who are been rushed to hospitals lose their lives due to road traffic
congestion in DSM. Despite the fact that the traffic congestion due to ongoing
construction of BRT project in Morogoro road has reduced development of various
social-economical activities and slowing down the national economy, it has highly
contributed to many deaths for patients who are being taken to Muhimbili National
Hospital (MNH).The research reported that “those patients from Tumbi Hospital and
other Health Centres that are being taken to MNH die while on traffic congestion
inspite of being carried by the ambulance with the active alerting signals”.
The research further revealed that many victims of these incidents are the patients
from home who rushed to hospitals like Amana, Mwananyamala or Lugalo TPDF
Hospital. Despite the fact that there is no valid statistics, the research estimated that 4
to 10 patients die every month within the city while on traffic jam due to either
failure of some drivers to respect and give a way to ambulances or the traffic polices
directing the cars at road junctions failing to consider the roaring sign of the
ambulances. Ubungo road junctions that interlink Nelson Mandela, Sam Nujoma and
Morogoro roads has been complained for the occurrence of deaths. An ambulance
driver from Tumbi Referral Hospital in Coast region complained that:
“There is no good cooperation between them and the traffic police, particularly at
Ubungo junctions”.
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As a driver, he has witnessed two deaths of patients who died due to congestion
while being rushed to MNH.
Responding to the validity of this report, the Managing Director of Tumbi Hospital
Dr. Peter Dattan said that:
“Many patients do die while in road congestion, despite the reason that there is no
complete statistics of number of deaths yet collected”.
It was further added that many patients who are being taken to MNH are dying on
the way due to congestion. It is not known yet which means will be used to rush
patients to the hospital.
5.3.2 Increase in Accidents
Accidents occur during road traffic congestion as drivers maneuver their vehicles
unlawfully in order to reach their destination as early as possible. The public
transport buses such as daladala in DSM compete for passengers – this causes
accidents (Kanyama, 2004).This results into loss of lives and destruction of
properties. Moreover, the accidents are accompanied by blocking other road users’
passage thereby causing gridlock. If accidents did not cause fatalities or serious
injuries and if the traffic police are not present in the incidence, the two drivers
involved in the accident compromise and reach the consensus on the amount to
compensate the innocent driver (Hamis, 2006). In contrary, if they cannot reach
consensus in the absence of a traffic police, they normally wait for him/her to come
so as to examine the incidence and judge according to traffic rules and regulations.
This in turn leads to an increasing road traffic congestion caused by the vehicles
involved in the accident.
Data from Muhimbili Orthopedic Institute (MOI) showed that in 2011 there were
1459 people from motor vehicle accidents who were admitted and 2605 people from
motorcycles accidents who were as well admitted. The research done showed that, in
2012 a total number of accidents were 11, 438 out of which 2273 involved
motorcycles in which 158 people were killed and 2644 injured. Motor vehicle
accidents were 2330 in which 350 people were killed and 4402 injured. Three wheel
cycles had 48 accidents and bicycle had 58.
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Moreover, it shows that the classes of people killed and injured were as follows: 56
drivers were killed and 608 were injured; 83 passengers were killed and 2173
injured; 158 motorcyclists were killed and 2555 injured; 23 Pedal cyclists killed and
340 injured; 244 pedesterians were killed and 1938 injured; and 6 rickshawers were
killed and 29 injured. It means that a total number of people who died due to
accidents in 2012 in DSM alone were 570 and 7643 were injured (Traffic Police-
DSM Police Zone).
In 2013, from January to April; the research showed the total number of accidents
was 3959. About 167 people were killed and 2555 injured. The classes of people
killed and injured were as follows. 13 drivers were killed and 202 injured; 21
passengers were killed and 670 injured; 48 motorcyclists were killed and 925
injured; 26 pedal cyclists were killed and 55 injured; 55 pedestrians were killed and
456 were injured; 41 rickshawers were killed and 608 were injured (Traffic Police-
DSM Police Zone).
The statistics given above have demonstrated the extent to which road accidents have
lost the lives of people and properties; have injured people and even leading to
permanent disability. There are many factors that are contributing to the occurrence
of these accidents such as reckless driving, alcohol, violating traffic rules, poor
vehicle conditions to mention few.
Most of people could agree that; if the city of DSM could have a good transport
infrastructure as well as public transport system, these accidents could have been
avoided. It has been argued in chapter one that; DSM city is still the de facto capital
of Tanzania and the centre for political, commercial and industrial activities. Thus, it
is still the centre of all economic, social and political activities; locally and
internationally, and as such is still the centre of all sorts of paraphernalia and is the
most densely populated and busiest city in the country (Setebe, 1994). Despite that
importance, the city is still relying on motorcycle as a licensed public means of
transport. It is clear and evident that the ongoing growth rate of using motorcycles as
a means of transport in DSM region is due to the existence of traffic congestion. This
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is due to the reason that if there were good, effective and efficient means of transport
such as bus rapid transit and trains, no one could board a motorcycle to and from
work. Thus, due to the existence of road traffic congestion; motorcycle has been seen
as the fastest and reliable means of transport simply because it cannot be stacked in
the congestion; and in most cases, it normally uses the secondary roads. The research
revealed that there are more than 15,000 motorcycles in DSM region. The impact of
this mode of transport is ongoing accidents daily as shown below:
The research showed that an accident, particularly motorists, has been a sounding
phenomena countrywide and specifically in DSM region. It was revealed that 8,178
accidents caused by motorbikes between January and May 2013, claimed the lives of
1,282 motorists countrywide. Reading the ministerial statement on the state of
motorcycle accidents in the 2013 parliament meeting; the Minister of Home Affairs
Dr. Emmanuel Nchimbi reported that the 10,036 motorcycles registered in the
country have become a major challenge. Between January and December 2012,
5,763 accidents were caused by motorbikes killing 930 and injuring 5,532
countrywide. He added that DSM is leading with 2,479 accidents killing 56 and
injuring 1,211 people from January to May, 2013.
