VOL 1.1-Engineering Design Report For Roadway and Station-Final2 PDF

THE UNITED REPUBLIC OF TANZANIA Second Central Transport Corridor Project(CTCP2)
IDA CR. No. 4455-TA

Prime Minister’s Office
Regional Administration And Local Government
DAR RAPID TRANSIT AGENCY
Consulting Services for Design of 42.9kms of Bus Rapid Transit System

Phase 2 and 3 in Dar es Salaam City
1.1 Engineering Design Report
Final Report
January, 2015
Kyong Dong Engineering Co., Ltd. in association with

Ambicon Engineering(T) Limited
Table of Contents
1. Introduction 1
1.1 Background of BRT System ············································································ 1
1.2 Project Objectives ····························································································· 3
2. Site survey and Investigation 7
2.1 Road Condition Survey ···················································································· 7

2.1.1 General Description of Existing Road ··················································································· 7
2.1.2 Kilwa Road Section for BRT Phase-2 ···················································································· 7
2.1.3 Changombe/Kawawa Road Section for BRT Phase-2 ··················································· 8

2.1.4 Gerezani/Sokoine Drive Road Section for BRT Phase-2 ·············································· 9
2.1.5 Bandari/Gerezani Road Section for BRT Phase-2 ··························································· 9
2.1.6 Nyerere/Bibi Titi Mohamed Road Section for BRT Phase-3 ······································ 10
2.1.7 Uhuru Street Section for BRT Phase-3 ················································································· 11
2.1.8 Maktaba/Azikiwe Street Section for BRT Phase-3 ·························································· 12
2.2 Topographical Survey······················································································· 12

2.2.1 Primary and Secondary Control Survey ·············································································· 12
2.2.2 Topographical and Detail Survey ··························································································· 14
2.2.3 Reduction and Plotting of Survey Data ·············································································· 14
2.3 Soil and Materials Investigation ···································································· 15

2.3.1 Scope of Investigation ················································································································· 15
2.3.2 Roads Location and Topography ···························································································· 15
2.3.3 Geology, Lithology and Soils ···································································································· 16

2.3.4 Climate ················································································································································ 17
2.3.5 Existing Alignment Subgrade Soils ························································································ 18
2.3.6 Borrow Material Sources ············································································································ 18

2.3.7 Quarry Sources ······························································································································· 19
2.3.8 Sand and Water Sources ············································································································ 20
2.4 Hydrological Survey and Analysis ································································· 21
2.4.1 Location of the Study ·················································································································· 21
2.4.2 Description of the Study ············································································································ 21

2.4.3 Hydrological Analysis ··················································································································· 22
2.4.4 Hydraulic Analysis ·························································································································· 23
2.5 Traffic Survey and Analysis ············································································· 24

2.5.1 Introduction ······································································································································ 24
2.5.2 Traffic Survey···································································································································· 24

2.5.3 Traffic Analysis ································································································································· 28
2.5.4 Transport Demand Forecasting ······························································································· 28
2.6 Liaison with Relevant Utility Provider and JICA ········································· 39

2.6.1 Information for Public Utility ···································································································· 39
2.6.2 Liaison with JICA ···························································································································· 40
3. Roadway Design 41
3.1 Design Concept ································································································· 41

3.1.1 General················································································································································ 41
3.1.2 Kilwa Road Section for Phase-2 ······························································································ 41
3.1.3 Changombe/Kawawa Road Section for Phase-2 ···························································· 42

3.1.4 Gerezani/Sokoine Drive Road Section for Phase-2························································ 43
3.1.5 Bandari/Gerezani Road Section for Phase-2 ····································································· 43
3.1.6 Nyerere/Bibi Titi Mohamed Road Section for Phase-3 ················································ 44
3.1.7 Uhuru Road Section for Phase-3 ···························································································· 45

3.1.8 Maktaba/Azikiwe Street Section for Phase-3···································································· 45
3.2 Road Classification and Design Standards ·················································· 46

3.2.1 Road Classification and Design Speed ················································································ 46
3.2.2 Design Standards ··························································································································· 47
3.3 Typical Cross Section························································································ 49

3.3.1 Component of Typical Cross Section ··················································································· 49
3.3.2 Application of Typical Cross Section····················································································· 49
3.4 Geometric Design ····························································································· 68

3.4.1 Kilwa Road Improvement ··········································································································· 68
3.4.2 Railway Bridge Passing section on Kilwa road ································································· 69
3.4.3 Kawawa Road Pedestrian Flyover ··························································································· 69
3.4.4 Bibi Titi Mohamed Road Improvement ··············································································· 70
3.4.5 Improvement of Service Road on Nyerere Road ···························································· 71

3.4.6 Connection between Nyerere Road and Uhuru Street ················································ 71
3.4.7 Grade Separate Intersection ····································································································· 71
3.4.8 Pedestrian Flyover·························································································································· 76
3.4.8 Median open space. ····················································································································· 76
3.5 Drainage Design ································································································ 81

3.5.1 Design of surface drainage ······································································································· 81
3.5.2 Design of Sub-drainage·············································································································· 82
3.5.3 Design of Side Ditch ···················································································································· 83
3.6 Bridge Structure Design ·················································································· 84

3.6.1 Planning of the Structure ··········································································································· 84
3.6.2 Designing of the structure ········································································································ 97
3.7 Drainage Structure Design ·············································································· 131

3.7.1 Design of the New Culverts at Chainage 1+630 (Kilwa Road) and 4+522
(Changombe Road/Kawawa Road) ······················································································· 131
3.7.2 Box Culvert at Chainages 6+070 and 6+185 (Kilwa Road) ········································ 132
3.7.3 Box Culvert at Chainages 4+950, 5+420 and 5+600 (Kawawa Road) ·················· 134
3.7.4 Box Culvert at Station 4+522 (Kawawa Road) ································································· 136
3.8 Pavement Design ······························································································ 138

3.8.1 Selection of Pavement Type ····································································································· 138
3.8.2 Pavement Design for BRT Lane ······························································································· 140
3.8.3 Pavement Design for Mixed Traffic ······················································································· 143

3.8.4 Subgrade Improvement ·············································································································· 147
3.9 Road Sign and Safety Facilities ······································································ 149

3.9.1 Road Signs ········································································································································ 149
3.9.2 Road Marking ·································································································································· 151
3.9.3 Visual Guidance Signs ················································································································· 152

3.9.4 Safety Facilities for Bus Stations. ···························································································· 153
4. Architectural Design 155
4.1 Terminals and Depots ······················································································ 155

4.1.1 Design Assumptions ····················································································································· 155
4.1.2 Site planning ···································································································································· 156
4.1.3 Bus Terminal ····································································································································· 158
4.1.4 Terminal Shed ·································································································································· 158
4.1.5 Feeder Bus Shed ···························································································································· 160

4.1.6 Control and Administration Building ···················································································· 161
4.1.7 Car Parking········································································································································ 165
4.1.8 Ablution Block ································································································································· 166
4.1.9 Police Post ········································································································································· 166
4.2 Stations ··············································································································· 167

4.2.1 General················································································································································ 167
4.2.2 Locations ············································································································································ 168

4.2.3 Station Types ···································································································································· 168
4.3 Feeder Station Design ······················································································ 171

4.3.1 General················································································································································ 171
4.3.2 Phase-2 Routes ······························································································································· 171

4.3.3 Phase-3 routes ································································································································ 173
Abbreviation
BRT : Bus Rapid Transit System

CBD : Central Business District
NSSF : National Social Security Fund
TRC : Tanzania Railway Corporation
JICA : Japan International Cooperation Agency
TAZARA : Tanzania Zambia Railway Authority
RHS : Right Hand Side
LHS : Left Hand Side
DAWASCO : Dar es Salaam Water and Sewerage Company
TANROADS : Tanzania National Roads Agency
SATCC : Southern African Transport and Communications Commission
AASHTO : American Association of State Highway and Transportation Officials
MOW : Ministry of Works
MOID : Ministry of Infrastructure Development
TRL : Transport Research Laboratory
H.W.L. : High Water Level
PMDM : Pavement and Materials Design Manual
ESAL : Equivalent Single Axle Loading
CBR : California Bearing Ratio
SN : Structural Number
CONSULTING SERVICES FOR DESIGN OF 42.9KM OF BUS RAPID TRANSIT SYSTEM
PHASE 2 AND 3 IN DAR ES SALAAM CITY
1. Introduction
1.1 Background of BRT System

The Dar es Salaam city is the principle centre of commerce and industry in
Tanzania and very fast growing and developing city. Thus, demand of trans
portation especially in the field of public sector has been increased and w
ould become more serious in the near future.
To resolve this expected concern, the Government of Tanzania through Dar Rapid
Transit Agency (DART) under the Prime Minister’s Office wishes to bring
substantial improvement to the transport system for alleviating traffic congestion
in the city.
BRT system is known as bus-based mass transit system could deliver fast and
comfortable. It is also known as cost effective public transport and already has
been proven to be efficient in other major cities such as Seoul in Korea, Bogota in
Colombia, Curitiba in Brazil, Hong Kong and Guangzhou in China.
The DART infrastructure has been split into 6 phases (see Figure 1-1)
 Phase-1: Morogoro road, Kawawa road north, Msimbazi street and
Kivukoni Front - 20.9km
 Phase-2: Kilwa road, Kawawa road south, Changombe road-19.3km
 Phase-3: Nyerere road, Uhuru street, Bibi Titi Mohamed road, Azikiwe
road - 23.6km
 Phase-4: Bagamoyo road, Sam Nujoma road - 16.1km
 Phase-5: Nelson Mandela road, New Road 1 - 22.8km
 Phase-6: Old Bagamoyo road, New Road 2 and 3 - 27.6km
Phases-2 and Phase-3 are the corridors defined for this assignment.
Final Report – Engineering Design Report 1

<Figure 1-1> Dar es Salaam BRT Network

1.2 Project Objectives

The main objective of the project is to conduct a detailed engineering desi
gn of BRT Phase 2 and 3, preparation of bidding documents include cost e
stimates.
To this effect, the Chief Executive of DAR RAPID TRANSIT AGENCY commis
sioned M/s Kyong Dong Engineering Co., Ltd. in association with M/s AMBI
CON Engineering Ltd. to carry out Design of 42.9kms of Bus Rapid Transit
System Phase 2 and 3 in Dar es Salaam city.
The contract for the assignment, contract No. DART/CO1/2011 was executed
on the 25th of February, 2011.
The official commencement date of the assignment was 24th of March, 201
1 with the intended completion date of 12 months from the contract effec
tive date.
The design covers three main areas being the infrastructure design (in the
physical location), the network plans (the service plans) and the organizat
ional and institutional management plan.
Consultant has submitted Inception Report, Interim Report, Draft Report w

hich contained outlines of the Consultant’s initial findings and proposals for
undertaking the assignment and Draft Final Report which was contained d
etailed Design and whole reports.
However, the comments for draft final report requested design change aro
und 80% of plan to be reflected phase 1 issues of construction which is ab
out to be finished.
Therefore, the submission date of final report was requested to be postpo
ned by consultant to reflected whole comments and be reviewed by client.
Final reports are preparing and will be checked by specialist who are expe
rts for each part and nominated through Ref: No. DART/C.3/6 Vol. XI/ to r
eview final reports .

The team of 5 professionals are as follows ;
Area of specialization/Date
S/No Name Organization Title
of work
Edward Cost estimate and Bidding

TBA Quantity
1 Ngowi documents analysis
Survey
Date of work 22nd DEC–5th JAN 2015
Leonard Highway, Drainage and

TANROADS Highway
2 Ngayungi Structure design
Engineer
Transport system network Director of

Serapion
DART planning, design calculations Transportation
3 Tigahwa
and drawings and
Date of work 22nd DEC–9th JAN 2015 Development
Mohamed Operational plans, Traffic Traffic

DART
4 Kuganda management. Manageement
Date of work 22nd DEC–9th JAN 2015 Manager
Environmental,
Ms. Beatrice
DART Finalcial and Resettlements ESIA and RAP
5 Mchome
issue Specialist
Remaining Final Report inclusive of Tender Documents shall be submitted

as rescheduled by Client and Consultant.
1) Inception Report (10 copies) – submitted on 16th of May, 2011,

2) Interim Report (10 copies) – submitted on 17th of November, 2011,
3) Draft Report (5 copies) – submitted draft version on 16th of March, 2012,
resubmitted on 7th of May, 2012,
4) Draft Final Report (10 copies) and Draft Tender Documents (10 copies) –
submitted on 12st of November, 2014.
5) Final Report (10 copies) and Tender Documents (10 copies)

6) List for both Draft Final and Final Report is shown as blow.
No. Classification Report Name
1.1 Engineering Design Report
1.2 Engineering Design Report Appendix 1
1.3 Intersection Design and Traffic Signal Plan
1.4 Materials & Geotechnical Report
1.5 Topographical Survey Report
1.6 Hydrological/Hydraulic Analysis Report
Detailed Design of 1.7 Structural Calculation Report

1 Infrastructure and
Network Plan 1.8 Engineering Drawings for Road
1.9-1 Engineering Drawings for cross section (Phase2)
1.9-2 Engineering Drawings for cross section (Phase3)
1.10 Engineering Drawings for Structure
1.11 Engineering Drawings for Architecture
1.12 Engineering Drawings for Service
1.13 Engineering Drawings for Drainge
2.1 Traffic Survey and Demand Forecasting Report

Network
2
Integration Plans
2.2 Operational Plan Report
3.1 ESIA Report

Environmental &
3 Social Impact 3.2 Resettlement Action Plan
Assessment
3.3 Property Evaluation Report
Economic Cost
4 4.1 Economic Cost Benefit Analysis Report
Benefit Analysis

No. Classification Report Name
Risk Assessment & 5.1 Risk Assessment & Modalities for Risk Mitigation
5 Modalities for Risk
Mitigation 5.2 Traffic Management during Construction
6 6.1 Detailed Terms of Reference
7.1 Tender Documents for Road Works & Station,Phase-2
7.2 Appendix-1, Blank BOQ for Road Works & Station,Phase-2
7.3 Tender Documents for Terminal and Depot, Phase-2
7.4 Appendix-1, Blank BOQ for Terminal and Depot, Phase-2
7.5 Tender Documents for Road Works & Station, Phase-3
7.6 Appendix-1, Blank BOQ for Road Works & Station, Phase-3
7.7 Tender Documents for Terminal and Depot, Phase-3
7.8 Appendix-1, Blank BOQ for Terminal and Depot, Phase-3

7 Tender Documents
7.9 Tender Documents for Bus Operator
7.10 Appendix-1. Bus Specification Report
7.11 Tender Documents for Fare Collector
7.12 Appendix-1. Fare Collection Report
7.13 Cost Estimates for Road Works & Station, Phase-2
7.14 Cost Estimates for Terminal and Depot, Phase-2
7.15 Cost Estimates for Road Works & Station, Phase-3
7.16 Cost Estimates for Terminal and Depot, Phase-3
Business Plan and 8.1 Business Plan Report

8 Investors
Documents 8.2 Investors Document
<Table 1-1> List of Final Report

2. Site survey and Investigation
2.1 Road Condition Survey

2.1.1 General Description of Existing Road
Road corridors for the assignment are composed of;
Phase 2: Kilwa road, Changombe/Kawawa road, Gerezani/Sokoine Drive road and
Bandari road,
Phase 3: Nyerere/Bibi Titi Mohamed road, Uhuru street and Maktaba/Azikiwe
street.
The consultant has carried out existing road condition survey of the expected BRT
Phase 2 and 3 routes and taken inventory of the existing structures and furnitures
along the roads. The following is a brief description of the existing condition on
each route.
2.1.2 Kilwa Road Section for BRT Phase-2

This section starts from Bandari round-about and ends at Mbagala BRT Terminal
where the opposite to St. Mary’s Secondary School with 11.10km total length.
Important intersections are with Changombe Road at Sta.2+456, Nelson Mandela
Road at Sta.3+122, Mbagala Street at Sta.4+352, Mtono Kijichi Street at Sta.7+000,
Kipara Street at Sta.8+350 and Mbande Road at Sta.10+430. The section passes
under the TAZARA Railway bridge at Sta.5+675, crosses Mzinga River with multi
box culverts at Sta.6+070 and 6+185. An Upcountry Terminal is sited at Sta.10+130
which is potential passengers generating point. Other passenger generation areas
along/near the section are Shimo la Ugondo, Kurasini, Mbagala Kuu, Mtoni and
Kipara.
The horizontal alignment is generally fair due to recent improvement, however
the consultant considers additional improvement from Sta.6+400 to Sta.7+600 in
order to meet design standards and ensure safe operation of BRT system.
Vertical alignment is also generally adequate to accommodate BRT route with
above the design standards. The consultant pays attention to accessibility to the

road sides’ properties during alignment’s improvement.