Dr. Nchimbi cautioned that the trend of motorcycles accidents is alarming calling for
concerted efforts on the part of government and other stakeholders to address the
situation which spawns orphans and people with disability. Traffic accidents hurt the
poor mostly (Sohail, 2000). This has been emphasized by other researchers that the
poor are particularly vulnerable to the stocks in their livelihoods by traffic accidents.
The injury or death of a breadwinner is most likely to be a considerable internal
shock which would impact negatively on the livelihood of the poor household
(Transport Research Laboratory, 2002). Furthermore, the research showed that
within DSM itself; the leading region with a high rate of motorcycle accidents is
Kinondoni followed by Ilala and Temeke.
In 2012, Kinondoni had a total number of 995 accidents, where by 73 people were
killed and 1252 were injured. From January to April 2013, there were 252
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motorcycle accidents, where by 18 people were killed and 499 were injured. With
regards to Ilala region, in 2012 the motorcycle accidents were 703, in which 48
people were killed and 484 people were injured. From January 2013 to April 2013,
there were 301 motorcycle accidents, where by 13 people were killed and 135 people
were injured. In Temeke region, there were 775 motorcycle accidents in 2012, where
by 36 people were killed and 819 were injured. From January to April 2013, there
were 224 motorcycle accidents, in which 13 people were killed and 235 were injured.
5.4 Physical/Mental Complications and Effect on Work Performance.
5.4.1 Discomfort
Children, sick people, elders and pregnant women are among the group that is mostly
affected by the road traffic congestion. The study showed that; when they are in a
crowded bus during traffic congestion, they spend more time in a vehicle which is
not moving or which moves in a snail-like motion. Humphrey; a standard five
students at Olympio primary Sschool in Ilala municipality complained that:
“I normally suffer a lot while in congestion because some passengers do push us,
and when we are stacked within the passenger we normally suffocate, sweating,
getting tired and when I reach home I cannot even study.”
It may be worthy remaking that no adequate efforts have been made by the
respective authority in DSM city to ensure that buses carry only a required number of
passengers (level seats). Traffic regulations are not observed by the drivers of the
daladala buses. They stop anywhere on the road to board and alight passengers. This
worsens the situation and further delays the road traffic behind the buses. However,
previous studies showed that discomfort to passengers due to congestion is not a
unique problem to Tanzania cities; it is also a problem to cities of the developing
countries like India, Nigeria, Kenya and Uganda (Chiruri, 2007).
5.4.1 Environmental Pollution
The research demonstrated that road traffic congestion lead to environmental
pollution. This is due to the carbon dioxide smoke emitted by the cars which their
engines are just on but not moving. About 55.5% of the respondents agreed with
these adverse health effects. Linah from Loyola High School commented that:
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“The vehicle emissions cause me to sleep within the vehicles and once I arrive at
home or school, I normally experience headache which impedes me to study as
expected.”
These emissions create air pollution and are related to global warming. Moreover;
during road traffic congestion, vehicle emissions pollute air and consequently affect
people’s health. Likewise, the use of horns causes noise pollution. Noise is a serious
health hazard and the health effects of hazardous noise exposure are now considered
to be an increasing dangerous public health problem. Prolonged or excessive
exposure to noise, whether in community or at work; can cause medical
complications such as hypertension disease. Noise can adversely affect performance
of various activities such as reading, office work, and problem solving.
5.4.5 Health Effects
Sincerely speaking, road traffic congestion has serious health effects to the people
particularly those depending on public transport. The research revealed that most of
the buses are highly overcrowded while on queues. Due to this, contamination of
diseases, among others; TB, flue and skin diseases such as rashes becomes easy.
About 80% of secondary schools students who participated in the study agreed and
complained about the problem of being contaminated with flue from the
overcrowded buses which normally stay on the roads for a long time.
5.5 Supporting Policies to Reduce Road Traffic Congestion.
The National Transport Policy provides the basis for the development and
management of the transport sector towards its key function of facilitating the
optimal development of the national economy. It also assists in guiding and
coordinating the functions of policy formulation, planning, financing,
implementation, monitoring and evaluation of the transport sector. The stakeholders
involved in executing these functions include the public sectors such as ministries,
departments and agencies; the private sectors and civil societies; and the
development partners. This policy is guided by the national development
programmes such as the 2025 vision, Millennium Development Goals (MDGs), the
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MKUKUTA, Civil Service Reform programme, Parastatal sector reform, private
sector involvement in economic development, strategic environmental sustainability,
gender issues, eradication of diseases and literacy campaign and other sector
development programmes (NTP, 2011). Despite the fact that the quality of the road
network has improved in the last decade because of substantial new investment and
better maintenance, in June 2010, the percentage roads in good to fair condition for
various categories was 98 for Trunk paved, 99 for Regional paved, 91 Trunk
unpaved, 87 for Regional unpaved, and 56 for local roads (NTP, 2011).