The road widening has been fully carried out along the entire road corridor, thus
existing road width is 24.0m with 9.0meters median and 7.5meters dual
carriageway way for each direction.
The BRT lanes would be accommodated on the existing wide median.
2.1.3 Changombe/Kawawa Road Section for BRT Phase-2

Changombe/Kawawa Road section starts from Taifa Road/Kilwa Road roundabout
and terminates at Morogoro Road junction with 6.31km length. It meets Taifa
Road at Sta.1+050, Temeke Road at Sta.1+475, Machachuni Streetat Sta.2+125,
Mbozi Road at Sta.1+190, Nyerere Road at Sta.2+800, Lindi Street at Sta.3+230,
Uhuru Street at Sta.3+550, Kigogo Road at Sta.5+225 andMikumi Street at
Sta.5+950. The section passes police flats on RHS and Mgulani hospital, JKT show
room on LHS near starting point. TAMECO(Tanzania Metal Company) office is
located on LHS at Sta.1+500
Various buildings for offices, shopping centers and hotels are sited along the
section up to junction with Nyerere Road and it crosses the railway line at
Sta.2+880 and Sta.3+075 respectively. At Sta.3+267, the section passesunder a
pedestrian flyover which is connecting Machinga Complex buildings on both sides.
Mchikichini market and office building are located on bothsides near the junction
with Uhuru Street, therefore this area is heavily congested with vehicles and
people. From this junction to Sta.4+400, primary school, Lamada hospital and
Msimbazi Center are sited on the LHS. Nearend point of the section, lots of shops,
petrol station and Mosque are located. Msimbazi River crosses the road at
Sta.4+950.
Main passenger generating areas along the corridor are Toroli, Keko, Miburani,
Ilala, Kigogo and Magomeni area.
Horizontal and vertical alignments are generally fair so that the consultant do not
consider geometric improvements.
Current number of lanes on the section varies from two(2) to four(4), Changombe
Road has two lanes up to the intersection with Nyerere Road while Kawawa Road
has four lanes with median up to the end point.
Therefore, the consultant would widen Changombe Road to four lanes while
Kawawa Road section would be six lanes inclusive of two BRT lanes for each
section.

2.1.4 Gerezani/Sokoine Drive Road Section for BRT Phase-2

The section begins at the connecting point with BRT Phase-1 on the Sokoine Drive
Road and ends at Gerezani/Bandari Road roundabout with 1.46km length. It meets
numerous roads within the CBD area at short intervals such as Mission, Algeria,
Railway, and Lugoda Road.
Along the road corridor, a current daladala station is sited at Sta.0+350 near the
Central Police Station. Central Railway Station is at Sta.0+500, NSSF building is at
Sta.0+750 and DAWASCO office is at Sta.0+950 respectively.
The section lies mostly in the CBD area where crowded with high-rise buildings.
The stretch from Sta.1+040 to end point is an embankment section on the LHS
while small shops are occupied on the RHS.
The existing horizontal and vertical alignments are generally flat so that
accommodation of BRT lanes in the middle would be possible without
improvement.
Current number of lane is two for mixed traffic, however it will be widened to four
lanes include two BRT lanes without any confliction with crowded building area.
The consultant design would be carefully detailed so as not to affect road side
properties.
2.1.5 Bandari/Gerezani Road Section for BRT Phase-2

This section starts from Nyerere/Msimbazi junction up to Kilwa Road with 1.26km
length. It meets Mafuta Road at Sta.0+680 and crosses railway lines operated by
TRC at Sta.0+490 and Sta.0+690 respectively. The first crossing over the railway is
flyover.
There are two existing roundabouts within the corridor, one is Gerezani
roundabout which is connecting Bandari Road with Gerezani/Sokoine Drive section
and the other is Bendera Tatu roundabout which is the starting point of Kilwa
Road section.
BP oil storage depot is sited on the RHS at Sta.0+740.
Currently there are two lanes for two way, but widening to four lanes using wide
median are being designed by JICA consultant as a part of Dar es Salaam
Transportation Improvement Project.

2.1.6 Nyerere/Bibi Titi Mohamed Road Section for BRT Phase-3

This section is composed of four roads i.e. Bibi Titi Mohamed, Nkurumah, Nyerere
and Pugu, but is called Nyerere/Bibi Titi Mohamed Section for this project. It starts
from the junction with Maktaba Street and ends at Gongo la Mboto BRT Terminal
near the existing Gongo la Mboto daladala station with 17.40km length. It meets
several roads/streets up to junction with Gerezani/Msimbazi Road such as Zanaki
Street, Morogoro Road, Lybia Street, Uhuru Street, Nkurumah Road, Sikukuu
Street, Swahili Street and Lugoda Street. Then, the section meets Kasanga Street
at Sta.2+470, Bohari Street at Sta.2+885, Maliasili Street at Sta.3+025, Kawawa
Road at Sta.3+300, Nelson Mandela Road (TAZARA junction) at Sta.6+150 and
International Airport junction at Sta.11+025.
From Nyerere/Kawawa junction to Airport access road, there are lots of junctions
giving access to properties and service roads on both sides. The section again
meets Airport Terminal-1 Road at Sta.11+430 and Kitunda Road at Sta.13+125 while
the remaining section is connecting with several paths up to the end point.
A lot of office and residential buildings are located from the beginning point to
Nyerere/Kawawa junction while remaining section is crowded with industrial
premises up to International Airport junction.
Last section from International Airport junction to Gongo la Mboto is mostly
composed of residences and small shops.
There are three railway crossings in the section at Sta.2+200, 2+825 and 4+050,
however the second crossing is an overpass while others are at grades.
Nyerere road is regarded as the gateway to/from the International Airport so that
TAZARA flyover is being prepared for construction works by JICA in order to
mitigate traffic congestion. However, the final design shows that two split
flyovers will be accommodated only for mixed traffic while BRT lanes in the middle
will be planned at grade. The consultant adopts this plan to the detailed design.
Horizontal and vertical alignments are generally fair, but from Sta. 1+600 to Sta.
1+700, horizontal curve with 102m radius does not comply with the standard.
In addition, the width of existing road in this section is not enough for
accommodating BRT lanes due to adjacent apartments and shops on both sides.
For this reasons, this section needs not only improvement in alignment but
establishing detour plan by connection with neighbouring road/street instead of
widening.

There are steep grade sections at Sta.13+700~13+800 and 15+400~15+500 with 8%

and 6% vertical slopes respectively. In these sections the vertical alignments would
be improved in order to satisfy design standard.
Number of lanes on the section varies from two to four. From Terminal-1 junction
to end point, the road has two lanes for two way while others has four lanes with
wide median.
As mentioned above in Kilwa Road Section, BRT lanes are mainly accommodated
in the median, hence the existing two lanes section should be widened. Total
number of lanes including BRT lanes should be six throughout the corridor
considering operational consistency and future expansion of the city as well.
2.1.7 Uhuru Street Section for BRT Phase-3

Uhuru Street section starts from the Uhuru Street/Nelson Mandela junction at
Buguruni and terminates at Kariakoo BRT Terminal with 3.85km length. The
section is composed of three streets i.e. Uhuru, Shaurimoyo and Lindi Street, but
mainly along the Uhuru Street. The road goes to opposite side of Mchikichini
Market, along Shaurimoyo and Lindi Street for access to Kariakoo BRT Terminal
which has been planned by Phase-1 assignment for the use of Phase-2 and Phase-3
as well. It passes crowded area with houses, office buildings, shops, public
facilities so that many roads/streets are adjoining at short intervals. Major roads
along the section are Bungoni Street at Sta.2+050, Tunduru Street at Sta.2+175,
Tukuyu Street at Sta.2+300, Mwanza Street at Sta.2+530 and Utete, Morogoro,
Tabora Streets up to Uhuru/Kawawa junction at Sta.2+975. There are few road
junctions on the Shaurimoyo and Lindi Street section.
The alignments both horizontal and vertical are flat and adequate for
accommodating BRT lanes in the middle. Thus, realignment would not be
necessary.
Number of lanes is four from the beginning point up to chainage 1+165 while
remaining section has two lanes for two ways.
Generally, four lanes including two BRT lanes would be designed, however there
would be constraints of space due to proximity of properties on both sides. These
sections, especially Shaurimoyo and Lindi section need to be provided with
adequate space to include 2.5 meters sidewalk lane.

2.1.8 Maktaba/Azikiwe Street Section for BRT Phase-3

The section starts from Maktaba/Kivukoni junction to Bibi Titi Mohamed Road
with 0.95km length. Entire route of the section lies in the CBD area, therefore it
connects with several urban roads i.e. Sokoine Drive, Samora Avenue, Garden
Avenue and India Street at short intervals.
A directional changes on traffic flow in the CBD area has been proposed by Phase-
1 design and Dar es Salaam Transport Master Plan, thus the consultant would
adopt it for consistency of future traffic management.
Famous Askari Monument is placed at the center of roundabout where Maktaba
Street meets Samora Avenue, however the consultant is advised its value as a
artifact.
Four lanes dual carriageway are currently in place with narrow median.
2.2 Topographical Survey

The topographical surveying involved different survey operations including
construction and coordination of primary and secondary control points,
orthometric leveling, topographical/detailed surveying and data processing.
2.2.1 Primary and Secondary Control Survey

Surveys and mapping offices were consulted seeking for National horizontal and
vertical control points around the project roads within the municipalities.
The control points were established in inter-visible pairs at a maximum interval of
2,500m along the proposed corridors. All stations selected on site were open to
clear sky to suite GPS coordination.
All were to be 12mm DIA by 0.70m long iron pins embedded in concrete casted in-
situ. Control survey observations were performed by the use of High performance
Ashtech pro-mark 2 Global Positioning System receivers with static mode and
capable of tracking broadcasting signals of Wide Area Argumentation System
(WAAS) satellites.
The base for primary control point was STP988 and STP989 for horizontal control
coordinates (National control point along Tunisia road and Benchmark BM40
vertical control component located at DCC city Hall Morogoro/Sokoine Road
junction with elevation of 8.778m AMSL).
The Primary control points are falling in the map parameters as follows;
 Ellipsoid : Clarke 1880.

 Datum : Arc 1960.

 Map projection : UTM projection, Zone 37 (S).
 Meridian of origin : 39000’00’’ East of Greenwich
 Latitude of origin : Equator
 False co-ordinates of origin : Easting=500,000m, Northing=10,000,000m
 Height Datum : Mean sea level
Accuracy set for established primary control points.
 Horizontal coordinate system in : UTM(S)

 Desired Horizontal Accuracy : 0.020m+1ppm
 Desired Vertical Accuracy : 0.020m +2ppm
 Confidence level : 95%
 Linear Units of measure : Meters.
The raw GPS data were downloaded to the computer and post-processed on daily
basis to get final GPS coordinates by using ashtech solution software. The checked
distances between pairs of the GPS points were performed by total station and all
confirmed to be in required accuracy as per surveys & mapping technical
specifications.
Total of 34 points were constructed and fixed by GPS (DRG01 –DRG33).
Final coordinates were compiled in the format of Point ID, Northing, Easting,
Elevation and Description.
Secondary control points were established in inter-visible pair at a maximum
interval of 150-200m along the proposed road corridors depending on site and
details to be picked during topographical survey exercise, but all based on
available GPS points.
Secondary control points were named DRT01-DRT144 total of 144 points.
All to be 12mmDIA by 30cm long iron pins embedded in concrete casted in-situ.
Secondary control points were coordinated by traverse method based on primary
control points (GPS points). The raw traverse data were taken using sokkia Total
stations and later computed by CADPRO software to get final coordinates.
The accuracy of traverses was set according to Surveys and Mapping Division
regulations that should be not less than fractional misclosure of 1:6000 for such
urban survey traverses.
Final coordinates were compiled in the format of Point ID, Northing, Easting,
Elevation and Description.

Conventional method of orthometric leveling was adopted using precise C32II

SOKKIA level instruments, heighting all control points based on national control BM40.
2.2.2 Topographical and Detail Survey

The survey was conducted by the use of electronic field book SDR33 attached to
Sokkia total stations and all points feature-coded to facilitate downloading the
field data to the computer for reduction by using powerful topographical survey
software called 12D.
The detail survey covered a width of 25 meters on either side of the road centre
line (corridor of 50 meters) and cross section of 25m interval.
The detail survey work included picking location of drainage structures, rivers
/steam crossing, buildings, public service utilities/facilities and any other
permanent development within stipulated corridor.
Special attention was given to big water stream sites that topographical survey to
be taken to minimum of 50m and 100m on the up and down stream at big culvert
and bridge sites respectively.
2.2.3 Reduction and Plotting of Survey Data

All day’s field data were downloaded into computer for further processing.
Computer aided techniques was used in the reduction and plotting of survey data.
The 12D processed field survey data saved in a format compatible to data inputs
required for interpretation for horizontal and vertical alignment design team,
these are AUTOCAD DWG and DXF and made available in text format in terms of
Point Number, Northing, Easting, Height and feature code.
Topographical and Detailed plans were also plotted from the survey data to show
all features of the existing road, land usage and complete with co-ordinates and
elevations to show the geometric characteristic of the proposed road center-line.
Later the design team was able to prepare the setting-out data for improved
proposed new road centerline which includes vertical and horizontal alignment
parameters and such other critical points as may be required.
A summary of description cards for the primary points and field photographs shall
be prepared and submit in separate volume.
The Coordinates of primary and secondary control points, computations are
presented Appendix-1 in this report.

2.3 Soil and Materials Investigation

2.3.1 Scope of Investigation
The consultant has conducted the following activities in relation to the soils and
materials investigation to ensure pavement design is conducted taking into
consideration prevailing conditions of the in-situ soils and intrinsic characteristics
of the construction materials.
Desk study for the purpose of obtaining previous data and information on the
availability and properties of the existing material sources in the vicinity of Dar es
Salaam including the as-constructed data on the existing roads.
Reconnaissance of the existing roadways to acquaint with the dominant features
of the roads or streets including surface type and their service condition, location,
top and visual in situ soils properties
In situ soils sampling along the identified roads and streets at intervals of 250
metres for the purpose of conducting laboratory investigations in accordance with
Laboratory Testing Manual – 2000 and Field Testing Manual-2003.
Borrow sources and quarry sites sampling including identification of existing and
new sites in the vicinities of Dar es salaam City. The materials are to be
investigated in the laboratory in compliance with the Laboratory Testing Manual -
2000.
Sampling of water and sand sources for construction works. The water and
samples shall undergo laboratory investigations to determine existence or non-
existence of deleterious salts and organic matter.
2.3.2 Roads Location and Topography

The road sections are located in the Dar es Salaam city. The sites are generally
characterized by naturally existing well graded and loosely overlying silty SAND
and lowly clayey SAND soils at fewer locations. The roads commonly pass over
locations overlain with short grasses commonly found in semi arid and coastal
areas of the country. The overlying whitish grey SAND layer were found to be
generally non plastic and with predominantly varying finer to coarser grain
distribution except for a few isolated marshy areas. In general, the sites are flat
and with good drainage properties.

2.3.3 Geology, Lithology and Soils

① General Geology of Dar es salaam
Geological information reveals that the subsoil in the Dar es salaam region by large
consists of superficial white buff sands, originated in HOLOCENE above clay-
bound sands and gravels, originated probably in MIOPLIOCENE. The strata are
generally poor aquifers due to high clay content; the fresh water is mostly perched
on less permeable layers, sometimes in saline water tables particularly along and
near the coastal areas. The coastal part is also overlain by carbonatite gravels
mainly enhancing load bearing capacity of the underlying strata. As well, the
proximity to the seashores is featured by a range of fine to coarser grained
carbonatite (calcareous) GRAVELS of medium dense to dense consistency, mainly
found as conglomerate or breccia bound together under the matrix activity of the
calcium carbonate compound. In generic terms, these type of soils are termed as
limestone gravels.
The carbonate rocks or gravels, like any other type of rocks, has genetic basis. In
part, carbonates are rocks or fragments whose constituents are mechanically
emplaced in the rock fabric, that is, are deposited by sea waves and currents.
These include limestone gravels, lime sands, and other lime muds. Unlike their
noncarbonated counterparts, these minerals although characterized by textures
and structures similar to those of usual clastic sediments, are not the waste
products of a landmass undergoing erosion. Instead, the debris of which they are
composed is derived from within the basin in which they are accumulating. They
are, therefore, in a sense intraformational – certainly intrabasinal – deposits.
② Description of local lithology and geology of road sites

The road sites or natural soils are principally characterized by loose to medium
dense sand buffs of marine origin. These SAND buffs are found in varying textures
from finer to coarser grained particles. They are mainly non plastic (NP) in many
occasions (as demonstrated by test results and pitting work) and found in varying
colours as well from the overlying whitish or grey to darkish and mottled SAND.
The SAND buffs are discontinued at several instances by less permeable mottled
clayey silty SANDS or sandy CLAY layers. These less permeable layers are found in
thin layers but are attributable to ground water bearing, mostly petched on the
upper or lower impermeable layers.

2.3.4 Climate
The project lies in the Coastal region of Tanzania, which due to its elevation to
about 60 metres AMSL, remains relatively humid and cool throughout the year,
with a temperatures ranging between 230C in cooler and 330C in humid and
hotter periods.
Rainfall is similar for all the roads in project area, where the rainfall information
shows a mean monthly rainfall of average about 1000 mm. The mean annual
rainfall ranges between 800mm to 1200mm. In general there is a dual wet season
in March/April(long rains) and November/December(short rains) with relatively
cooler months of June, July and August.
For purposes of pavement design PMDM-1999 divides Tanzania into three
environmental zones namely dry, moderate and wet. Figure 2-1 below shows
rainfall pattern in Dar es Salaam region. It has been established that the project
route falls entirely within the MODERATE climatic zone.
<Figure 2-1> Map showing climatic zones
The mean monthly maximum temperature for the cooler period is 180C while for
hotter periods rises up to 330C.