The research showed that about 80% of the respondents strongly disagreed with the
performance of the national transportation policy. This is due to the reason that the
policy has not yet been implemented to the extent that it is posing a big challenge
and obstacle to the attainment of the nation’s 2025 vision, Millennium Development
Goals, and MKUKUTA goals. The rationale behind this view is insufficient funds
which impacts the social economic developments which include, among others;
growing of backlog of maintenance, declining of the road asset value due poor
maintenance; increased vehicle operating cost resulting to higher travel fares and
freight costs; and reduction of transport corridor competitiveness. The impacts of the
congestion in DSM as addressed above, is a vivid example on how the national
transport policy has a long way to go so as to accomplish its strategic goals and
objectives.
Since the implementation of the 2003 NTP, numerous studies have been carried out
relating to the sector. The focus of many studies relates to investment programme.
However, some of the key studies informing policy include:
i. Dar es Salaam Transport Policy and System Development Master Plan,
2008;
ii. Urban Transport Management Study, 2011;
iii. Urban Transport Policy and Strategy for Dar es Salaam, 2011;
iv. Study on Options for Managing the Transport Infrastructure Network under
the Responsibility of Local Government Authorities 2008;
v. Tanzania Ports Master Plan, 2009;
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vi. Study of Impact of Reforms in Transport Sector, 2010; and TSIP Inter-
modal Study, 2011.
The Dar es Salaam Transport Policy and System Development Master Plan of 2008
study provides a long-term perspective and framework for DSM in terms of
demographic, economic and spatial dimensions up to 2030. The study proposes a
road network plan for the two planning horizons, namely the year 2015 and 2030
with 8 priority intersections identified to require grade separation in the near future.
With regard to the public transport system for DSM, Bus Rapid Transit (BRT) was
recommended to be the primary (or spine) public transport system, feeding
secondary bus systems on the secondary arterial roads. Some improvements were
also recommended for the traffic management in the Central Business District
(CBD). Noting the fragmented planning process and lack of vertical and horizontal
coordination between levels of government and departmental disciplines, the study
recommended the establishment of a Dar es Salaam Urban Transport Authority
(DUTA) as an accountable and transparent authority responsible for the transport
system development. Furthermore, the discussion paper on Urban Transport Policy
and Strategy for DSM went further to suggest urban policies and strategies that can
lead to improvement of the transportation situation.
In response to this policy, the research found that a number of measures have been
taken by the government through its various ministries and agencies to realize its
succession through alleviation of road traffic congestion in DSM region. Such
measures include:
5.5.1 Tanzania Railways Limited
The idea of introducing a DSM commuter train service was proposed in 1989 under
the second phase of Tanzania government under his Excellence President Ally
Hassan Mwinyi. This response was partly the idea of running the city train since the
era of Tacit was postponed for some years due to some factors like technical aspects
on coaches, cost of operating and the idea of privatizing TRC.
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However, after the Government of the United Republic of Tanzania realized the
growth of road traffic congestion in the city of DSM. In May, 2012 the Minister of
Transport Honorable Dr. Harrison Mwakyembe (MP) instructed TRL and RAHCO
to repair the existing rolling stock and infrastructure in order to start a commuter
train service in DSM as one way of reducing the problem of road traffic jam.
Consequently, commuter train in DSM city was inaugurated on 29th November 2012
by the said minister as an option or strategy of alleviating road traffic congestion in
the city of DSM.
The commuter train DSM is hitherto operating from stesheni (Station) to Ubungo
Maziwa covering a length of 12kms and TAZARA from Mwakanga to Kurasini via
main station of DSM covering a length of 34.5kms.This service is provided for six
days per week, while that of Stesheni to Ubungo Maziwa is for seven days a week.
The people have responded positively since the implementation of this strategy to the
extent of exceeding the capacity of the commuter train particularly during the peak
hours. For instance, the average number of passengers served by TAZARA is 9000
per day while on TRL is about 5000 per day (Habari Leo, 2013)
Since the inauguration of the commuter train in DSM, it has reduced the number of
cars in the roads and the traffic jam in particular. About 14,000 passengers are
carried by the train every day. This is equivalent to 467 daladala buses with
capacities of carrying 30 passengers each. Moreover, this mode of transport has
convinced many people within the city who were using private cars to travel to the
city center by using the commuter train. Among the profit accrued from DSM
commuter train are: saving time that was being lost during congestion, fuel savings,
individual and organizations’ performance enhancement.
5.5.2 Introduction of BRT in DSM Region
DSM has taken many initiatives in the establishment of DART agency around the
development of BRT system (DSM Transport Policy and Master Plan, 2008). This
initiative has full support of the Master Plan Study as it can address fundamental and
structural issues of inefficiency in the bus operation.
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DART Agency is a government entity established by GN No.120 of 25th May, 2007
under the Executive Agencies Act No. 30 of 1997 and its subsequent amendments.
The key role of the DART Agency is to establish and operate the Bus Rapid Transit
(BRT) system in DSM. The Agency aims at achieving the following objectives:
i. Establish and operate BRT system for DSM, branded Dar Rapid Transit –
DART;
ii. Ensure orderly flow of traffic on urban streets and roads; and
iii. Ensure effective management of the agency.
The Agency operates under the guidance of the Prime Minister’s Office, Regional
Administration and Local Government – (PMO-RALG). BRT, so called DART, was
proposed in 2003 and succeeded in gaining sufficient funding and political will to be
fully implemented by 2030 (JICA, 2008). It is a citywide 137 km system designed to
completely replace the existing public transport called daladala (DSM-City Council,
2007). The system is a min bus based mass transit system operating on exclusive
lanes. It is, therefore, expected to provide reliable and comfortable trips with short
travel times as its buses run on exclusive and segregated lanes. It is also expected to
be environmentally friendly and sustainable as its buses will be of high quality and
thus less polluting than the existing public transport (daladala).
Currently, only one road is being constructed due to insufficient funds. However,
about 50%-60% of the respondents agreed that the current supporting policies that
are being implemented will reduce the problem of road traffic congestion in DSM.
These are the introduction of commuter trains and the bus BRT. One of the
respondents from REPOA commented that:
“This will only be achieved once these projects are well implemented on time and
well administered. It will also overcome the arising challenges and obstacles so as to
enhance effective and efficient monitoring; evaluation and planning”.
It was further argued that the BRT will increase the capacity of the road network to
move passengers quickly, efficiently, and safely at minimum cost as stated by the
policy.
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The earlier research on the DSM-BRT projects provided an optimistic comment. It
was argued that the implementation of the BRT and mobility management strategies
can enhance mobility in the city and reduce the demand for private vehicles. This is
because the project will have more numerous gains in terms of improving the current
transport supply (Demzee & Mzee, 2012). For example, the NTP in 2011
recommended that the improved traffic management and parking control can be very
effective in reducing congestion and increasing traffic flow. Better traffic
management can be achieved through better junction design, improved traffic
signaling, improved parking control and more effective policing. Measures that have
been taken so far in DSM have only ‘scratched the surface’ of their full potential.
The research revealed that only the city council has responded positively to this
recommendation by constructing a parking building along Mission Street within the
city centre. This project is a joint venture with the NHC.
5.6 Current and Future Strategies to Alleviate the Road Traffic Congestion
These strategies are carried out by various government stakeholders who are
concerned with the whole issue of transportation. These are:
5.6.1 TANROADS-Dar es Salaam Region
To rehabilitate and construct the collector roads to bituminous standards, thus are:
i. Tabata Dampo to Kigogo
ii. Mbezi Mwisho through Goba to Tegeta Kibaoni and to SamakiWabichi.
Tenders concerning this project were floated in May 2013.
i. Mbezi Mwisho to Kinyerezi through Malambamawili and Kifuru
ii. Construction of DSM outer ring road from Bunju to Pugu area.
iii. Kimara Baruti-Msewe-Changanyike (UDSM)
Others are:
i. Construction of interchange lanes at Tazara and Ubungo junctions
(Flyovers)
ii. Construction of pedestrian’s overhead bridges at some locations such as
Buguruni, Vingunguti, Mwenge and MbeziMwisho new Bus stand.
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5.6.2 Ministry of Works
The ministry of work has set some strategies that are aimed at reducing the problem
of road traffic congestion in DSM region. In its 2013/2014 budget, the ministry has
an amount of Tsh. 28, 634.00 million for that purpose (Ministry of Works, 2013).
Among the works that are geared towards this aim are:
i. Establishing road networks
ii. Finalizing the improvement of Ubungo bus terminal-Kigogo-Kawawa round
about
iii. Construction of Kawawa round about-Msimbazi valley-Jangwani junction
iv. Construction of the road Jet Corner-Vituka- Davis Corner
v. Construction of UbungoMaziwa-External and tabata Dampo –Kigogo road
to a tarmac level.
vi. Construction of Kimara-Kilungule-External road
vii. Construction of Mbezi (along morogoro road)-Malambamawili- Kinyerezi-
Banana
viii. Construction of the road from Tegeta-Kibaoni-Wazo Hill-Goba-
Mbezi/Morogor road
ix. Construction of Tangibovu-Goba road
x. Construction of Kimara Baruti-Msewe-Changanyikeni road
xi. Construction of Kibamba-Kisopwa-Kibamba-Mlonganzila road
5.6.2.1 Construction of Flyovers
The ministry of works has planned to construct one fly over at the junction between
the Nelson Mandela road and Nyerere road. This junction is famously known as
TAZARA. This project is financed by the people of Japan and it is expected to begin
during the current financial year 2013/2014.
Moreover, in the same financial year the ministry is expecting to do some
improvements on the road junctions namely Chang’ombe, Ubungo, Magomeni,
Mwenge, Tabata/Mandela and Morroco under the system of designing and then
building (Design and Build). Also the ministry has planned to widen some areas of
its road in DSM such as BenderaTatu-Gerezani (Kamata) along Kilwa road and
Mwenge-Moroco..
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5.6.2.2 Construction of Ferries
In 2013/2014 budgetary year, the ministry has planned to start ferry transportation
between DSM and Bagamoyo; and Bunju to Kivukoni (city centre). Thus the
ministry has allocated Tsh.4, 484.00 million for that purpose.
5.6.3 Tanzania Railways Limited
i. To increase the number of coaches from 6 to 8 by 24th/11/1213
ii. To increase one coach from 8 coaches to 9 coaches by 14th/05/2014
iii. To add the second train to Ubungo Maziwa which will cross at Buguruni
kwa Mnyamani with the phase on train
iv. To use new trains like DMUs (Diesel Multiple Units)
v. To establish a modern system of trains’ fare collection so as to earn a
reasonable income. This in turn will enable the organization to be in
position to reduce the operating cost.
The ministry of transport is still going on in rehabilitating trains’ heads (engines) as
well as accomplishing the existing infrastructure so as to enable them provide safe
and sustainable service.
The plan to increase train transport in DSM region is an issue which has an
involvement of many government’s organizations. In acknowledging that situation,
the ministry of transport has formed a committee chaired by the deputy minister of
the same ministry with members from PMO-RALG, Ministry of Work; Ministry of
Land, housing and residence, RC-DSM, DC’S offices of Kinondon, Ilala and
Temeke, DSM-City Council; TANROADS, RAHCO,TRL,TPF,SUMATRA, and
Municipal Councils of Kibaha, Mkuranga and Kisarawe.