2.3.5 Existing Alignment Subgrade Soils

Investigation of the alignment/edgeline soils is essential in order to identify and
characterize existing materials along the road alignment. Identification of
materials is important for determination of variations of characteristics of insitu
soils at different locations along the alignment and thereby providing important
input for structural pavement design. Through alignment surveys areas of good or
poor soils conditions are delineated thus projecting different pavement structures
considerations based on the prevailing conditions and adopted design standards.
As a necessity, reconnaissance survey was conducted in order for the project team
to acquaint with predominant features of the existing road whilst a desk study
from available documents especially from the Conceptual/Feasibility Study was
conducted by LOGIT/InterConsult prior to field sampling. A desk study was made
for the purpose of gathering information regarding the salient project and site
geologic features and available materials in the area.
① Sampling and Testing of Alignment Soils
Samples of alignment edgeline soils were collected from trial pits excavate
d at intervals of 250 metres along the existing road. Care was taken to av
oid excavating the existing pavements in order to minimize destruction of i
n-service pavements. All samples were then securely packed into polythene
bags, labeled and transported to Central Materials Laboratory (CML) for t
esting. The insitu sampling work was carried out by labourers under superv
ision of Material engineers and soils technicians.
The excavations were made at design depth of between 0.8m~1.2m as a g
eneral requirement set out in the Pavement and Materials Design Manual
(Chapter 5, section 5.1) for paved trunk roads design.
2.3.6 Borrow Material Sources

① Sampling and Testing Methods of Borrow Gravels
The pattern of trial pitting and sampling was decided at random order within the
selected locations depending on topographical features and materials distribution
within the source. The average thicknesses of the material strata of interest
(overburden or gravel) were determined from trial pit profiles. The data obtained
from trial pit logs were therefore used to subdivide the borrow area into

segments comprising materials of similar characteristics. At least one bulk sample

of materials was taken from each trial pit.
The borrow sources along above shown legs have been separated to give a clear
view of materials locations. The borrow sources were found to be previously
explored by TANROADS or Municipal Authorities for the various gravelling
projects in Dar es Salaam.
In summary the borrow sources are as shown in the below Table;
BP ID Estimated Quantity Remarks
Mjimwema >100,000 Source of coral gravels

Boko >60,000 Source of coral gravels
Vigama >100,000 Source of coral gravels
Pugu Golani >80,000 Source of calcareous gravels
<Table 2-1> Sources of Borrow Materials
② Characterization of Gravel Materials

The borrow materials from the various sources were sent to the TANROADS
Central Materials Laboratory for testing in order to characterize materials for
pavement construction. Laboratory tests that were conducted include;
 Particle Size Distribution (PSD) – CML test 1.7
 Atterberg’s Limits – CML test 1.2, 1.3, 1.4
 Linear shrinkage – CML test 1.4
 Moisture-density relationship (BS Heavy) – CML test 1.9
 Three point CBR (4 days soaked) - CML test 1,7 and 1.11
2.3.7 Quarry Sources

Following the desk study, aggregate and stone sites were examined with the aim
examining their suitability for bituminous surfacing and base course stones (CRR
and CRS quality).
In this regard, samples of aggregate materials were taken from different p
otential quarry sites for laboratory testing and evaluation. The materials we
re sent to Central Materials Laboratory for testing. The laboratory tests tha
t were conducted on aggregate and stones include:
 Ten percent fines value (TFV) – CML test 2.7
 Water absorption and specific gravity – CML test 3.13
 Aggregate Impact Value – CML Test

 Los Angeles Abrasion Value – CML Test

 Sodium Sulphate soundness – CML test 2.10
Distance from Estimated Quantity
Quarry ID Lithology
project area (M3)
Lugoba 140 km >250,000 Unweathered gneiss
Msolwa 135 km >150,000 Partially weathered gneiss

<Table 2-2> Locations and Quantity of Quarried Stone Sources
2.3.8 Sand and Water Sources

Sand and water sources were also identified and investigated in order to establish
their suitability for construction works in accordance with the relevant standards.
The suitability of water and sand samples is solely based on the content of
deleterious salts and presence of organic matter that might adversely affect
performance of concrete mixes and road pavement materials. The water and sand
samples were sampled from the following sources as depicted in Table 2-3 and 2-4.
District Temeke Ilala Kinondoni
Mtoni Mtongani Near Magomeni

Location Kinondoni Municipal
near KTM Bridge
Source Kizinga River Msimbazi River Tap-DAWASCO
Date of
16/06/2011 24/06/2011 24/06/2011
Sampling
<Table 2-3> Sources of Water
District Temeke Temeke Temeke
Location Chamazi Mpiji Mbande
Source Chamazi sand mine Mpiji River Mbande sand mine
Date of
16/06/2011 24/06/2011 24/06/2011
Sampling
<Table 2-4> Sources of Sand
Test results obtained from the Drilling and Dam laboratories – Dar es salaam.
All the test results are presented Appendix-2 in this report.

2.4 Hydrological Survey and Analysis

2.4.1 Location of the Study
The study road is located within the City of Dar es Salaam, on the east coast of
Tanzania. The City is divided into three municipalities: Ilala, Temeke and Kinondoni
(which constitute the city of Dar-es-Salaam) and a few outlying areas. It borders
on the Indian Ocean to the east and, on all other sides, the Coast Region.
The proposed corridor covers a total length of about 42.9km and crosses a
number of streams and channels; formed as a result of hills surrounding the road
sides. The details and locations of all rivers/streams and channels including their
catchment areas as determined from the topographical maps of 1:50,000 scale
and digital maps using ArcGIS 9.2. The approach including the analysis of the
required hydraulic structures of all rivers/stream crossings are discussed.
2.4.2 Description of the Study

① Rainfall and Temperature
The weather in the study area is influenced by the south to southeast monsoon
from April to October, and by the northeast monsoon between November and
March. Long term rainfall records suggest that the area has two peaks of rainfall,
one occurs between March and May, and the second between October and
January. However, November and April are the months with higher rainfall than
other months. The April rains are the most reliable ones with constant higher
rainfall. The annual rainfall average is 1,149 mm.
② Topography and Drainage
The topography of the study area consists at one side of a series of elevations
forming hills and on the other hand of the coastal plain. Among the most
important hills are Pugu Hills with a maximum elevation of 280 m amsl. To the east,
the topography drops to 0m amsl on the shoreline of the Indian Ocean. The study
area is divided into 3 main landform classes, namely the coastal plain and the
uplands, which include a higher region to the west (Pugu Hills, where Pugu
Sandstone is outcropping) and an area of intermediate altitude in the northwest
and at the southeastern limit (in the deltaic clay-bound sands and gravels
formation) of the study area.
The slope of the coastal plain are very gentle (0 – 2%), intermediate (2 – 6%) in the

“clay-bound sands” area, and mainly steep in Pugu Hills (> 6%).
The study area is drained by three main rivers (Mzinga, Kizinga and Msimbazi) and
several streams. These three rivers are perennial though Kizinga River is the only
one having a stable mean annual flow rate throughout the year.
Mzinga and Msimbazi Rivers have unstable flow rates; higher during the rainy
season and lower during the dry season.
2.4.3 Hydrological Analysis

① Hydrological Analysis of the Study Area
One of the common parameters required by most hydrological models to predict
catchment runoff is the catchment area. In most cases areas are measured from
topographic sheets through delineation and measurement of the area on the map
using planimeter or from the DEM by the use of suitable GIS software such as
ArcGIS.
In this assignment both methods were applied and the calculated catchment areas
compared reasonably.
② Catchment Delineation from Paper Topo Maps
Before delineating the catchments of the river/streams/valleys crossing, the first
task was to identify the proposed corridor within the topographical sheet
purchased. Delineating all catchments of the streams was the next step. The
delineation was done for all the catchments for the streams crossing the proposed
road. After catchment delineation, the area measurement was done as
described next.
Understanding the size of the catchment is one of the important factors in
hydrological analysis. Catchment size is used as a decisive factor on the type of
model used to estimate the design discharge of a given catchment.
Using a digital Planimeter (PLACOM KP-90N), all the delineated areas of the road
crossings were measured and entered into the computer software.
③ Catchment Delineation Using DEM and ArcGIS
The data (Digital Elevation Model-DEM/Digital Terrain Model-DTM) of the study
area was obtained from the International Centre for Tropical Agriculture (CIAT).
CIAT have derived/ processed the data from the USGS/NASA SRTM data (Shuttle
Radar Topography Mission) to provide seamless continuous topography surfaces.
The data are available in ARC ASCII format, in decimal degrees and geographical

Coordinate System datum WGS84, with a resolution of 90mx90m and elevations

are given in metres.
2.4.4 Hydraulic Analysis

① Culverts
In the hydraulics of the culvert, energy is required to force water through the
structure. This type of energy takes the form of increased water level on the
upstream. The depth of water surface measured from the invert level of the
culvert is what is known as headwater depth (H).
Headwater depth is an important factor in the design of pipe culverts. In this study
the headwater depth of two third of the diameter of the pipe culverts was
allowed to flow through the culvert (equations 3a – 3c). This depth is
recommended in most road manuals.
Manning’s equation was used for accessing flows through hydraulic structures.
The key consideration in using the Manning equation was the selection of the
roughness coefficients. Due to the low variability in channel sizes, the roughness
coefficient selected ranged from 0.03 – 0.07 for normal size river channels and
large size river channel.
② Bridges
Again, the Manning’s equation was used to estimate the channel capacities of
different river crossings. For the case of box type crossing structures, rectangular
shape was considered in arriving at the right design based on the Manning
equation. Also, the flow here was assumed to be full with a provision of 0.5m free
board. It is recommended to allow for a 0.5m and 1m free board for medium size
bridges/culverts and large bridges/culverts respectively.

2.5 Traffic Survey and Analysis

2.5.1 Introduction
The survey and analysis of existing traffic is concerned with the existing condition
and traffic flow/demand, which will provide the backbone of the project and the
capacity of the facilities in demand.
Survey is divided in three parts, Public transportation survey, OD Survey, Traffic
volume counting survey.
Public transportation survey includes results from ENTER & EXIT passenger counts,
frequency, itinerary.
OD Survey result presents for each municipality, the trip origin-destination routes,
their frequencies and density ranking. The more frequently used route is given a
high rank.
2.5.2 Traffic Survey

① Type of Traffic Survey
In general, the assignment covered the following Six (6) types of Traffic survey:
 Classified Count (CCSu)
 Frequency And Visual Occupancy Survey (Fvosu)
 Origin- Destination (O/D) Survey (ODSU)
 Directional Flow (Classifying) Counting (DFSu)
 Station Boarding And Alighting Survey (SBASu)
 Velocity, Boarding And Alighting Survey (VBASU)
② Traffic Survey Locations
Survey locations, road names and survey types are shown in <Table 2-5> below:
<Table 2-5> Survey Types and Locations
S. No. Road Name Location SurveyType Code No.
1 Morogoro City Hall FVO/CC 01/02
2 Kilwa Bandari FVO/CC/OD 03/04/03
3 Kilwa Uhasibu (TIA) FVO/CC/OD 05/06/04
4 Kilwa Oil Com/ Aziz Ally FVO/CC/OD 06/07/05
5 Kilwa Rangi Tatu FVO/CC/OD 08/09/07
6 Chang’ombe TAMECO/ Bora FVO/CC/OD 09/10/08
7 Kawawa Kigogo R/A FVO/CC/OD 11/12/09
8 Morogoro Magomeni FVO/CC/OD 12/13/10
9 Bibi Titi Maktaba FVO/CC/OD 14/15/11


10 Nyerere CO CABS FVO/CC 16/17
11 Nyerere Chang’ombe FVO/CC/OD 18/19/14
12 Nyerere Mchicha FVO/CC/OD 19/20/15
13 Uhuru TBL FVO/CC/OD 23/24/19
14 United Nations Fire FVO/CC/OD 24/25/20
15 Morogoro Urafiki FVO/CC 26/27
16 Nelson Mandela Veterinary FVO/CC/OD 30/31/24
17 Nelson Mandela Matumbi FVO/CC/OD 31/32/25
18 Sam Nujoma JCT to UDSM FVO/CC/OD 33/34/27
19 Kawawa Manyanya FVO/CC/OD 36/39/32
20 Ali Hassan Mwinyi Selander Bridge FVO/CC/OD 38/35/28
21 Bibi Titi/ Azikiwe Maktaba DF 01
22 Bibi Titi/ Uhuru Mnazi Mmoja DF 04
23 Nyerere/ Kilwa Kamata DF 06
Nyerere/
24 Chang’ombe DF 07
Changombe
25 Nyerere/ Mandela TAZARA DF 08
26 Nyerere/ Kitunda Banana DF 11
27 Mandela/ Uhuru Buguruni DF 12
28 Kawawa/ Uhuru Mchikichini DF 13
29 Msimbazi/ Uhuru Uhuru R/A DF 15
30 Kilwa/ Sokoine Gerezani R/A DF 17
31 Kilwa/ Mandela Uhasibu (TIA) DF 20
Oil Com/ Aziz Ally
32 Kilwa/ Temeke DF 21
R/A
33 Kawawa/ Kigogo Kigogo R/A DF 25
Morogoro/
34 Magomeni DF 26
Kawawa
35 Morogoro Ubungo (UBT) SBA 01
36 Morogoro Argentina SBA 07
37 Morogoro Jangwani SBA 12
38 Kawawa Magomeni Hospital SBA 14
39 Kawawa Morocco SBA 18
40 Sa Nujoma Lufungira SBA 21
41 Mandela External SBA 23
42 Mandela Matumbi SBA 24
43 Mandela Tazara SBA 27
44 Kilwa Uhasibu (TIA) SBA 31
45 Kilwa Ufundi SBA 35
46 Kilwa Azizi Ally A & B SBA 37


47 Kilwa Kizuiani SBA 40
48 Uhuru Ilaia Boma SBA 43
49 Uhuru Malapa SBA 44
50 Bibi Titi Akiba SBA 48
Mnazimmoja/
51 Uhuru SBA 49
Lumumba
52 Nyerere TAZARA SBA 52
53 Nyerere Banana SBA 56
54 Nyerere Ukonga SBA 57
55 Kawawa Magomeni Mikumi SBA 60
56 Kawawa Makamba SBA 62
57 Chang’ombe Keko Maghorofani SBA 64
In addition to the above survey, Velocity Boarding and Alighting Survey (VB
ASu) was also undertaken along the routes as indicated in <Table 2-6> bel
ow.
<Table 2-6> Route for VBASu
S.No. Route Name Code No.
1 Kimara - Kariakoo 37
2 Mabibo - Posta 45
3 Mbagala - Mwenge 001*
4 Mbagala - Kariakoo 050
5 Mtongani - Ubungo 119
6 Mbagala - Posta 002*
7 Mbagala – Gongo la Mboto 003*
8 Gongo la Mboto - Kivukoni 012
9 Vingunguti - Kivukoni 132
10 Gongo la Mboto - Kariakoo 006*
11 Vingunguti - Mbezi 027
12 Ubungo – Mnazi mmoja 008*
13 Gongo la Mboto - Ubungo 012*
14 Buguruni - Posta 006
15 Buguruni - Muhimbili 014*
16 Buguruni - Mwananyamala 065
* Route Number to be confirmed with SUMATRA

<Figure 2-2> Survey Point for CC, DF, FVO

2.5.3 Traffic Analysis

① Classified Counting
With the comparison between the largest hour period and the entire daily
transport mode counts, the Peak Hour is identified between 07:00 and 08:00.
Results for the 11 major modes of transportation during morning peak hour was
arranged in order(sequence) of CAR, PEDESTRIAN, BUS, etc.
According to classified counts results by major roads, car proportion of Bibi Titi
road is higher than other roads.
At point 9 on Maktaba Road classified counts results is greatly different for each
direction. Way 1(to Selander Br) car proportion is lower than way 2(to Morocoro)
at about 25% during both full day and morning peak hour.
On the other hand, it was analyzed that bus proportion of way 1 is higher than
way2 at about 15% during the morning peak hour.
② Directional Flow
This survey was performed at major intersections along Kilwa Road, Nyerere Road,
Uhuru Road, etc.
From the survey of directional flow, morning peak hour was determined between
06:30 and 07:30. Also evening peak hour was determined between 16:30 and 17:30.
Result of traffic survey is described in separate volume of “Traffic Survey and
Demand Forecasting Report”.
2.5.4 Transport Demand Forecasting

① Existing Road Network
Existing main Road Network in Dar es Salaam consists of;
(i) Radial road network from CBD area located on the East coast; the roa
ds are Ali hassan Mwinyi RD, Bagamoyon RD, Morogoro Rd, Nyerere RD
and Kilwa Rd.
(ii) Ring road network comprising Msimbazi St, Cahng'ombe St, Kawawa R
d and Nelson Mandela Rd.
This Road Network is subject for modelling. The modelling is based on
data from Phase 1 and Transport Master plan.

<Figure 2-3> Traffic modeling of existing road network in the project area
② Existing Road Network

Existing daladala(Bus) route data from SUMATRA and Road Networks data were
input for forecasting public transit demand.
<Figure 2-4> Existing bus route in the project area
③ Assignment Model
Trip assignment is the process that describes trip interchanges to different parts
of the road network. In this stage, forecasting passenger`s choice to take route
from zone to zone is made.
Assignment Model is executed by TRANSCAD software and especially User
Equilibrium Method is applied.
<Figure 2-5> shows the results of traffic assignment in 2011. Assigned traffic
volume in O-D matrices are estimated and calibrated by traffic count survey.
Heavy traffic volumes are observed at Ali Hassan Mwinyi Rd, Morogoro Rd.

and Nyerere Rd. However, considerable traffic congestion is observed at

Bagamoyo Rd., Uhuru St. and Morogoro Rd.
<Figure 2-5> Assigned Traffic Volume in 2011
④ Future Road Network

The future road network is reflected only in detail transport facilities plan based
on current road networks.
Future road network proposed in “Transport Master Plan” may not necessarily be
what will materialize, but is just a concept to predict the future scenario, because
this network is not a confirmation that it will be constructed in future.
If this concept is applied, BRT demand will be expected to be lower due to many
roads, according to the “Transport Master Plan”. Therefore, only confirmed and
projects in progress have been considered that are at Basic design, Detail Design,
Under Construction stage level and BRT plans of phase 1,2, 3.
The next <Figure 2-6> has shown the road network of 2035. The changes of
future road network such as installation of Tazara flyover, Gerezani street

improvement plan, widening of kilwa road and installation of Kigamboni bridge

has been reflected in road network 2035.
<Figure 2-6> Future Road Network in Dar es Salaam (2035)
⑤ Future Public Transport Service

As mentioned earlier, future Public Transport network is also reflected in the plans
of the BRT operation in the Phase 1 and the re-routing of Daladala operation as
well as the ongoing road construction projects.

<Figure 2-7> Future Transit Network in Dar es Salaam (2035)
⑥ Future Trip Generation

Forecasting of Future Trip Generation predicts both future populations in each TAZ
based on recent statistics data and autonomous variables which apply to model.
Through this procedure, future trip generation and arrival volume can be
predicted by the model and reflecting future variables. In <Figure 2-8>, Future trip
generation in each TAZ shows forecasted data in the target year. The highest trip
generation area is Kariakoo and CBD. It has been predicted that Trip generation in
Nyerere corridor is bigger than Kilwa corridor.

<Figure 2-8> Estimated Future Trip

⑦ Future Trip Distribution
Future trip Distribution between each zone was predicted by applying the Gravity
Model, Super zone unit is reorganized through integrated similar TAZ group and
total 16 Super Zone is shown under <Figure 2-9>.
<Figure 2-9> Super zone map

⑧ Future Modal Split

Future volumes of O-D matrices by mode are estimated by applying modal split
models. <Figure 2-10> and <Figure 2-11> show the current (2011) and future person
trip by mode and modal share respectively. It is expected that the share of private
car increase from 10% in 2011 to 31% in 2035.
However, public transport such as BRT and other buses will still be major
actors in transportation system in Dar es Salaam in future.
<Figure 2-10> Current and Estimated Future Person Trip by Mode
<Figure 2-11> Current and Future Modal Share estimates

⑨ Results of Traffic Assignment

<Figure 2-12> ~ <Figure 2-14> show the result of traffic assignment that is the last
step of the 4 step transport demand forecasting, and also indicate the volume of
private cars in the future.
With the increase in income levels, it is expected that traffic resulting from use of
personal passenger cars will rise to a high growth rates.
Main traffic generating centres on the radial corridors such as Kilwa Road (Phase-
2) are in the suburbs especially Mtoni, while on the ring corridors such as Mandela
Road, Changombe Road, the generation/destination centres are distributed on to
various places of the city.
Nyerere Road, the main corridor of Phase-3 shows similar travel pattern.
<Figure 2-12> Result of Traffic Assignment (2015)

<Figure 2-13> Result of Traffic Assignment(2025)
<Figure 2-14> Result of Traffic Assignment(2035)

⑩ Results of Transit Assignment

<Figure 2-15> ~ <Figure 2-17> show the results of the traffic assignment of public
transportation users.
It is very similar to the results of traffic assignment of personal transportation.
However, in phase 3 roads, traffic volume of Uhuru Street is more than Nyerere
Road. It is different from the results of traffic assignment resulting from use of
personal cars.
<Figure 2-15> Result of Transit Assignment(2015)


2.6 Liaison with Relevant Utility Provider and JICA

2.6.1 Information for Public Utility
Consultant and clients issued official letters to obtain relevant information from
various public utility providers i.e. TANESCO, TTCL, DAWASCO.
The official letters submitted are shown as below.
<Table 2-7> Official Letters to Public Utility Providers
These facilities were installed on the road and invisible area such as under the
ground and management agencies don’t know exact area and location.
The consultant provided our planned drawings and went site with agencies’
person who is in charge of this works.
This information which will be reflected in our plan and costs for relocation is
provided to the consult and clients and combined our reports.
Relocation cost was increased 25% for considering contractor profit and
contingencies.
This increased relocation costs is reflected our costs estimate reports.

2.6.2 Liaison with JICA

JICA is conducting two assignments along BRT corridor namely Gerezani road
improvement and TAZARA flyover by different consultants. Current stage of
Gerezani project is detailed engineering design while TAZARA project is under
procurement stage for construction works.
Gerezani road improvement is aimed to widen existing two lanes road to four
carriageway road with 9.0m wide median. This median width is expected enough
to accommodate 2 BRT lanes for two way. The consultant was received some
basic data from JICA consultant (INGEROSEC) followed-up measures of previous
meeting with the client. The information received are not sufficient, however the
consultant managed to incorporate it into the design because consultant’s
obligation to this section is to provide BRT lanes in the median only.
As mentioned above, TAZARA flyover project is under bidding procedure for road
works. Therefore, the consultant hasn’t received the final information from JICA,
however the consultant has achieved draft final design information from
TANROADS and it has already reflected on our design.

3. Roadway Design
3.1 Design Concept
3.1.1 General
The consultant is responsible for accommodating BRT lane, Mixed Traffic lane,
Sidewalk, Cyclist lane into roadway as well as design of BRT infrastructure such as
Station, Terminal, Depot and Feeder Station.
All plans proposed by consultant are based on the condition survey mentioned
above Chapter 2, engineering analysis and judgement.
The major concept of conducting the assignment is to make the best use of
existing road while minimizing compensation of properties along the corridor.
Following is the summary of road design for each section.
3.1.2 Kilwa Road Section for Phase-2

Two BRT lanes for two ways will be accommodated on the existing wide median,
therefore total six lanes including two BRT lanes will be operated for the section.
It contains fifteen BRT stations, two BRT terminal(Mbagala, Kariakoo) and a depot.
In addition, two feeder stations are proposed at Sta.4+400 on the RHS, Sta.7+050
on the LHS and end point of the section within BRT Mbagala terminal area
respectively.
Mbagala BRT Terminal is planned to cover not only BRT terminal function but
depot, feeder station and parking area for private car (Park and Ride) as well.
Horizontal curve is improved from Sta.6+425 to Sta.7+000 using 200m radius
curvature instead of existing 150m. Vertical gradient is limited to maximum 6% for
safe operation.
TAZARA Railway bridge at Sta.5+675, 6 lanes carriageway inclusive of 2 BRT lanes
is designed under the existing railway bridge in order to avoid interference with
current structure, however sidewalks on both sides are planned providing stairs
in the railway embankment. This proposal has been decided considering current
situations after site visit. Gas pipes, telecommunications cable, electricity facility
are passing under embankment of railway.
Existing box culverts would be extended as per widening of road at Sta.6+070 and

6+185.
A BRT station is planned adjacent to existing upcountry terminal at Sta. 10+130 in
order to provide convenience for passenger movement.
The location of BRT Mbagala Terminal would be opposite St. Mary’s Secondary
School so that mitigation measures for environmental impact should be
considered.
The consultant also considers provision of convenient and safe measures for
running of both BRT and mixed traffic at intersection design. Some existing
roundabouts are maintained while others are modified to signalized intersection
due to necessity of U-Turn movement. In any case, BRT lanes would be
accommodated in the middle by means of appropriate signal.
At Sta. 3+125 where the road meets Nelson Mandela road, 6 lanes flyover is
planned for mitigating traffic congestion between two trunk roads. This issue has
been confirmed between client and ADB during ADB delegation.
3.1.3 Changombe/Kawawa Road Section for Phase-2

The section is designed four lanes inclusive of two BRT lanes on Changombe Road
and six lanes inclusive of two BRT lanes along Kawawa Road with 10 Stations.
Horizontal and vertical alignments are generally followed the existing alignments,
as they are satisfied the requirements of geometric standard i.e. Draft Road
Design Manual by MOW.
The beginning point of the corridor is currently crowded with public buildings,
therefore provision of appropriate intersection with storage lanes is not possible
without demolishing Police Flats on RHS or Mgulani Hospital on LHS. For this
reason, the consultant is designed the junction at beginning point without storage
lanes for the mixed traffic along Changombe Road due to avoid confliction with
road side properties.
Section form 1+700 to Nyrerere/Kawawa junction has been planned service road
on the right side instead of sidewalk for providing parking area in the commercial
area and this service road will be using parking and pedestrian walk way.
This plan was proposed for avoiding traffic jam by waiting car to load goods, due
to narrow space.
At Sta. 3+270, there is a pedestrian flyover connecting Machinga Complex
buildings on both sides and it would be constraint on widening of existing road
due to the piers close to existing road. It results not to provide turning lanes for

both right and left direction, therefore alternative for turning movement is
proposed using adjacent Lindi and Sonega Street.
The existing box culverts at Sta. 4+950 and 5+428 would be widened based on the
hydraulic analysis.
As power cable crosses the road at Sta. 5+550, proposed road level is designed to
conform to existing road elevation, however consultation with relevant
government agency will be needed during construction works.
3.1.4 Gerezani/Sokoine Drive Road Section for Phase-2

This section is composed of one typical section, however operating would be
divided into two sub-sections due to connection with Phase-1 BRT at junction with
Morogoro road. From the beginning point to Sta. 0+330, three(3) carriageway will
be operated together with single cycle lane on LHS while remaining section has
four carriageways. All section has two BRT lanes for each direction respectively.
At first section single BRT lane would be provided towards Kivukoni water front in
order for operational consistency with BRT Phase-1, however single lanes for both
BRT and mixed traffic would be accommodated in the opposite direction.
The section contains 2 Stations and 1 Feeder Station at existing daladala terminal
near Dar es Salaam City Council.
The alignment should follow existing alignment since the section is crowded with
high-rise buildings and government offices. The alignment satisfies the design
standards.
The beginning point of the section is determined for conformity with designs of
BRT Phase-1 at Morogoro/ Sokoine Drive road junction. One way movement plan in
this area which has been proposed by Transport Master Plan is adopted in order
for consistent traffic operation.
It passes City Hall, Central Railway Station, NSSF Building and DAWASCO Office in
the section and meets Lugoda Street with signalized intersection at Sta. 1+185.
The end point of the section is the junction with Bandari Road which is one of
Phase-2 routes for this assignment.
3.1.5 Bandari/Gerezani Road Section for Phase-2

As mention above Chapter 2.6.2, this section is being designed by JICA consultant.
The design is contained 9.0m wide median which is enough for accommodating
two BRT lanes for both direction, however mixed traffic lanes will not change
from JICA design except the connecting points with Kilwa road from Sta.1+025 to

Sta.1+276.
Therefore, the consultant is only designed pavement structure for BRT lane, BRT
stations and intersections to be affected from original JICA design.
It contains two BRT stations and two signalized intersections where has been
proposed roundabouts in the previous study.
3.1.6 Nyerere/Bibi Titi Mohamed Road Section for Phase-3

The section is designed for 6 lanes, that is two BRT lanes and four lanes for mixed
traffic. It contains 25 Stations, 2 Terminal(Gongo la Mboto and Kariakoo) and a
Depot at Gongo la Mboto as well as 2 Feeder Stations at Jet-club and banana.
Horizontal alignment is generally satisfied, however there is a sub-standard
section with 105m horizontal radius at Sta. 1+700. This section seems to be difficult
to widen due to high-rise residences and shops on both sides.
Therefore, the consultant makes a plan to detour east bound mixed traffic along
Kisarawe Road which is adjacent to Bibi Titi Mohamed, that is to say BRT lanes for
both direction and two lanes mixed traffic towards International Airport would be
accommodated on existing Bibi Titi Mohamed road while remaining two lanes
mixed traffic towards city centre is detoured along Kisawawe road.
This detour plan would result in access problem to road side properties which
towards CBD from the International Airport, hence a service road is planned for
improvement on accessibility.
There would be two flyovers along the section at Nyerere/Changombe junction
and Nyerere/Nelson Mandela junction (named TAZARA).
The first flyover is incorporated into this assignment while the second is
implemented by JICA.
The difference between two flyovers is number of lanes on flyover bridge. At
Nyerere/Changombe junction, the consultant is designing 6 lanes flyover inclusive
of BRT lanes in the middle while JICA consultant has been planned 4 lanes split
flyovers for mixed traffic only. It means that at grade junction would be provided
for BRT operation.
The existing daladala station is being operated on the LHS at Sta. 9+625, but the
consultant plans to convert it into Feeder Station for improving access to Tandika
and Machimbo areas.
Service roads are provided from TAZARA Junction to Julius Nyerere International
Airport Junction to access to industrial facilities on both sides, however there are

lots of connection points to main road and it results in traffic congestion on main
road. Therefore, the consultant makes a plan for minimizing connection point
through integrating of service roads in order to mitigate traffic congestion.
Additional service road is designed for connecting to Airport VIP Terminal which is
required of dedicated entrance.
At Sta. 11+300, turning space would be provided for U-turn movement of BRT
buses which terminates its operation selectively in order for effective and
economical BRT operation during off peak hours. Detailed explanation for BRT
operation plan is submitted separate volume as Operational Plan Report.
At Sta. 13+133, a Feeder station has been planned for connection to Kitunda area.
Some signalized intersections will be operated along with roundabout facilities for
both improvement of existing intersection and providing U-turn lane for mixed
traffic at Ukonga area.
The BRT Terminal at Gongo la Mboto is located close to existing daladala station in
order for passengers to access BRT buses conveniently.
3.1.7 Uhuru Road Section for Phase-3

The section is designed for two BRT and two mixed traffic lanes for two way with
6 Stations and 1 Feeder Station.
Horizontal and vertical alignments have followed the existing alignments which is
up to standard.
The section between the starting point of the corridor and TAZARA Junction along
Nelson Mandela Road has been planned for BRT Phase-5, but the consultant
considered this section for BRT connection and passenger’s demand.
A feeder station at chainage 0+775 will facilitate connection to Mnyamani area.
At chainage 1+450, exsiting box culvert will be extended based on the hydraulic
analysis.
The route passes Kawawa Road Junction, then along the Shaurimoyo and Lindi
Street opposite Mchikichini Market, terminates at Kariakoo BRT Terminal.
The section is within a complicated area so that the consultant made a plan for
road network including intersection improvement. Separate Intersection Design
Report describes it in detail.
3.1.8 Maktaba/Azikiwe Street Section for Phase-3

The section passes through high-rise buildings area and has a lot of pedestrians.