5.6 Human Resource Implication of the Findings
Road traffic congestion must be understood in the wider context of city dynamics
and agglomeration benefits. Traffic congestion in urban, and in special way DSM, is
often the outcome of successful urban economic development, employment; and
housing and cultural policies that make people want to live and work relatively close
70
to each other and attract firms to benefit from the gains in productivity derived
(OECD, 2004). There are many indications that, even though they may not be
thrilled by the prospect, urban road users are prepared to live with crowded roads so
long as they derive other benefits from living and working in their cities.
Congestion prevents people from moving freely and it slows and otherwise disrupts
the conduct of business within urban areas. However, it is important to note that
unfettered movement is not the primary benefit derived from living in urban areas.
Cities provide access to a wide range of activities, people, services, goods, markets,
opportunities, ideas and networks. These benefits can be delivered either through
speed or through greater proximity. Congestion may affect travel speed but in some
circumstances, such as dense urban cores, congestion may both be expected and, to
some degree, accepted.
In these cases, cities have come to accept a degree of congestion and continue to get
along relatively well as long as overall accessibility is high. In this context, it is not
difficult to see how congestion can or should be eradicated in economically buoyant
urban areas nor is there any indication that urban road users expect to travel in
congestion-free conditions at peak hours. This is not to say that cities should not
proactively and vigorously address growing congestion, rather they should,
especially in cases where congestion can be linked to specific traffic bottlenecks and
cost-effective measures are available. However, in the long run, what matters most
for policy is how congestion can be managed such that the beneficial outcomes of
agglomeration are not eroded unacceptably by the negative impacts of congestion.
The question is not how policies should eradicate congestion but rather, how can
authorities best avoid excessive congestion – for this is really what lies at the heart of
congestion management policies. (OECD, 2004)
71
CHAPTER SIX
SUMMARY, CONCLUSION AND RECOMMENDATIONS
6.0 Introduction
This chapter provides a summary of the major findings, conclusion and
recommendations in relation to the stated purpose. It also gives suggestions on areas
for further studies. The purpose of this study was to evaluate the Social-Economic
Impact of Road Traffic Congestion in DSM region. Specifically, it was attempting to
answer the following questions. What are the social-economic impacts of traffic
congestion in DSM? What is the relationship between traffic congestion and work
performance? What is the loss from the traffic congestion? What are the
complications related to road traffic jam that likely affect performance? What are the
supporting policies that need to be put in place to reduce traffic congestion?
6.1 Summary of the Study
In recent years, particularly since the early 1990s, rising transport demand and road
traffic have led to increasing congestion, delays, accidents and environmental
problems, particularly in large cities. This explosive increase has been the result of
greater access to cars (as the purchasing power of the middle-income classes has
risen), easier access to credit, falling retail prices, a larger supply of used cars,
population growth, a decline in household size and an unstructured approach to urban
transport policy.
The city of DSM in Tanzania as elsewhere in developing countries, concerns over
urban growth and its transport implications are becoming more important in both
national and local political agenda. This is particularly true in the city where
increasingly new peripheral developments have resulted to increased congestion and
placed stress upon the local transport networks and the urban environment. It has
been earlier argued that DSM is one of the fastest-growing cities in Sub-Saharan
Africa with an estimated urban population of almost 4 million inhabitants in 2010
and annual population growth rate of more than 4 percent per annum.
The study found that there is significant relationship between the social-economic
activities in DSM and the road traffic congestion. The affectivity and efficiency of
72
the social economic activities are affected or hindered by road traffic jams in terms
of delays, accidents, road rage, and decrease in income; few working hours for work
and study; tiredness, boredom, fatigue, illness but few to mention. Thus, the variable;
road traffic congestion is an independent factor while social economic aspects
remained to be dependent factor. A slight change in traffic jam automatically affects
the social economic aspects of the residents in DSM.
It has been established that congestion involves queuing, slower speeds and
increased travel times which impose costs on the economy and generate multiple
impacts on urban regions and their inhabitants. Congestion also has a range of
indirect impacts including the marginal environmental and resource impacts of
congestion, impacts on quality of life, stress, and safety as well as impacts on non-
vehicular road space users such as the users of sidewalks and road frontage
properties. Policy-makers should ensure that cost-benefit evaluations or other policy
evaluation methodologies include an assessment of these impacts as well as take into
account the broader considerations such as the type of cities people want.
6.2 Conclusion
This report has evidently portrayed beyond doubt that road traffic congestion in
DSM is one of the main obstacles for all activities whose attainment depends on
transport being public, government or individual. There is a big loss in general and in
special way in all aspects pertaining to social and economic sector. Researches show
that congestion in DSM is changing from bad to worse; more importantly, it is
getting worse year by year.
Current official forecast imply that congestion will be substantially worse by the end
of this decade even on the very favorable assumption that all current government
projects and policies are implemented in full, successfully and on time. This is due to
the fact that road traffic is growing faster than the road capacity. It is not a temporary
problem rather it will continue to grow and be a case. In the absence of the measures
to reduce traffic, it is very infeasible to match a road programmed to unrestricted
trends in traffic growth. That is ownership and use of private cars.
73
The contribution of transportation systems to the economy and the welfare of the
society are very significant and must play a major role in the development
programmes of a nation. Poor transportation systems and networks cause enormous
losses due to traffic congestion and the road accidents far beyond the cost of the
development of efficient systems. Looking for the challenges at hand, future growing
requirements and experience from other developed countries can help in saving lives,
injuries and enormous social economic losses in DSM. Consequently, there is a need
for collaboration among the government and the related stakeholders to alleviate this
problem, and if possible to eradicate it.