It is designed for two BRT lane and two mixed traffic lanes with 1 Station.
2.5~4.5m wide sidewalk has been designed considering pedestrian demand and
the direction of BRT flow is determined based on both the current daladala
operation and road network flow.
Proposed horizontal and vertical alignments follow existing alignments.
The consultant has opted for one-way plan in CBD area based on the Dar es
Salaam Transportation Master Plan and BRT Phase-1 design.
It will need further discussion with relevant officials because of Azkari Statue in
the roundabout on Samora Avenue.
3.2 Road Classification and Design Standards

3.2.1 Road Classification and Design Speed
All of the project corridors are located in urban area and therefore classified into
three categories i.e. Trunk roads, Regional roads and Urban/District roads. Trunk
and Regional Roads are maintained by TANROADS(Tanzania National Roads
Agency) while others are maintained by relevant local governments i.e. Ilala and
Temeke Municipalities.
The design speed adopted by consultant is based on the Draft Road Design
Manual, 1989 published by Ministry of Works, Geometric Design of Trunk Roads,
1998 published by SATTC, guidelines for the geometric design of urban arterial
roads and AASHTO standards. BRT Phase-1 reports have also been consulted and
regarded as reference. Design speed for urban roads is largely dependent on the
spacing of signalized intersections, type of median cross section and the amount
and type of access to the street.
The project roads currently have short intervals between signalized intersections
and the medians will be narrower than existing after completion of BRT works.
This means higher design speed is not recommendable. The consultant targeted
that the design speed be above 60km/h on entire roads, but applications have
been considered differently based on the road classification and current land use
condition. Thus, 50km/h design speed has been adopted in CBD area.
On the other hand, the design speed for BRT lanes adopted is 60km/h, but
operational speed will be 40km/h for safety of BRT operation as well as pedestrian
traffic. This concept is in concurrence with BRT Phase-1 design.
Name Classification Design Speed

(km/hr)
Kilwa Road Trunk Road 60

Changombe Road Urban Arterial Road 50
Kawawa Road Regional Road 50
Gerezani Road Trunk Road 50
Bandari Road Trunk Road 50
Sokoine Drive Urban Arterial Road 50
Nyerere/Bibi Titi Mohamed Trunk Road 60
Uhuru Street Urban Arterial Road 50
Maktaba/Azikiwe Street Urban Arterial Road 50
<Table 3-1> below shows proposed road classification and design speed.
3.2.2 Design Standards

Application of existing design standards is required in this assignment, but the
standards for urban roads and BRT have not yet been established in the country.
Therefore, other standards such as AASHTO and Road Note No.29 have
additionally been supplemented.
The standards adopted for the design are as follows;

 Draft Road Design Manual, 1989 by the MOW
 Draft Code of Practice for the Geometric Design of Trunk Roads, 1998 by
SATCC
 Guidelines for Geometric Design of Urban Arterial Roads, 1986 by UTG 1
 Pavement and Materials Design Manual, 1999 by the MOW
 BS 5400 for design of structures such as Bridges
 Draft code of Practice for Design of Road Bridges and Culverts, 1998 by SATCC
 A Guide to Traffic Signing, 2009 by the MOID
 TRRL East Africa flood model for Hydrology and Hydraulics aspects
 AASHTO Standards
 Road Note 12. Design Guidelines for Busway Transit, 1993 by TRL, UK
 Road Note 29. A Guide to Structural Design of Pavement for Roads, 1993 by
TRL, UK
 Road Note 31. Structural Design of Bitumen-surfaced Roads, 1993 by TRL, UK
The geometric design parameters have been adopted after reviewing the

standards listed above. <Table 3-2> below shows the major factors adopted in the
assignment.
The values mentioned below are just the minimum parameters, so the applications
should be higher than the standards.
Category 60km/hr 50km/hr BRT Lane

Min. Horizontal Curve Radius(m) 135 90 -
Min. Transition Curve Length (m) V3 / 23.5R V3 / 28R -
Max. Gradient (%) 8 9 -
Min. Length of Crest (m) 14A 10A -

Vertical Curve Sag (m) 16A 12A -
Carriageway Width 3.0m 3.0m 3.25m
0.3
Median Width (m) 0.4
(between BRT and Mixed Traffic)
Gutter (m) 0.5 0.5 -
Cross Section Pedestrian Width (m) 1.5 1.5 -
Bike Lane Width (m) 1.0 1.0 -
Normal Crossfall (%) 2 2 2
Max. Super Elevation 6% 6% 6%
Here, V=Design Speed, R=Horizontal Curve Radius and A=Algebraic difference in
Grade(%)
<Table 3-2> Geometric Design Standards

3.3 Typical Cross Section

3.3.1 Component of Typical Cross Section
The components of a typical cross section are BRT lanes, Mixed Traffic lanes,
Median, Outer Separators between BRT and Mixed Traffic lanes, Gutters, Sidewalk
and Bike lanes.
<Table 3-3> below shows comparison between widths for each element of
design as per standard and as applied in the assignment.
Width(m)
Components Reference
Standard Application
BRT 3.25 3.5 ORN 12

Lane
Mixed Traffic 3.0 3.00~3.25 DRM
Between BRT 0.4 0.5~1.0 ORN 12
Median
BRT to Mixed Traffic 0.3 0.5 ORN 12
Gutter 0.5 0.5 Phase-1 Study
Sidewalk 1.2 1.5 AASHTO
Bike lane 1.0 1.0 AASHTO
<Table 3-3> Component and Width of Typical Cross Section
Widths of mixed traffic lanes was adopted with 3.25m generally, but some roads
which can’t be provided 3.25m without demolishing big building planned 3.0m for
mixed traffic lanes such as Gerezani/Skoine Drive 0+000 ~ 0+400 and
Shaurimoyo/Lindi Street.
The widths of sidewalk and bike lanes have been applied restrictively due to
restriction on effective width and road side properties. Therefore, some sections
have been proposed to have sidewalk and bike lanes combined. However, the
minimum width for the combined width has been kept to 1.5m.
3.3.2 Application of Typical Cross Section

The principles of this is to apply same typical cross section to each homog
eneous section, but minor changes on the width are made at some sectio
ns due to unavoidable reasons. To contain road width constraints, the widt

h of carriageway and median which are most important components have

not been changed while the width of sidewalk and bike lanes have been c
hanged to minimize interference on road side properties.
The general application of typical cross section is as follows;
 Type-1 (6lanes) : Kilwa, Kawawa, Nyerere/Bibi Titi Mohamed Section,
 Type-2 (4lanes) : Changombe, Gerezani, Sokoine Drive, Uhuru Section,
 Type-3 (3lanes) : Maktaba/Azikiwe Section.
As mentioned above, the variation of the widths of sidewalk and bike lane
is unavoidable. Following tables and figures show the applications to each
section.
① Type 1-1-1(1-1-2)
<Figure 3-1> Cross Section Type 1-1

Chainage
Phase Road Name Length
From To
0+135.45 0+575 439.5m
0+685 0+915 230m
Changombe Road
1+025 1+500 475m
2
2+625 2+800 175m
Gerezani/Sokoine 0+400 0+489.55 89.55m

Drive Road 0+550 1+245 695m
1+325 1+800 475m
Uhuru Street
3 1+910 2+270 360m
2+330.45 2+635 304.55m
2+745 3+095 350m
Uhuru Street
3+150.45 3+215 64.55m
3 0+000 0+500 500m
Nyerere/Bibi Titi Mohamed
2+785 3+070 60m
<Table 3-4> Application of Cross Section Type 1-1-1(1-1-2)

② Type 1-1-3

Chainage
From To
Changombe Road 0+000 0+075 75m
2
Gerezani Road 1+305.45 1+459.82 154.37m
Nyerere Road 17+400 17+725 325m
3
Uhuru Street 2+065 2+165 219.55m
<Table 3-5> Application of Cross Section Type 1-1-3
③ Type 1-1-4
<Figure 3-3> Cross Section Type 1-1-4

Chainage
From To
2 Changombe Road 1+500 1+710 210m

④ Type 1-1-5

Chainage
From To
1+710 1+850 140m
2 Changombe Road 1+905.45 2+400 494.55m
2+510 2+625 115m
⑤ Type 1-2-1(1-2-2)
<Figure 3-5> Cross Section Type 1-2-1(1-2-2)

Chainage
From To
0+075 0+135.45 60.45m
0+575 0+685 110m
Changombe Road
2 0+915 1+025 110m
2+400 2+510 110m
Gerezani 1+245 1+305.45 60.45m
2+270 2+33045 60.45m
Uhuru 2+635 2+745 110m
3
3+095 3+150.45 60.45m
Azikiwe 0+500 0+610 110m

Chainage
From To
Changombe Road 1+850 1+905.45 60.45m
2
Gerezani 0+489.55 0+550.0 60.45m
3 Azikiwe 1+800 1-910 110m
⑥ Type 1-3

Chainage
From To
2 Gerezani 0+320 0+400 80m
<Table 3-10> Application of Cross Section Type 1-3
⑦ Type 1-4-1

Chainage
From To
2 Gerezani 0+125 0+230 105m

⑧ Type 1-4-2
Chainage
From To
2 Gerezani 0+000 0+125 125m
⑨ Type 1-4-3
Chainage
From To
0+000 0+100 100m

Sharurimoyo
3 0+150 0+180 30m
Lind 0+000 0+339.77 200m

⑩ Type 1-4-4
Chainage
From To
0+100 0+150 50m

3 Sharurimoyo
0+180 0+294.98 114.98m
⑪ Type 1-4-5
Chainage
From To
2 Gerezani 0+230 0+320 90m

⑫ Type 1-5-1(1-5-2)

Chainage
From To
0+000 0+485 485m
3 Uhuru
0+595 1+045 450m
Chainage
From To
3 Azikiwe 0+670 0+949 279m
⑬ Type 1-6

Chainage
From To
0+485 0+595 110m
3 Uhure
0+045 0+105.45 60.45m

⑭ Type 2-1

Chainage
From To
0+000 0+175 175m
2 Bandari 0+185 1+025 840m
1+085.45 1+276.3 190.85m
⑮ Type 2-2-1

Chainage
From To
0+175 0+285 110m
3 Bandari
1+025 1+185.45 60.45m

○
16 Type 2-2-2

Chainage
From To
2 Changombe 3+100 3+210 110m
0+505 0+615 110m
3 Nyerere 0+870 0+980 110m
1+425 1+485.45 60.45m
○
17 Type 2-3-1(2-3-2)

Chainage
From To
2 Kilwa 2+625 2+685.45 60.45m
Chainage
From To
5+025 5+085.45 60.45m
2 Changombe
6+065 6+175 110m
2+064.55 2+215.0 60.45m
2+510 2+620 110.0
14+000 14+110 110m
2 Nyerere 14+895 15+005 110m
15+695 15+805 110m
16+214.55 16+275 60.45m
16+795 16+905 110m

○
18 Type 2-4-1(2-4-2)

Chainage
From To
0+000 0+190 190m
0+310 0+800 490m
0+910 1+500 590m
1+610 2+070 460m
2+180 2+625 445m
2+685 2+775 89.55
3+400 3+770 370m
Kilwa Road 3+880 4+450 570m
6+380 7+155 775m
7+265 7+700 435m
7+810 8+445 635m
8+555 8+985 430m
2
9+095 9+665 570m
9+775 10+360 585m
10+550 11+200 650m
2+620 2+750 130m
3+590 3+760 170m
3+870 4+275 405m
4+385 4+890 505m
Nyerere 5+000 5+600 600m
6+730 6+800 70m
6+910 7+320 410m
7+430 7+850 420m
7+960 8+535 575m

8+645 9+315 670m

9+425 10+295 870m
10+405 11+100 695m
11+325 11+730 405m
11+830 12+273 443m
12+383 12+750 367m
12+860 13+700 840m
16+425 16+795 370m
3 Mandela 0+000 0+608.76 608.76m
Chainage
From To
4+560 5+335 775m
Kilwa Road 5+445 5+550 105m
5+725 6+270 545m
2+800 3+100 300m
2 3+210 3+725 515m
3+835 4+450 615m
Chngombe
4+560 5+025 465m
5+085.45 6+065 979.55m
6+175 6+313.41 138.41m
0+000 0+505 505m
0+610 0+870 260m
0+980 1+425 445m
2+000 2+060.45 60.45m
2+215 2+510 385m
2+750 2+985 235m
3 Nyerere
13+700 14+000 300m
14+110 14+895 785m
15+005 15+695 690m
15+805 16+214.55 409.55m
16+275 16+425 150m
16+905 17+400 495m

○
19 Type 2-5-1(2-5-2)

Chainage
From To
0+190 0+310 110m
0+800 0+910 110m
1+500 1+610 110m
3+770 3+880 110m
7+155 7+265 110m
2 Kilwa Road 7+770 7+810 110m
8+445 8+555 110m
8+985 9+095 110m
9+665 9+775 110m
10+368 10+440 72m
10+440 10+550 110m
3+760 3+870 110m
4+275 4+385 110m
4+890 5+000 110m
6+800 6+910 110m
7+320 7+430 110m
7+850 7+960 110m
3 Nyerere
8+535 8+645 110m
9+315 9+425 110m
10+295 10+405 110m
11+730 11+840 110m
12+273 12+283 110m
12+750 12+860 110m

Chainage
From To
2+070 2+180 110m
4+450 4+560 110m

Kilwa
5+335 5+445 110m
2
6+270 6+380 110m
3+725 3+835 110m

Changombe
4+450 4+560 110m
○
20 Type 2-6
Chainage
From To
11+100 11+175 75m

3 Nyerere
11+175 11+285 110m
<Table 3-28> Application of Cross Section Type 2+6
○
21 Type 3-1


Chainage
From To
3 Nyerere 1+485.45 2+000 514.55
○
22 Type 3-2

Chainage
From To
3 Nyerere Service Road-R/01 0+000 0+537.3 537.3m
○
23 Type P/F-R

Chainage
From To
2 Kilwa 10+435 10+550 115m

○
24 Type P/F-A

Chainage
From To
3 Nyerere 11+100 11+175 75m
○
25 Type P/F-Z

Chainage
From To
3 Uhuru 0+715 0+865 150m

○
26 Type F-B
<Figure 3-27> Cross Section Type F-B

Chainage
From To
2 Kilwa Road 3+046 3+196 150m
2 Nyerere/Bibi Titi Mohamed 3+225 3+375 150m
<Table 3-34> Application of Cross Section Type F-B
○
27 Type F-W
<Figure 3-28> Cross Section Type F-W

Chainage
From To
2+775 3+046 271m
2 Kilwa Road
3+196 3+400 204m
2+985 3+225 240m
2 Nyerere/BibiTiti Mohamed
3+375 3+590 215m
<Table 3-35> Application of Cross Section Type F-W

○
28 Type T-B(TAZARA Bridge on Kilwa Road)
<Figure 3-29> Cross Section Type F-B

Chainage
From To
2 Kilwa Road 5+550 5+725 175m
<Table 3-36> Application of Cross Section Type T-B
○
29 Railway Bridge(on the Nyerere Road)
<Figure 3-30> Cross Section Type Railway Bridge

Chainage
From To
2 Nyerere/BibiTiti Mohamed 2+803 2+845 42m
<Table 3-37> Application of Cross Section Type Railway Bridge

○
30 Type GOT(Access Road for Gongo la Mboto Terminal)
<Figure 3-31> Cross Section Type GOT

Chainage
From To
Gongo la Mboto Terminal Access
3 0+000 0+158.71 158.71m
Road
<Table 3-38> Application of Cross Section Type GOT
○
31 Type MBT(Access Road for Mbagala Terminal)
<Figure 3-32> Cross Section Type F-W

Chainage
From To
2 Nyerere/BibiTiti Mohamed 0+000 0+300.41 300.41m
<Table 3-39> Application of Cross Section Type MBT

3.4 Geometric Design

The consultant has found the existing horizontal and vertical alignments to be
generally acceptable and meets the requirements of the design standards. Few
sections have been proposed to be improved for BRT accommodation.
Vertical alignment has been designed considering provision of overlay on the
existing pavement base as per the pavement calculation.
Horizontal alignment setting out and vertical alignment plan are attached in
Appendix-4 in this report.
Despite the fact that most sections are adequate for accommodation BRT lanes
and meets the standard requirements, the consultant has designed the
improvement at some sections for safety and stability.
Detailed description on this aspect is given below;
3.4.1 Kilwa Road Improvement

From chainage 6+400 to 7+600 on the Kilwa Road, the existing horizontal radius is
small and is proceeded by a descending vertical alignment. Therefore, the
requirement for the improvement for safe driving is considerable. Therefore, the
consultant increased the existing horizontal curve to meet the standard as well as
applied maximum allowable limit of 6% vertical slope in order to enhance safety.
See <Figure 3-33> below. Additionally, safety facilities such as road signs and
markings have been planned for alerting the drivers.
<Figure 3-33> Road Alignment Improvement on Kilwa Road

3.4.2 Railway Bridge Passing section on Kilwa road

The consultant has found that space under the railway bridge is too narrow to
place 6 lanes including 2lanes of BRT and pedestrian walkway both side. Gas line
and other facilities are passing under the ground and railway embankment as well.
Pedestrian Box culverts planned Initial time will affect facilities under the ground
and stopping operation of train for several days affect distribution not only this
country but also other nations which don’t have harbour nearby Tanzania.
Consultant and client decided to provide stairway for avoiding this problem.
This planned stairway will be using slope of railway embankment and crossing
railway with level. Drawing number BRT 2 / 3 / TCS/ 007-008 are showing this plan.
<Figure 3-34> Section of TAZARA under pass on Kilwa Road
3.4.3 Kawawa Road Pedestrian Flyover

At chainage 3+265 on Kawawa Road, there is a pedestrian flyover constructed
above the BRT road spanning between 2 Machinga Complex buildings.
The piers of the flyover are located close to the building with 23 meters distance
between piers across the road. Thus, the consultant designed BRT lanes and
mixed traffic lanes without conflict with the piers. However, the existing piers are
within the sidewalks and bikelanes space. Some safety facilities such as self-
fluorescence plating have been designed on the piers for the safety of pedestrian
and bike.

<Figure 3-36> Passing under the Pedestrian Flyover
3.4.4 Bibi Titi Mohamed Road Improvement

From chainage 1+575 to 2+100 on Nyerere/Bibi Titi Mohamed Road, high-rise
apartments are located on both sides and the radius of horizontal curve is 85.0m
which is not up to the standard. Also the width of existing road is narrow, being
only 11.0meters which is not enough for accommodation of BRT, mixed traffic,
sidewalks and bike lanes.
Therefore, the consultant designed two BRT lanes for two way and two lanes for
mixed traffic towards Aipport on the existing road and another two lanes of
mixed traffic for CBD will detour along Kisarawe Street which runs parallel with
existing Bibi Titi Mohamed Road.
Some shops on RHS will not be accessed due to the detour plan so that service
road has been planned to enable access properties on the RHS.
<Figure 3-37> below describes the directions for BRT and Mixed Traffic in the
section.
<Figure 3-37> Plan for narrow section on Bibi Titi Mohamed Road

3.4.5 Improvement of Service Road on Nyerere Road

The present connection condition between Nyerere Road and service road seems
very congested of traffic because of presence of a lot of factories along the road
sides. The main concept for decreasing congestion is to minimize numbers of
access points between main road and service road without inconveniencing the
current users.
Therefore, the consultant designed an improvement of the access intersection
with concept below(see figure 3-38) in order to maintain the accessibility and
driving safety on Nyerere Road.
<Figure 3-38> Improvement for Service Road on Nyerere Road
3.4.6 Connection between Nyerere Road and Uhuru Street

This Nelson Mandela Road section has been planned to be in Phase-5 BRT corridor,
but the connection between TAZARA Junction and Buguruni Junction will be
necessary for Phase-3 to be operated along Uhuru Street.
About 600 meters length has designed by consultant, remaining section alo
ng Nelson Mandela Road will be designed in the Phase-5.
3.4.7 Grade Separate Intersection

① Intersection LOS Analysis
The consultant has conducted intersection LOS study and the results along main
routes are presented below. Details of the study, please refer to Traffic Analysis
and Intersection Design report in separate volume of previous submission.

AM peak PM peak
Intersection
Delay LOS Delay LOS
Gerezeni & Bandari 27.2 C 23.6 C
Kilwa & Bandari 230.3 F 190.8 F
Kilwa & Changombe 24.8 C 23.8 C
Kilwa & Nelson Mandela 102.4 F 70.6 E
Kilwa & Mbagala 50.4 D 27.2 C
Kilwa & Mtoni 105.2 F 61.2 E
Kilwa & Mtoni Kijichi 143.3 F 96.4 F
Kilwa & Kipara 104.4 F 68.4 E
Kilwa & Mbagala Chamazi 132.1 F 102.5 F

<Table 3-40> Intersection LOS on Kilwa road
AM peak PM peak
Intersection
Delay LOS Delay LOS
Nyerere & Sikukuu 8.9 A 8.5 A
Nyerere & Msimbazi 218.0 F 145.1 F
Nyerere & Kawawa 124.9 F 89.1 F
Nyerere & Mandela 67.2 E 41.2 D
Nyerere & Frontage Road1 6.7 A 4.3 A
Nyerere & Frontage Road2 562.2 F 447.2 F
Nyerere & Jet Corner 820.5 F 694.3 F
Nyerere & Airport 77.3 E 40.1 D
Nyerere & Old Terminal 38.1 C 44.0 C
Nyerere & Kitunda 28.9 D 25.3 D
Pugu & Moshi bar 12.3 B 12.2 B
Pugu & Village 10.9 B 10.7 B
<Table 3-41> Intersection LOS on Nyerere road

② Selection of Grade Separate Intersection

Among congested intersections, Kilwa/Nelson Mandela road intersection and
Nyerere/Kawawa road intersection have been chosen for improvement by grade
separation since the reasons described below.
- All roads at the intersections are multi-lane trunk roads (Kilwa, Nelson Mandela,
Nyerere, Kawawa),
- Highest heavy vehicle ratio roads,
- Approach to major infrastructures such as airport, sea port, TAZARA railway
station as well as to central and local crowded areas.
③ Kilwa/Nelson Mandela Intersection

This place is at grade intersection between Kilwa and Nelson Mandela road. Kilwa
road connects Bandari to Mbagala area while Nelson Mandela road is the gateway
to Dar es Salaam sea port. According to the traffic forecasting conducted by
consultant, Kilwa road will be over 40,000 vehicles per day at target year and
Nelson Mandela will have about 25,000 vehicles per day at the same year.
As shown above Table-1, the consultant has also carried out intersection analysis at
target year and the result shows the LOS(Level of Service) will be F at both
morning and evening peak time.
Direction of flyover has been determined based on the traffic analysis shown
below.
Traffic Analysis
Direction of Flyover
Average Delay Level of Service
Flyover on Kilwa road 58.7 sec/veh D
Flyover on Nelson Mandela road 61.0 sec/veh D
<Table 3-42> Traffic Analysis for Flyover Direction at Kilwa/Nelson Mandela Junction
The table above shows that the level of service at target year has both “D” while
average delay has a little difference. On the other hand, the number of heavy
vehicles on Nelson Mandela road is larger than Kilwa road because of cargo trucks
to and from Dar es Salaam sea port, therefore flyover along Kilwa road would
assure structural stability.
The consultant considers type of grade separate, construction cost and land
acquisition in order to select the best option. Table below shows the result of
consultant’s consideration.

ALT - 1 ALT - 2 ALT - 3

Item
(Flyover) (Partial Cloverleaf) (Flyover + Ramp)
Overview
- Simple flyover on - Full connection - Simple flyover
Kilwa road with existing R/A with two ramps on
- At grade junction - Without At grade heavier direction
under the flyover junction - At grade junction
4,570,000 11,600,000 5,770,000
Construction Cost
USD USD USD
Land Acquisition 37,500 m2 129,800 m2 48,200 m2
- ALT-1 : The most cost-effective option
Need of channelization at grade junction
Compensation cost is the smallest
Little affection to road side area
- ALT-2 : Most effective in traffic flow but costly option

Considerations/ Need of additional lanes on both roads
Compensation cost is the most expensive
Recommendation Possible hindrance to future urban development
- ALT-3 : Medium effective in traffic flow and costly

Need of four additional lanes on both roads
Compensation cost is medium expensive
Road users to understand irregular traffic pattern
- ALT-1 is preferable option for recommendation

<Table 3-43> Considerations for Grade Separate at Kilwa/Nelson Mandela intersec
tion
④ Nyerere/Kawawa Intersection
This place is at grade intersection between Nyerere and Kawawa road. Nyerere
road connects city centre to airport and Gongo la Mboto area while Kawawa road
connects Kilwa road and Morocco junction via Magomeni. According to the traffic
forecasting conducted by consultant, Nyerere road will be almost 50,000 vehicles
per day at target year and Kawawa will have over 30,000 vehicles per day at the
same year.

As shown above Table-1, the consultant has also carried out intersection analysis at
target year and the result shows the LOS(Level of Service) will be F at both
morning and evening peak time.
Direction of flyover has been determined based on the traffic analysis shown
below.
Traffic Analysis
Direction of Flyover
Average Delay Level ocf Service
Flyover on Nyerere road 49.5 sec/veh C
Flyover on Kawawa road 51.8 sec/veh D

<Table 3-44> Traffic Analysis for Flyover Direction at Nyerere/Kawawa Intersection>
The table above shows that the level of service at target year has “C” in case of
flyover along Nyerere road while Kawawa flyover will be LOS “D”. Nyerere road is
the gateway from/to Julius Nyerere International airport and TAZARA junction will
be grade separated with flyover on Nyerere road so that flyover along Nyerere
road would secure consecutiveness.
The consultant made a choice for flyover only at this junction because of,
- Central Railway Line is located just beside Nyerere road on RHS,
- On LHS a number of high-rise buildings are occupied the area.
Item Best Option (Flyover)
- Simple flyover on
Nyerere road
Overview
- At grade junction
under the flyover
Construction Cost 4,600,000 USD

Land Acquisition 56,400 m2
- ALT-1 : The most cost-effective option
Considerations/
Need of channelization at grade junction
Recommendation Compensation cost is the smallest
- ALT-1 is preferable option for recommendation
<Table 3-45> Considerations for Grade Separate at Nyerere/Kawawa Intersection

3.4.8 Pedestrian Flyover

Commercial zone, shops and business area are crowded with pedestrians and
pedestrian flyover should be considered. Pedestrian flyover request enough space
of side work due to ramps or stairs.
The Consultant provided three pedestrian flyover this project in practicable area
without demolishing of buildings and private properties.
Flyovers plan adopted ramps and thus ramps require more high construction cost
and space, but ramp will give unable people fair chance to use BRT system.
Phase Road Flyover Name Chainage
2 Kilwa Road Rangitatu P/F 11+450
Nyerere Road Airport P/F 11+175

3
Uhuru Road Rozana P/F 0+800
<Table 3-46> Location of Pedestrian Flyover
3.4.8 Median open space.

① Objective of Study
• BRT Lanes for Dar es Salaam BRT Phase-1 are under construction with d
edicated bus lanes separated by median and separator, therefore median
open space is needed in order to cope with emergencies such as breakd
own, accident, etc.
This median open space will contribute to avoid delaying subsequent BRT
vehicles and eventually to maximize public service for passengers.
② Characteristics and Potential Problems of BRT lanes

• BRT lanes are separated from other mixed traffic by concrete separator
and each BRT lane in opposite direction is also divided by median for en
hancement of safety.

<Figure 3-39> Typical Cross Section showing Median and Separator>

• Entry into BRT lanes from mixed traffic lanes are prohibited and blocke
d by separator so that it is also meant that there is no escape for BRT
vehicles in the case of emergency.
The same will be happened between BRT lanes due to medians in the
middle.
Potential Problems
• As it is mentioned above, installation of median and separator is necess
ary because of its safety, however it will make difficult for BRT buses t
o change either lane or direction.
• In any case of emergency, the troubled vehicle should be shift immediat
ely so as to give way to following vehicles behind, but the physical barr
iers would be obstacles.
• Once worst case happens such as fire and explosion, this constraint wo
uld be caused of disaster due to delays of recovery vehicles.
• The passengers are losing their confidence in BRT system and perhaps t
his new launched public transportation is regarded ineffective and uneco
nomic.

③ Feasible Alternatives
ALT-3
ALT-1 ALT-2
ITEM Opening Median at
Opening Median Opening Separator
Station
Layout
• Provision of Open • Provision of Open • Provision of Open

Space in the median Space in outer Space close by station
separator
• BRT lane is divided • BRT lane is mixed with • BRT lane is divided
with mixed traffic by mixed traffic in case of with mixed traffic by
separator emergency separator
• No affection to mixed • Traffic congestion in • No affection to mixed
traffic in any case case of emergency traffic in any case
• Need at least two open • Need at least two open • Need at least two open
Features spaces for change lanes spaces for change lanes spaces for change lanes
and return and return and return
• BRT lanes can be • Need another • BRT lanes can be
operated as dedicated operation plan for operated as dedicated
mixed traffic
• Need to accommodate • Need more open
open spaces properly • Need to accommodate spaces where distance
open spaces properly between stations is long
• For efficient operation of BRT system, it should have dedicated lanes while
installations of median and separator are strongly recommended for safety
reason.
• ALT-2 may add traffic congestion to crowded mixed traffic lanes during
emergency situation as well as there might need safety barrier on the open
space to prevent other vehicles from outer lanes at ordinary time. It would also
Recommend be difficult to operate all vehicles on the road without additional equipment.
-ation
• ALT-3 is also viable alternative without disturbance to other traffic, but there
must need additional open space between stations where it has long distance.
On the other hands, there is two BRT lanes on each direction at most station, it
means one lane could be occupied by troubled vehicle while other would be
still available for BRT operation.
• Therefore, ALT-1 is the most recommendable.
<Table 3-47> Alternatives of median opening

④ Study of Intervals for Opening Space
Study of Median Opening in Foreign Cases
• There are some examples of median opening in foreign cases, however

all of them are for high speed expressways mostly in rural areas so tha
t application of these cases might cause unexpected results due to unlik
e design speed and road classification.
• Therefore, it is necessary to establish specific standard to be appropriate
for BRT design based on the study of existing design.
• The length of open space also mentioned in foreign cases, for example
Korea and Japan adopt 17.6m while U.K standard is 17.0m. The length is
considered U-Turn movement so that we suggest 20m of open space f
or ease of construction and safe movement of articulate BRT buses.
Calculation Opening Spaces Interval
• As mentioned above, at least two opening spaces are required for BRT
buses to change lanes and return. The figure <3-40> below shows a princi
ple.
<Figure 3-40> Concept of Opening Spaces between Stations

• Calculation Intervals for Opening Space
- Kilwa(Phase-2) and Bibi Titi Mohamed & Nyerere(Phase-3) road are the two
longer sections so that they are used for the calculation.
Kilwa road has 17 spaces between stations with total 11.1km length
Bibi Titi Mohamed & Nyerere road has 26 spaces with total length of 17.4km
Total spaces are 43 numbers and total length is 28.5km
- Average interval for opening space then is calculated as below,
Number of opening to be required is 43 no x 2 = 86 no
Average interval of opening space is 28.5km / 86 no = 331m
- The calculation shows that appropriate interval for opening space is approximate
300m.

Conclusion
• Based on the calculation above, the application for opening space could be
suggested as below depending on the distance between stations as well as
existence of intersection in between.
DISTANCE LAYOUT NOTE
• Intersection is
regarded as
Less 300m
opening space
• Provision of single
opening space in
Between 300m the middle
and 600m • At least one
opening at station
is necessary
• Provision of at
least two opening
Over 600m spaces between
stations
<Table 3-48> Alternatives of median opening
• In addition, the length of opening space is suggested as below.
<Figure 3-41> Dimensions of Opening Space

3.5 Drainage Design

The drainage system is generally classified into three categories such as surface
drainage, sub-drainage and side drainage. Surface drainage drains away storm
water on the road surface to road side gutters through cross fall and Sub-drainage
drains the collected storm water to road side through storm water inlets and
manholes which have been put under the road side shoulder due to maintenance
considerations.
Side drainage is laid outside of road in order to protect the road bed, the size
being determined by drainage area and discharge from surface drainage.
The drainage system design and choice have been influenced by commonality,
ease of maintenance and requirement for stability for road, especially on the
pavement.
The existing drainage system is not normally working properly during rainy season
due to various reasons which include improper desilting scheduling, untimely
maintenance, lack of proper maintenance tools and inadequate capacity of drains
so that the importance of drainage design is emphasized.
3.5.1 Design of surface drainage

The main function of surface drainage is to drain road surface water to road side
gutter in order to improve running safety and protect pavement structure.
Gutter is continuously designed at the edge of road pavement in the shoulder
along the road. Grating is designed with 25m interval in the normal section, but in
sag areas of vertical alignment the interval has been decreased up to 5m for
greater storm water drainage capacity.(extraction)
Figure<3-42> below shows the generally adopted type of gutter and grating.
<Figure 3-42> Gutter and Grating for Surface Drainage

However, in this project side inlet have been adopted to mitigate against theft of
the metal gratings. Top inlet grats have only been adopted in area where kerbs are
not provided, ex. at mid area terminals and depots.

① Discharge Capacity
The discharge capacity of gutter is determined by the gutter size, 100% of
wetted perimeter is considered as effective discharge area. The formula bel
ow shows the discharge capacity of gutter adopted.
Q = 0.5(W) x 0.05(H) / 2 = 0.0125(m3/sec)
where, W=Width, H=Height.
The storm water runoff is calculated according to Rational Method which i
s composed of drainage area of carriageway, sidewalk and bike lane, rainfa
ll intensity and run off coefficient.
Qd = C x I x A / 3.6 (m3/sec)
where, C=Run off Coefficient, I=Rainfall Intensity and A=Drainage Area.
If Q > Qd, the gutter’s discharge capacity is capable of draining surface rai
nfall.
The gutter has been designed along entire routes.
3.5.2 Design of Sub-drainage

The sub-drainage is designed for draining surface water to outside road, located at
under the pavement structure. It is normally composed of street inlet/storm water
inlet and manhole.
The location of street inlet is under the gutter with 25 meters interval and the
location of manhole is under the sidewalk lanes.
These locations are considered suitable from maintenance point of view, avoiding
interference to vehicle’s movement.
The interval of manholes is 25 meters in ordinary sections. 250mm pipe connects
street inlet and manhole.
<Figure 3-43> Manhole and Street Inlet for Sub-drainage

① Discharge Capacity
The function of the street inlet is only to drain surface water to manhole so that
additional calculation for discharge capacity is unnecessary.
Manhole is designed with invert slope that takes care of head loss in manholes in
the direction of flow, but usually designed following the vertical slope of the road.
Special consideration is needed at the sag point because the speed of drainage
flow is slow.
3.5.3 Design of Side Ditch

Side ditch is to drain water from surface and road slope to river or stream. It is
located at the edge of road embankment with levels to suit ground levels.
Shallow side ditches have also been provided at locations where properties
cannot drain on to the road side gutters.
The size of side ditch varies with drainage area and necessity of cover is
considered at areas allocated for residence and shops in order to comply with
safety requirements.
below shows the various type of side ditches.
<Figure 3-44> Side Ditch for Side Drainage

3.6 Bridge Structure Design

3.6.1 Planning of the Structure
3.6.1.1 Plan of Bridge
A. General
∙ The bridge planning is a phase of significant influence on the functioning and
construction works to be performed. Therefore, this phase has to be proceeded
with extreme care. It is required that the plan should allow minimization of the
project budget while allowing the project to function in full effect. Also, the
aesthetic value of the project, in harmony with the surrounding landscape,
should also be considered. Based on the basic survey and the measured drawing
should be prepared in order to determine the exact location of construction.
Then, the type of the bridge, the spans, and the structural arrangement should
be configured.
∙ The decision of the bridge's span should be made in consideration of the
materials used, the passage condition beneath the bridge, the flow of the water,
and the aesthetic aspects. Also, the construction budgets for the top portion
and the lower portion of the bridge should be in balance, as well.
∙ The route for the newly planned project starts from Mbagala (starting point) and
ends at the CBD (end point) of Dar es Salaam, as the second phase of the BRT
plan, which covers a length of 19.3km. The structural design for the project was
confirmed after consulting with the project owner and other related agencies.
∙ The type of the structure was decided based on the location, the linear
conditions, geography, local conditions, soil conditions, and conditions under the
structure. Also, the decision was made considering economic feasibility,
construction efficiency, landscape, and maintenance in a comprehensive manner
to compare several proposals, followed by the final decision on the type of the
structure.
∙ The key structures within the project route include the two new bridges that
penetrates the intersection.