6.3 Suggestions, Comments and Recommendations
In addressing the problem of road traffic congestion, the respondents and various
stakeholders gave a number of suggestions and recommendations to the respective
authority. Among them are:
6.3.1 TANROADS-Dar es Salaam Region
i. The government should provide more funds to municipal councils to
rehabilitate their roads which feed the main roads to bituminous standard.
ii. Synchronization of traffic signals to have green wave length for main roads
in the city such as Mandela, Morogoro, Nyerere, Kilwa and Bagamoyo
roads.
iii. Introduction of cameras along road for easy monitoring and removal of
defective vehicles along the routes.
iv. Introduction of modern and mandatory vehicles inspections to allow only
roadworthiness vehicles to pass on the roads
v. Enhance effectiveness and modern enforcement procedures to the traffic
police
vi. Improvements of roads should take into consideration separating the road
users. This is due to the fact that mixed traffic in one route is also a cause of
congestions
vii. More effective maintenance of roads by providing enough funds. This
means that maintenance needs to be done in time and professionally.
74
6.3.3 Private Investments
Despite the ongoing BRT projects in DSM, and the planned flyover to be
constructed; most of the respondents suggested to the government to encourage and
invite private companies to invest on public transport in DSM region. Some routes
can be set for private companies to operate for example, Mwenge-Posta along Alli
Hassan Mwinyi, Gongolamboto - Posta along Nyerere road and Mbagala-Posta along
Kilwa road. This will make the government refrain from buying buses like the failed
UDA project. The government should also give subsidies to its agencies such as
DART agencies, as well as sell the shares of such agency so as to enable it sustain its
operating costs. The advantage of such private companies is that:
It can introduce buses that carry probably 50 passengers than the current daladala
that carries 25-30 passengers. It means that a route which has 200 daladala will be
substituted by 105 buses and thus 95 daladala be removed from operating in a route.
This will reduce congestion at a certain degree.
There will be a schedule for buses departure; let’s say after each ten minutes and that
the buses should not be allowed to be overcrowded. In turn, this will help the people
to reach their destinations on time as well as saving the time that they daily loose on
bus stations waiting for a bus to board.
Drivers and conductor will be assured of permanent and pensionable employments as
opposed to the current situation where by most of them are temporarily employed on
non pensionable terms. Also they should be accessible to employment rights such as
insurance and holidays. This means that the government will be in position to collect
reasonable tax from them.
Other formal employment opportunities like for accountants, economists, mechanics,
and various people from different professions will be created. In that aspect, such an
investment will reduce the level of unemployment in Tanzania.
75
6.3.4 Construction of Light Railways
A good number of respondents suggested that the government and other stake
holders set strategies to construct light railways that will be interlinked to the current
railways ending at the main station in the city centre. For example, they advised that
a light railway can be constructed from Ubungo Maziwa via Kimara, Mbezi to
Tegeta. Such a strategy can help in reducing traffic congestion because the daladala
that operate on the Tegeta-Ubungo and Kimara-Mbezi routes can be removed.
Although the suggestion sounds positive, its implementation is very expensive.
Hence, it is further advised that research and evaluation must remain prerequisite.
6.3.5 Review of Transport Policy and Rules.
There is a good number of policy and rules concerning transportation in DSM, that to
large extent, have not yet been well implemented and some are beyond the
implementation time frame. Hence, there is a need to review them so that they suit
the current situation in DSM region and other cities in the country that are fast
growing.
6.3.6 Improving Public Transport
Public transport has the potential to transport more people than individual cars for a
given amount of road space (in the case of on-street systems such as buses and trams)
or without consuming any road space at all (in the case of off-road systems such as
metros and surface rail systems). The promotion of public transport remains a
fundamentally important congestion management strategy. When public transport
provides quality service that approximates the car drivers who have previously been
used to, it can maintain a high level of access throughout urban areas with a drop in
overall car usage.
Earlier researches on traffic congestion indicated that; for the congestion mitigation
potential of public transport to be realized, travelers must feel that the extent and
quality of service provided are sufficient for them to forego using their cars for
certain trips – especially those in peak periods (OECD, 2004). Thus, actions taken to
encourage a mode shift to public transport should address the perceived costs by the
76
user, ease and comfort of travelling by public transport as well as its reliability,
safety and security.
6.3.7 Collaboration between different Authorities
Typically, congestion cuts across jurisdictional boundaries and, therefore, the design
and implementation of congestion management policies will require collaboration
between different authorities. At the national level, it is important that policies make
coordination between regional transport and urban planning bodies legally possible
and encouraged. This includes the design of funding mechanisms. Implementing a
congestion management strategy requires the collaboration of many different actors.
6.4 Further areas of Study/Research
In accordance to the nature of the findings, further research can be carried out on
assessment of social-economic contribution of the BRT in DSM region, the impact of
licensing motorcycles as a public means of transport in DSM and challenges facing
the DSM master plan, as well as national transport policy.
77
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APPENDICES
Appendix 1: RESEARCH QUESTIONNAIRE
Questionnaire on The Social-Economic Impact of Road Traffic Congestion in Dar es
Salaam Region.
Name of the Organization………………………………………………………….…
Dear Respondent; Thank you for taking part in this study.
I am Abel D. Elisonguo from Mzumbe University; Dar es Salaam Campus College.
May I wish to notify you that this questionnaire has the aim of gathering information
about the study titled “The Social-Economic Impact of Road Traffic Congestion in
Dar es Salaam Region”? This is purely an academic study, which is being conducted
as a partial fulfillment for the award of degree on Masters of Science in Human
Resources Management at Mzumbe University.
Through this information, the researcher will be able to assess and document the
Social economic impact of road traffic congestion in Dar es Salaam region. It should
be noted that all information obtained will be treated very confidentially and used for
intended purpose only. Please feel free to answer the questions according to your
experience and your personal understanding.
Guidelines/Instructions:
1. Kindly answer all questions correctly as instructed, but you may skip any
question you consider to be irrelevant.
2. Do not write your name on this questionnaire as it might not be associated
with your answers.
Task 1: Bio data
Please fill in the brackets provided the roman number as per requirement of the
statement.
1. Sex
i. Male
ii. Female ( )
2. Educational level
i. Primary School
85
ii. Diploma
iii. Advanced Diploma/Bachelor
iv. Masters ( )
v. PhD
3. Type of Employment
i. Employed
ii. Self-Employed
iii. Unemployed ( )
iv. Student
4. Position
i. Management level
ii. Middle level / line manager
iii. Operational level ( )
Using the scale in each category, please circle the number of the rate that BEST
describes the extent of social-economic impact of road traffic congestion in Dar es
Salaam region. Also fill the blank spaces.
Scale:
1 = Strongly Agree
2 = Agree
3 = Neither Agree nor Disagree
4 = Disagree
5 = Strongly Disagree
Objective 1. To determine the relationship / connection between the existing road
traffic congestion and the social-economic activities.
86
1
Strongly
Agree
2
Agree
3
Neither
Agree
nor
Disagree
4
Disagree
5
Strongly
Disagree
1. Delays due to traffic
road congestion results in late
arrival for employment, market
place, malls, hospitals, court,
meetings, schools and
universities.
2. Lateness to work
reduces hours of performance
of an individual organizations
3. Many working hours
are daily lost on the way,
4. Blocked traffic jams
some time interfere with
passage of emergency vehicles
travelling to their destinations
where they are urgently needed
such as medical doctors, fire
and police services
5. Road traffic congestion
has serious problems in mining
of the socio economical
activities.
6. How many working
hours/minutes do you lose per
day on the way
87
7. What could be the
monetary value of the hours
/minutes that you loose on the
way per day
8. How lateness to your
destination affect your daily
performance
Objective 2. To evaluate the loss from the road traffic congestion
9. Road traffic
congestions increase the
consumption of fuel
10. Transporters get loss
when the transported goods are
not delivered on time
11. Wear and tear on
vehicles as a result of idling in
traffic and frequent
acceleration and braking, lead
to more frequent repairs and
replacements
12. Road traffic congestion
drags the productivity and
growth of the regional
economy.
13. Road traffic congestion
has led to an increase in
accidents, which cause death,
destruction of properties,
permanent disability and
injuries
88
14. The accidents are
accompanied with blocking
other road users’ passage
thereby causing gridlock
caused by the vehicles
involved in the accident.
15. Road traffic congestion
has led to poor performance to
students.
16. Workers
/Entrepreneurs are performing
below standards due to late
arrivals
17. Higher chance of
collisions due to tight spacing
and constant stopping-and-
going.
18. The use of motorcycles
as alternative means of
transport has increased the rate
of accidents
19. Inability to estimate
travel times leads to drivers
allocating more time to travel
"just in case", and less time on
productive activities.
20. Congestion steals time
that could be put to better use
in workplace or for
social/recreational purposes
21. Children, sick people,
89
elders and pregnant women are
among the groups that are
mostly affected by the road
traffic congestion due to
discomfort.
22. Traffic congestion
increases operating costs for
the cars in terms of fuel, tear
and wear
23. Accidents occur during
road traffic congestion as
drivers maneuver their
vehicles unlawfully in order to
reach their destination as early
as possible
24. Traffic congestion
sometimes hinders the police
to attend events such as
robbery, accidents, fire on
time.
25. Road Traffic
Congestion has made people
opt for motorcycles as a simple
means of transport, which in
turn has led them to be subject
of daily accidents.
26. Deaths resulted from
road traffic congestion-related
accidents increased the
dependant ratio
27. Due to early wake up
90
and late coming to home place;
many workers are victims of
risks associated with thieves
and rapists who invade them
early in the morning and
evening and take their
belongings such as money,
mobile phones, and other
belongings
28. Dar es Salaam
residents spend an average of
1-2 hours commuting while
average travel time by buses is
estimated to be 10-35 minutes
29. Congestion reduces
workers’ access to jobs and
causes employers to have
access to fewer workers
30. How many liters of fuel
do you think you west during
congestion
31. . How many liters of
fuel that you can use when
there is no congestion
32. How many times have
you been late to school/college
per week
33. . How lateness to
School/college affect your
academic performance
34. What is the annual rate
91
of accidents in Dar es Salaam
Objective 3. To examine the physical/mental complications caused by the traffic
congestion that likely affect work performance.
35. Tiredness caused by
long stay in queuing reduce
work performance
36. Stress affect work
performance
37. Tiredness affect
performance in academic
works
38. Early wake up for
students has made them unable
to concentrate on the lectures
39. Vehicle emissions
during congestion pollute air
and consequently affect
people’s health
40. High levels of
congestion has led to long
uncomfortable commuting
journeys, overcrowded buses
and substantial air pollution
41. Longer commutes are
more likely to report less
frequent participation in
physical activity, decreased
cardiovascular fitness and
possess a greater body mass
index.
92
42. Long commute alone
have health impacts – such as
fatigue, digestion difficulties,
pains and increased heart rate
– associated with stress
brought on by traffic
congestion.
43. Traffic congestion has
also been found to disturb
mood, frustration, tolerance
and work absences.
Objective 4. To identify supporting policies that may need to be put in place to
reduce road traffic congestion.
44. The Introduction of
train transport in DSM have
reduced traffic jam
45. Train transport has
simplified the social-economic
activities
46. The Bus Rapid Transit
project will alleviate the
problem of road traffic
congestion in DSM
47. The Bus Rapid Transit
project will increase the
efficiency of social-economic
activities in Dar es Salaam
region
48. The Objective of
National Transportation Policy
which is to facilitate the
93
49. (a) Does road traffic congestion affect your daily activities?
i. Yes ( )
ii. No ( )
(b) If yes, please explain briefly on the space provided below
………………………………………………………………………………………
(c) At what time do you wake up in the morning in order to cope up with the
congestion? ................................................................................................................
(d) How many minutes/hours do you use to and from the work place?
…………………………………………………………………………………
(e)What is the length (kms) between your residence and working/school place?
…………………………………………………………………………………
50. (a)Which alternative means of transport do you use or apply to cope
with the prevailing road traffic congestion in Dar es
Salaam………………………………………
(b) In what ways ha you or your organization tackled/adjusted with the problem
of the road traffic congestion so as to meet individual and organizational goals and
objective? ……………………………………………………………………………
51. (a)Is there any physical/mental effect that results from the road traffic
congestion which in turn hinders the performance of your daily activities?
i. Yes ( )
ii. No ( )
If YES please, please mention and explain in a brief way
…………………………………………………………………………………
The End
Thank you for your Cooperation!
optimal development of the
national economy, through
adequate means of transport
have not yet succeeded
94
Appendix 2: INTERVIEW GUIDE
An Interview on The Social-Economic Impact of Road Traffic Congestion in Dar es
Salaam Region.
Name of the Organization………………………………………………………….…
Dear Respondent; Thank you for taking part in this study.
I am Abel D. Elisonguo from Mzumbe University; Dar es Salaam Campus College.
May I wish to notify you that this interview has the aim of gathering information
about the study titled “The Social-Economic Impact of Road Traffic Congestion in
Dar es Salaam Region”. This is purely an academic study, which is being conducted
as a partial fulfilment for the award of degree on Masters of Science in Human
Resources Management at Mzumbe University.
Through this information, the researcher will be able to assess and document the
Social economic impact of road traffic congestion in Dar es Salaam region. It should
be note that all information obtained will be treated very confidentially and used for
intended purpose only. Please feel free to answer the questions according to your
experience, skills and your personal understanding.
Bio data
Please fill in the brackets provided the roman number as per requirement of the
statement.
1. Educational level
i. Primary School
ii. Secondary School
iii. Diploma
iv. Advanced Diploma/Bachelor
v. Masters ( )
vi. PhD
95
2. Type of Employment
i. Employed
ii. Self-Employed
iii. Unemployed ( )
iv. Student
3. Position
i. Management level
ii. Middle level / line manager
iii. Operational level ( )
4. What are the social-economic impacts of road traffic congestion in Dar es
Salaam region?
i. Social Effects : ( ALL)
ii. Economic Effects: ( ALL)
5. What is the total number of cars in Dar es Salaam? (SUMATRA&TRA)
i. Daladala
ii. Other type of cars
iii. Three wheel cycles
iv. Motorcycles
6. What should be done to alleviate the problem of road traffic congestions in
Dar es Salaam?(ALL)
7. What is the average number of accidents per day? (DSM TRAFFIC-HQ
&POLICE REGIONS)
8. What are the causes of road traffic congestion in Dar es Salaam? :( ALL)
9. Motorcycles and three wheel cycles are used as the fast alternative means of
transport in Dar es Salaam region. On the other hand they have been the first means
of transport that do get accidents daily. (DSM TRAFFIC-HQ,POLICE REGIONS,
MOI ®IONAL HOSPITALS)
i. What is the annual number of accidents of these motorcycles from January
2012 t0 April 2013?
ii. How many people died within that period?
iii. How many people were injured?
iv. How many people got permanent disability?
96
10. The pilot study that was done before this research showed that vehicle
breakdown was seen as the major source of causing unnecessary road traffic jam that
could be avoided. What is the main cause of these vehicles breakdown?(DSM
TRAFFIC-HQ, POLICE REGIONS)
11. What do you think can be done to reduce the problem of ongoing vehicle
breakdown in Dar es Salaam region?(DSM TRAFFIC-HQ, POLICE REGIONS)
12. What are the strategies at hand and those that are intending to be
implemented aiming to reduce the problem of road traffic congestion in Dar es
Salaam region?(TANROADS)
13. The ministry of Transport in collaboration with Tanzania Railway
Corporation has started train transportation from Ubungomaziwa to Stesheni in Dar
es Salaam region in order to reduce the problem of traffic jam.(MINISTRY OF
TRANSPORTATION, TRL&SUMATRA):
i. To what extent this strategy has helped to reduce the traffic jam?
ii. What is the average number of passengers that the train serves per day?
iii. What are the obstacles, challenges facing the new train transportation in Dar
es Salaam region?
14. The Ministry of Works in collaboration with TANROADS and DART are
currently constructing the project of Bus Rapid Transit on Morogoro road aiming at
reducing the problem of road traffic congestion in Dar es Salaam
region.(TANROADS, STRABAG, SMEC&DART):
i. What is the Profile of this project?
ii. What is the capacity of this road as far as the issue of transport is concerned?
iii. When the project will be completed; to what extent is it going to reduce the
problem of traffic jam?
15. Suggestions, Comment or Recommendations:(ALL)
Is there anything else you would like to comment or suggest?
The End
Thank you for your Cooperation!