B. General considerations to be made for designing a structure

∙ Harmonization with the linear design of the road
∙ The appropriateness of the ratio between the length of the bridge, the span, and
the space under the bridge
∙ The appropriateness of the angle of the structure in consideration of the
geography and the waterway, as well as the direction of the road
∙ Construction efficiency, economic feasibility, project schedule, soundness of the
bridge for car traffic (Deck Bridge, continuous bridge, etc.)
∙ Improvement of the environmentally-friendliness via the harmonization between
the structure itself and the surrounding landscape
∙ Selection of a proper foundation type that fits the condition of the soil
C. Consideration of the type of the bridge
Basic elements Key considerations

Engineering ∙ Structural safety and rationality ∙ Construction efficiency and simplicity
elements ∙ Economic structure and forms
Functional ∙ Comfort in driving and stability ∙ Convenience in maintenance and
elements economy
∙ Harmonization with the existing bridges
Aesthetic
∙ Balance between the sub and super structures and the forms in
elements
consideration of the surrounding environment
<Table 3-49> Elements of the basic plan

Span length (m)

10 20 30 40 50 60 70 80 90 100 110 120
Structure Type
Rahmen
Slab
Hollow Slab
T-girder bridge
R.C - Simple
- Continuous
Box Girder Bridge
- Simple
- Continuous
Slab
Hollow Slab
Beam Girder Bridge (Post
Tension)
P.S.C
Box Girder Bridge
- Simple
- Continuous
Plate Girder Bridge
- Simple
- Continuous
Box Girder Bridge
- Simple
- Continuous
Steel deck girder bridge
Steel deck box girder bridge

Steel
- Simple
- Continuous
Truss Bridge
- Simple
- Continuous
Arch Bridge
Cable-stayed bridge
<Table 3-50> The applied span length for the super structure

3.6.1.2 Comparison of the super structure and decision

A. Overview
∙ The key structures for the project route are the two new bridges. The type of the
bridge was selected in consideration of the passage of the road from the
embankments, appropriateness in height, harmonization with the surrounding
environment, construction efficiency, and economy in a comprehensive manner.
Type No. Length (m) Name of the bridge
Long Bridge Flyover of Kilwa-Mandela, Flyover of
2 300.00
L≥100m) Nyerere-Kawawa
Small Bridge
- - -
(L<100m)
Total 2 300.00
<Table 3-51> Classification by the length
Type No. Length (m) Name of the bridge
Flyover of Kilwa-Mandela, Flyover of
Road crossing 2 300.00
Nyerere-Kawawa
River crossing - - -
Total 2 300.00
<Table 3-52> Types by the location of the structures
B. Status of the bridge
∙ The type of the bridge was selected based on the selection criteria in accordance
with the location, application, and economy for the product, also in
consideration of the load, foundation, construction method, and site conditions,
etc.
Linear Condition Comparison
Location Length Plane Cross Dutch Remarks
(STA.) (m) Linear Linear Angle A-Type B-Type
(m) (%) (°)
3+046.000 (+)4.9680 Concrete PC-Box Girder Steel Box ∙Crossing of an
150.00 R=∞ 0
～3+196.000 ～(-)4.1232 (Half depth Slab) Girder intersection
<Table 3-53> Comparison of each type of bridge (Flyover of Kilwa-Mandela)
Linear Condition Comparison

Location Length
Plane Cross Dutch Remarks
(STA.) (m)
Linear Linear Angle A-Type B-Type
(m) (%) (°)
3+225.000 R=1,500m+ (+)4.9720 Concrete PC-Box Girder Steel Box ∙Crossing of an

150.00 0
～3+375.000 ∞ ～(-)4.8998 (Half depth Slab) Girder intersection
<Table 3-54> Comparison of each type of bridge (Flyover of Nyerere-Kawawa)

▨ Comparison of each type of bridge (Flyover of Kilwa-Mandela)

▣ Introduction
- Station : STA.3+046.000~STA.3+196.000 - Horizontal alignment : ∞
- Length : L = 3@50.0 = 150.0m - Vertical alignment : S = (+)4.9680%∼(-)4.1232%
- Width : B = 24.0m - Skew : 0°
Classification A-Type B-Type

Concrete PC-Box Girder Steel Box Girder
Super Structure Type
(Half depth Slab)
Method of
Build of Crane Build of Crane
Construction
Length L=3@50.0=150.0m L=45+60+45=150.0m
width B=24.0m B=24.0m
Girder Height H=2.2m H=2.5m~3.0m
economics Inexpensive Expensive

◎ ○
Stability Stable Stable

◎ ◎
The
Pros Construct Casting bed Casting bed
and ability (Necessary) ○ (Unnecessary) ◎
Cons
Bad
Maintenance Good
○ (Cyclically Painting) △
Construction Many times Many times
Experience (a field of Design and (a field of Design and
(Domestic) Construct) ◎ Construct) ◎
▪The main material is concrete, which ▪The main material is steel, which is
helps reducing the project cost. relatively high-priced.
▪The small concrete PC-box girder ▪The component is fabricated in the
reduces the weight of the main shop, which make it more convenient
structure, which makes it easier to to control the quality. However, it
install the mold during construction. require a workshop to perform the
(Fabricated at site) job, as well as means for
transportation and proper road
conditions.
▪No separate maintenance efforts ▪Regular painting works for the steel
Character of required. members required.
Construction ▪Advantages in planning the sub ▪The main span can be designed as a
structure since a relatively long span long span (L=60m,) which is
length is available with this type. advantageous in light of the sub
structure planning.
▪The height of the main structure is ▪The main structure too high,
lower, which makes it easier to disadvantageous for the vertical
design the vertical alignment alignment designing
▪Easier to acquire necessary materials, ▪Uncertain availability of the steel
which are concrete and steel strands products which are to be used as the
structural members
<Table 3-55> Comparison of Flyover

◎ : excellent ○ : normal △ : bad

<Figure 3-45> Flyover of Kilwa-Mandela Comparison

▨ Comparison of the structures of the bridges (Flyover of Nyerere-Kawawa)

▣ Introduction
- Station : STA.3+225.000~STA.3+375.000 - Horizontal alignment : R=1,500m + ∞
- Length : L = 3@50.0 = 150.0m - Vertical alignment : S = (+)4.9720%∼(-)4.8998%
- Width : B = 24.0m - Skew : 0°
Classification A-Type B-Type

Concrete PC-Box Girder Steel Box Girder
Super Structure Type
(Half depth Slab)
Method of
Build of Crane Build of Crane
Construction
Length L=3@50.0=150.0m L=45+60+45=150.0m
width B=24.0m B=24.0m
Girder Height H=2.2m H=2.5m~3.0m
economics Inexpensive Expensive

◎ ○
Stability Stable Stable

◎ ◎
The
Pros Construct Casting bed Casting bed
and ability (Necessary) ○ (Unnecessary) ◎
Cons
Bad
Maintenance Good
○ (Cyclically Painting) △
Construction Many times Many times
Experience (a field of Design and (a field of Design and
(Domestic) Construct) ◎ Construct) ◎
▪The main material is concrete, which ▪The main material is steel, which is
helps reducing the project cost. relatively high-priced.
▪The small concrete PC-box girder ▪The component is fabricated in the
reduces the weight of the main shop, which make it more convenient
structure, which makes it easier to to control the quality. However, it
install the mold during construction. require a workshop to perform the
(Fabricated at site) job, as well as means for
transportation and proper road
conditions.
▪No separate maintenance efforts ▪Regular painting works for the steel
Character of required. members required.
Construction
▪Advantages in planning the sub ▪ The main span can be designed as a
structure since a relatively long span long span (L=60m,) which is
length is available with this type. advantageous in light of the sub
structure planning.
▪The height of the main structure is ▪The main structure too high,
lower, which makes it easier to design disadvantageous for the vertical
the vertical alignment alignment designing
▪Easier to acquire necessary materials, ▪Uncertain availability of the steel
which are concrete and steel strands products which are to be used as the
structural members
<Table 3-56> Comparison of Flyover
◎ : excellent ○ : normal △ : bad

<Figure 3-46> Flyover of Nyerere-Kawawa Comparison

3.1.6.3 Review of the Type for the Sub Structure of the Bridge
∙ The selection of the type of the sub structure of the bridge should consider the
basic requirement for the super structure, as well as the topology and
embankment. It is also important to introduce a systematic method to select and
plan the sub structure in order to achieve a form that is in harmony with the
super structure.
∙ For the selection of the sub structure, we considered the qualitative and
quantitative elements of each type to be compared in order to identify the
optimized structural arrangement.
1) Economy
∙ Not only the material used, but also the safety of the construction work and the
construction budget for the ancillary structures (such as the temporary bridge
structure, embankment road, and other temporary structures)
2) Conditions of construction
∙ The available time window for construction works, the area of construction, road
traffic, and the influence of vibration and noise should all be considered.
3) Location
∙ A bridge over a river shall not interfere with the water flow, and the cross-section
of the structure shall minimize the influence of the scouring of the river.
4) Aesthetics
∙ The appearance of the bridge shall take the surrounding environments, such as
the urban, rural, or mountainous settings, into consideration.
A. Selection of the type of abutment

1) Overview
∙ An abutment is the structure which transfers the load from the super structure to
the foundation soil bed. It is installed at each end of the bridge to support the
earth pressure onto the bridge. Therefore, it should be capable of withstanding
not only vertical loads but also lateral loads with stability. While it is important to
consider a proper cross-sectional design to be applied to the structure, the
external stability of the structure itself is of much higher importance. The
external stability of the structure can be ensured, in case of a spread foundation,
by considering the overturning, sliding, and settlement. As for a pile foundation,
the piles are required to ensure the external stability of the structure.
2) Types and characteristics of the structure

∙ Gravity (Semi-gravity) Type Abutment

The self-load of the structure is considerable. Therefore, this type is usually lower
in height and installed where the foundation is shallow. The applicable height of
5 ~ 6m.
∙ Reverse T Abutment
The self-load of the structure is low, and it is possible to adjust the length of the
bottom plate. The structure maintains its stability with the weight of the soil,
which makes it more economical. Backfilling is easier. This type is commonly
applied where the handing of the slope in the front of the abutment is
troublesome, up to a height of 13m, with a normal soil condition.
∙ Rear Buttress Abutment
In case the abutment of a reverse T type becomes too high in its elevation
(approx. 10m or higher), the cross-section of the member of the framework
becomes too wide, which makes the structure less economical. As a solution, the
bottom plate and the wall structure are linked to the tension wall, in order to
reduce the cross-sectional area of the members. However, this type involves
difficulties in installing the rebars and casting concrete into the rear buttress,
and the construction of the backfill in the rear side is not an easy task, either.
Height (m)
Abutment type Remarks
10 20 30
4
Gravity type
6
Semi-gravity type
6 13
Reverse T type
Rear Buttress 10 20
type
15
Rigid-frame type
12
Box type
Middle 15
connection type
<Table 3-57> Selection criteria for the abutment

Rear buttress type

Type Reverse T Abutment Rigid-frame type abutment
abutment
Cross-section
Appropriate
6m～13m 10m～15m 10m～20m
height
∙Normally applicable to ∙Applicable when the ∙Not economical if the
approx. 10m elevation or horizontal force of the height is less than 7m.
hills super structure is ∙Structurally
∙Reduce the self-load of significant (with significant disadvantageous on a soft
Conditions for
the structure and resistance.) ground.
selecting
maintain structural ∙Can be used to prevent
types
stability with the weight lateral flow of soft soil.
of the soil ∙Rear space available for
other purposes.
∙Economical under 13m in ∙Economical from 10m high ∙Economical at 13m to 16m
height. due to reduced earth in height
∙The form is relatively pressure ∙Complicated form, making
simple, making it easier to ∙Complicated form, making it less efficient to
construct. it less efficient to construct construct
∙Provides a better ∙Provides a better condition ∙Disadvantageous
condition for compaction for compaction of the rear compaction conditions for
of the rear backfill. backfill. backfilling
Characteristics ∙Higher reliability with ∙Relatively rarer references. ∙Many past references
more reference projects Applicable to softer soil using the technology
using the technology conditions as in West Coast ∙Disadvantageous in
∙Advantageous in terms of Highway of Korea maintenance
the maintenance cost ∙Advantageous in terms of ∙Moderate construction
∙Lower construction cost the maintenance cost cost
∙Expensive to build
Review ∙Reverse T type was selected as the technology can be applied in ordinary conditions and
Opinion economically more sound.
Application ○
<Table 3-58> Selection of the abutment type

B. Selection of the pier type

1) Overview
∙ Piers are located in the center of the bridge, supporting the vertical load of the
super structure. It should be in harmony with the super structure to achieve
aesthetic values of the structure. Especially, the design of a pier should consider
not only harmonizing with the surrounding environment but also the influence
it has on the usability of the space underneath the bridge, in accordance with
the super structure of the bridge.
2) The types and characteristics of various pier designs
∙ Wall type pier
Less strength in the throttling axis. However, the structure yield quite a rigidity
along the perpendicular direction to the throttling axis, making it a sound
design to address impact loads.
∙ Round column pier (Multi-column pier)
The rigidity of the pier itself is not significant, making it unsuitable for higher
piers. The applicable height for this design is 10m.
∙ T-type pier
With this design, the interference with the space under the bridge and water
flow is minimized, and the span length can be reduced further than other types,
as well. The suitable design height for this type of pier is around 20m.
∙ π type pier
Advantageous for a skew bridge or in a condition where the bridge need to
withstand lateral force, such as an earthquake, as the design increases the
rigidity of the pier. The appropriate design height for this technology is around
30m.
3) Selection of the pier type
∙ The flyover bridge to be installed in the project site is designed to contain both
directions of the road in a single structure. Since the bridge is to include the
BRT lanes, as well, the bridge is required to accommodate 6 lanes for both
directions combined (B = 24.00m). In consideration of the relatively wider
structure of the bridge, as well as the geographical location, structural stability,
construction efficiency, and economy, it was decided that the bridge will use
multi-column type piers.
∙ Also, since the new bridge is to be located at an intersection, we designed the
bridge to provide straight views to the drivers and planned the coping area to

become slimmer using a multi-column arrange onto the width dimension of the
6 lane roads on the bridge.
∙ The foundation depth of the pier was decided in consideration of the
surroundings, future changes in the grounds, scouring by the water flow, the
location of the bed rock underneath the foundation, and construction
efficiency.
Category T-type Multi-column type π - type
Sectional
View
∙ Relatively low influence of ∙ Applicable to areas of ∙ Applicable to areas of higher

Type earthquakes higher earthquake threats earthquake threats
selection ∙ Applicable to narrower and ∙ Applicable to wider and ∙ Applicable to wider bridges
conditions lower bridges lower bridges
∙ Relatively expensive to build ∙ Relatively expensive to ∙ Moderate construction cost

∙ The relative rigidity along the build ∙ Lower relative rigidity along
horizontal and longitudinal ∙ Lower relative rigidity the vertical axis due to the
directions compared to the along the vertical axis height. This is
height of installation, making depending on the height compensated by its higher
less advantageous in terms of of installation. This is lateral resistance, making
seismic. compensated by its higher the design more resistant
∙ Relatively disadvantageous in lateral resistance, making to earth quakes.
terms of the load carrying the design more resistant ∙ Good load carrying capacity
capacity for eccentric loads. to earth quakes. for eccentric loads.
∙ The round pier gives the same ∙ Good load carrying ∙ Higher structural stability
cross-sectional shape at every capacity for eccentric ∙ Good handling of lateral
The Pros
angle. loads. load (wind load.)
and Cons
∙ Better availability of the ∙ Higher structural stability ∙ Coping area more
space beneath the bridge. ∙ Good handling of lateral complicated to build.
∙ Higher construction load (wind load.) ∙ Dual column type, making it
efficiency ∙ Coping area more take longer to construct
∙ Repeated use of the forms complicated to build. compared to the t-type.
can reduce the construction ∙ Longer construction time
time. due to the increased
∙ Relatively disadvantageous in number of columns
handling lateral load (wind ∙ Slimmer coping area due to
load.) the increased number of
columns
Application ○
<Table 3-59> Comparison of the pier types

3.6.2 Designing of the structure

3.6.2.1 Overview
This project is the Phase -2 of the Dar es Salaam BRT plan, which is to connect
Mbagala (starting point) and the CBD (end point). The purpose of this 19.3km long
project is to realize a radial, circulatory transportation system, establishing a
network of transportation with the existing roads.
Since the bridge is required to serve the intended purpose, while ensuring safety
and economic feasibility as a structure, the surrounding environment and the
route condition, as well as the local context in general of the area have been
considered in detail as we selected the exact location, type, and construction
method of the bridge.
∙ The selection was to be made in accordance with future development plans and
current status of the existing infrastructure including the roads, in order to fulfill
the intended purpose of the bridge.
∙ The selection of the bridge type should also be made in consideration of the
topology and the condition of the ground.
∙ The construction method should also fit the overall site conditions to ensure
construction efficiency.
∙ The bridge not only serves as a linkage of roads but also as an aesthetic
landscape element, the structure should be designed to blend in with the
surrounding landscape.
This project involves two separate bridges to be built, one of them, which is the
Flyover of Kilwa-Mandela is the intersection between Kilwa Road and Mandela
Road, crossing Mandela Road. The other, the Flyover of Nyerere-Kawawa is
composed of two bridges that cross Changombe Road.
3.6.2.2 Current status of the structural designs
Item No. of sites Length (m) Remarks
Bridges crossing intersections:

Long bridge (L≥100m) 2 300.380
2EA
Small Bridge (L<100m) - - -
Total 2 300.380
<Table 3-60> By the length

Item No. of sites Length (m) Remarks

Crossing of the road 2 300.380 Bridges crossing intersections: 2EA
Crossing of the river - - -
Total 2 300.380
<Table 3-61> By the location of the structure
Item Type No of sites Length (m) Remarks

Concrete bridge WPC Girder 2 300.380
Steel Bridge - - -
Total 2 300.380
<Table 3-62> By the type of the structure
Type of bridge
Length Width Skew Remark
Location Super Sub
Foundation (m) (m) (°) s
structure structure
∙Abutment: Reverse T
STA.3+45.930~ ∙Abutment: Pile
WPC Girder type 150.190 24.0 0
STA.3+196.120 ∙Pier: Pile
∙Pier: multi-column type
STA.3+224.930 ∙Abutment: Reverse T Starting
∙Abutment: Pile
~STA.3+375.12 WPC Girder type 150.190 24.0 point :2.06
∙Pier: Pile
0 ∙Pier: multi-column type End point: 0
<Table 3-63> Current status of the structure
3.6.2.3 Review by the structures
A. Flyover of Kilwa-Mandela
1) Circumstance
(1) Locational condition
∙The intersection between Kilwa Road and Mandela Road (Bridge o
ver Kilwa Road)
(2) Route condition
∙Horizontal alignment: R = ∞
∙Vertical alignment: S=(+)4.4428% ~ (-)4.1232%
2) Current status of the bridge
(1) Super structure
∙Type : WPC Girder
∙Length : L=3@50=150.0m
∙Width : B=24.0m (6 lanes for both directions combine - BRT lanes
included)
∙Height of the girder : H=2.0m (Slab not included)

(2) Sub Structure

∙Abutment type: Reverse T
∙Abutment height: H=11.0m
∙Bearing:
- Abutment: Elastic bearing (A1, A2)
- Pier: elastic bearing (fixed) (P1), elastic bearing (P2)
∙Types of foundation:
- Abutment: Con'c pile (∅600) (A1, A2)
- Pier: Con'c pile (∅600) (P1, P2)
3) Summary
Max.
Ø Mn interval
Mu Re-bars
Re-bar assembly diagram Category between Remarks
(KN․m) used
(KN․m) rebars
(mm)
Toe 1036.858 1571.376 D25@125 330.455 O.K
D29@250
Heel 1227.419 1835.718 + 556.528 O.K
D25@250
P2 D16
D29@125
P1 D19+D19 Wall 2140.687 2968.243 + 820.145 O.K
D29@250
W2 D22
P3 D16+D16
Parapet
140.841 286.971 D16@125 820.281 O.K
wall
A 171.827 570.379 D29@200 1329.107 O.K
W3 D29+D29
Left A’ 47.971 324.661 D29@200 2716.77 O.K
W1 D25
wing
W4 D29 wall B 419.624 570.379 D29@200 516.551 O.K
B1 D29+D25
C 484.802 598.805 D25@150 449.367 O.K
A 171.827 453.116 D29@200 1057.088 O.K
B2 D25+D25
Right A’ 47.971 259.303 D29@200 2164.893 O.K

wing
wall B 419.624 570.379 D29@200 516.551 O.K
C 484.802 598.805 D25@150 449.367 O.K
<Table 3-64> Designing of the abutment (A1)

Max.
interval
Mu Ø Mn Re-bars
(KN․m) (KN․m) used
rebars
(mm)
Toe 1047.946 1571.376 D25@125 305.911 O.K
D29@250
Heel 1240.731 1835.718 + 556.529 O.K
D25@250
D29@125
P2 D16 Wall 2140.209 2968.243 + 731.078 O.K
D29@250
P1 D19+D19
W2 D22 P3 D16+D16 Parapet

140.863 286.971 D16@125 820.154 O.K
wall
A 172.044 570.379 D29@200 1327.429 O.K
Left A’ 47.971 324.661 D29@200 2716.77 O.K
W3 D29+D29
wing
W1 D25 wall B 420.286 570.379 D29@200 515.48 O.K
W4 D29
C 485.464 598.805 D25@150 448.525 O.K

B1 D29+D25
A 172.044 570.379 D29@200 1327.429 O.K
B2 D25+D25 A’ 47.971 324.661 D29@200 2716.77 O.K

Right
wing
wall
B 420.286 570.379 D29@200 515.48 O.K
C 485.464 598.805 D25@150 448.525 O.K

WPC Girder Type of Pile

Type of pier Multi-column pier Super structure
bridge foundation foundation
Rdmax = 1558.326
KN/Bearing
Super structure
Rlmax = 771.652 KN/Bearing
Reaction
ΣRmax = 2329.978
Cross KN/Bearing
section
Mu, ΦMn As,req As,use
(KN․m) (mm2)
Coping
Cross-section
Review 5452.0430 8421.122
< 14723.120 < 23308.200
Bridge
Item Top Bottom Item Bridge axis Perpendicular
axis
642.293 642.293
eb, e < 1768.157 < 1626.108
(mm) ; Tensile ; Tensile Ø Mu, Mn 38557.919 13497.023
destruction destruction (kN‧m) < 61781.877 < 23224.722
Foundation
column Ø Pu, Pn 8091.728 8798.586 Cross
Review (kN) < 11869.341 < 13708.201 section
Review
Ø Mu, Mn 14307.449 14307.449 As,req, 55845.936

(kN‧m) < 20986.864 < 22291.012 19578.867
As,use <
< 33966.300
(mm2) 90006.300
As 25335.000, 25335.000,
(mm2) ρ=0.00516 ρ=0.00516
<Table 3-66> Designing of the pier (P1)

Type of Pile
Type of pier Multi-column pier Topside design WPC Girder bridge
foundation foundation
Rdmax = 1558.326
KN/Bearing
Super structure
Structure Rlmax = 771.652 KN/Bearing
Reaction
ΣRmax = 2329.978
KN/Bearing
Cross
section
(KN․m) (mm2)
Coping
Cross-section
Review 5453.432 8423.298
< 14723.120 < 23308.200
Bridge
axis
642.293 642.293
eb, e < 1783.080 < 1639.779
Ø Mu,
(mm) ; Tensile ; Tensile 38565.280 12980.673
Mn
destruction destruction < 61781.877 < 23224.722
(kN‧m)
Foundation
Review
Ø Mu, Mn 14422.400 14422.400

As,req,
(kN‧m) < 20865.923 < 22152.704 55856.700 18821.788
As,use
< 90006.300 < 33966.300
(mm2)
As 25335.000, 25335.000,
(mm2) ρ=0.00516 ρ=0.00516

B. Flyover of Nyerere-Kawawa
1) Circumstance
(1) Locational condition
∙Junction between Nyerere Road and Changombe Road (Bridge on
Nyerere Road)
(2) Route condition
∙Horizontal alignment: R=1,500 + ∞
∙Vertical alignment: S=(+)4.4801% ~ (-)4.4166%
2) Current status of the bridge
(1) Super structure
∙Type : WPC Girder
∙Length : L=3@50=150.0m
∙Width : B=24.0m (6 lanes for both directions combine - BRT lanes
included)
∙Height of the girder : H=2.0m (Slab not included)
∙Skew : 2.06° (Starting point)
(2) Sub Structure
∙Abutment type: Reverse T
∙Abutment height: H=11.0m
∙Bearing:
- Abutment: Elastic bearing (A1, A2)
- Pier: elastic bearing (fixed) (P1), elastic bearing (P2)
∙Types of foundation:
- Abutment: Con'c pile (∅600) (A1, A2)
- Pier: Con'c pile (∅600) (P1, P2)

3) Summary
Max.
interval
Mu Ø Mn Re-bars
rebars
(mm)
Toe 1042.747 1571.376 D25@125 326.998 O.K
D29@250
Heel 1242.686 1835.718 + 546.867 O.K
D25@250
P2 D16
P1 D19+D19 D29@125
W2 D22
Wall 2140.748 2968.243 + 820.127 O.K
P3 D16+D16 D29@250
Parapet
140.739 286.971 D16@125 820.874 O.K
wall
A 172.202 570.379 D29@200 1326.216 O.K

W3 D29+D29
W1 D25
Left A’ 48.033 324.661 D29@200 2713.276 O.K
W4 D29
wing
wall B 420.713 570.379 D29@200 514.79 O.K
B1 D29+D25
C 486.017 598.805 D25@150 447.822 O.K
A 171.203 570.379 D29@200 1333.951 O.K

B2 D25+D25
Right A’ 47.95 324.661 D29@200 2717.937 O.K

wing
wall B 417.843 570.379 D29@200 519.451 O.K
C 483.013 598.805 D25@150 451.657 O.K

Max.
interval
Mu Ø Mn Re-bars
rebars
(mm)
Toe 1054.363 1571.376 D25@125 302.233 O.K
D29@250
Heel 1256.716 1835.718 + 546.938 O.K
D25@250
D29@125
Wall 2140.228 2968.243 + 731.075 O.K
P2 D16
D29@250
P1 D19+D19
W2 D22 P3 D16+D16
Parapet
140.853 286.971 D16@125 820.211 O.K
wall
A 172.004 570.379 D29@200 1327.74 O.K
Left A’ 47.971 324.661 D29@200 2716.77 O.K

W3 D29+D29
W1 D25
wing
W4 D29
wall B 420.241 570.379 D29@200 515.554 O.K
B1 D29+D25
C 485.419 598.805 D25@150 448.582 O.K
A 172.004 570.379 D29@200 1327.741 O.K

B2 D25+D25
Right A’ 47.971 324.661 D29@200 2716.77 O.K

wing
wall B 420.24 570.379 D29@200 515.554 O.K
C 485.418 598.805 D25@150 448.582 O.K


Type of pier Multi-column pier Super structure
Rdmax = 1558.326
KN/Bearing
Super structure
Rlmax = 771.652 KN/Bearing
Reaction
ΣRmax = 2329.978
Cross KN/Bearing
section
(KN․m) (mm2)
Coping
Cross-section
Review 5485.216 8469.368
< 14729.642 < 23308.200
Bridge
axis
642.293 642.293
eb, e < 1765.404 < 1623.537
Foundation
column Cross
Ø Pu, Pn 8089.328 8796.187
Review section
(kN) < 11900.608 < 13746.169
Review
Ø Mu, Mn 14280.931 14280.931 As,req, 56028.788

(kN‧m) < 21009.379 < 22317.408 19577.510
As,use <
< 33966.300
(mm2) 90006.300
As 25335.000, 25335.000,
(mm2) ρ=0.00516 ρ=0.00516


Type of pier Multi-column pier Topside design
Rdmax = 1558.326
KN/Bearing
Super structure
Structure Rlmax = 771.652 KN/Bearing
Reaction
ΣRmax = 2329.978
Cross KN/Bearing
section
(KN․m) (mm2)
Coping
Cross-section
Review 5436.031 8396.046
< 14723.120 < 23308.200
Bridge
axis
642.293 642.293
eb, e < 1780.796 < 1637.849
Foundation
Review
Ø Mu, Mn 14422.584 14422.584

As,req, 56036.718
(kN‧m) < 20884.170 < 22171.723 19576.84
As,use <
< 33966.300
(mm2) 90006.300
As 25335.000, 25335.000,
(mm2) ρ=0.00516 ρ=0.00516

3.6.2.4 Detailed design for the super structure by types

A. WPC GIRDER BRIDGE
1) SUMMARY OF GIRDER
∙ WPC (Wide-flange prestressed Concrete) Girder is a box type pre-stressed
concrete girder bridge of a U-shaped cross-section, where the upper flange is
closed and a cantilever part is formed on the outside, which moves the neutral
axis of the cross section upward. This results in optimized stress for the upper
and lower parts, while the cross-sectional efficiency is maximized. In
establishing the girders, the cantilevers are placed in contact with one another
to prevent any void space between girders, which makes bearings and forms
unnecessary while working on the base plate.
∙ SINGLE-SIDED CONFIGURATION
∙ SLAB CONSTRUCTION
- The girders are positioned in contact with one another, which removes the
necessity of the form and bearing when constructing the upper slabs. This, in
turn, contributes to reduction of the construction time and risks of fall during
construction works, as well as the cost for building the slabs.
WPC Girder General Girder

Girder
Length Width Girder Height
Bridge Name spacing Remark
(m) (m) Number (m)
(m)
3@50=150 24.0 36 EA 2.0 2.01

<Table 3-72> Summary of Bridge
Distinction Standards Remark

Girder fck = 40 MPa
Concrete
slab fck = 27 MPa
Girder fy = 400 MPa

Rebar
slab fy = 400 MPa
Tendon SWPC 7B Φ12.7mm × 12(KS D 7002)

<Table 3-73> MATERIAL
2) ENGINEERING THEORY OF WPC GIRDER
∙ The PSC compound type girder introduced prestressing of the girder to offset
the tensile stress caused by the dead load and the live load. The cross-section of
this structure is already compressed, making it highly advantageous in
preventing cracks and maintenance.
∙ The WPC girder is constructed using a PSC structure as mentioned above. The
upper flange of the U shaped girder is closed, while the flange on the outside is
expanded to make a box-shaped cross-section of the girder. ([Fig. 1]) The WPC
girder bridge maintains the superior structural behavior of the existing PSC
girders with an I-shaped cross-section. But, this PSC type bridge has a superior
cross-sectional efficiency. And, as a compound structured bridge, the base plate
is case after the girders are installed. The structural principle of the WPC girder
bridge is that, the PS steel strand is exposed to tensile stress in advance to
introduce compressive force to the lower side of the girder. This, in turn, offsets
the tensile stress caused by the force. For this reason, a WPC girder is to go
through the reviews of the stress conditions applicable when the tensile force is
introduced, when the base plate is cast, and as the bridge is exposed to the
working load, as is the case with an ordinary PSC beam. The neutral axis of the
U-shaped girder moves to the upper side, making the structural efficiency event
more improved.

<Figure 3-47> Comparison of cross-sections between a U-shaped girder and a WPC g

irder
∙ A WPC girder compound bridge is designed by the working stress method. And,
the section force caused by the factored load were reviewed for the extreme
conditions. As for the assessment for the stress, since the fluctuation of the
stress during the construction phase is significant, the stress at each phase of
construction were assessed at the central cross-section, the starting point, the
end point, and the change in the cross-sectional changes where the maximum
momentum is applied to each span, while it was ensured that the stress at each
of these locations satisfy the working load conditions. Figure <3-48> shows the
positions of단부
stress assessment and the approximate
중앙부 distribution 단부
of steel strands.
<Figure 3-48> Positions of stress assessment on the WPC girder bridge
3) SINGLE-SIDED CONFIGURATION
∙ This WPC Girder Bridge is a compound structure using precast/prestressed
concrete. It employs a box-shaped cross-section instead of the existing I-shapes.
And, the closing of the top portion of the U-shaped girder ensures maximized
resistance against bending and twisting forces. Such a structure as this
commands a superior aesthetic value compared to the existing I-shapes. Also,
its structure excels in the quality of the dynamics. At the same time, it realized a
low structure height that is comparable to a PF, having a superb span-depth
ratio at the same time.
∙ UPPER FLANGE
- The top flange of the WPC girder is divided into the external and internal parts.
Each of the internal and external parts are designed to perform two different
tasks. The first of these to tasks is to provide resistance against compressive
stress that is applied to the top side of the WPC girder. At the same time, the

structure should satisfy the requirements for distribution of rebars. The second
of these two tasks is to play the role of the bearing and the forms which can
support the load of the base plate that has not been hardened yet, as well as
the working load while the base plate is being cast. Our comparative analysis
showed that the kind of cross-sectional design that can successfully perform
the two functions above is as shown below. The structure of the top flange is
such that, the side section of the outside of the structure has an inclination
ratio of 1:10, with a haunch of 110 x 110mm. Here, the end of the side section
has a minimum thickness of 100mm, which is determined in consideration of
the minimal shielding thickness and the interval between rebars. The thickness
of the inside flange was also decided as 150mm, in consideration of the above
mentioned roles, the minimal shielding thickness, and the intervals between
rebars.
∙ LOWER FLANGE
- In an ordinary concrete structure, the designers assumes that the structure is
to resist compressive forces only, without any resistance available against
tensile forces. Therefore, in order to increase the efficiency of the section, the
thickness of the top flange should be minimized. However, in a PSC structure
where a number of PS steel strands are deployed in the lower flange, the
design should take the ducts, PS strands, the intervals of rebars for the lower
flange, and the shielding thickness of rebars. In addition, when the initial
tension is applied to the steel strands, the resistance against the compressive
stress introduced to the lower parts should be provided. Therefore, the lower
flange of a WPC girder should have a minimum thickness of 300mm in
consideration of the above. And, the inside should have an inclination ratio of 1
to 5 to ensure successful filling during concrete casting.

∙ WEB
- The belly of a WPC girder has ducts installed. Therefore, the diameter of the
ducts, front end rebars, horizontal rebars, and belly rebars should be
considered. As a result, in order to prevent interference and easy installation of
them, the thickness was set at 220mm.
4) CONSTRUCTION PROCEDURE
∙ WORK-BED INSTALLATION ⇒ REINFORCEMENT ASSEMBLY ⇒ SHEATH
INSTALLATION ⇒ EPS BLOCK INSTALLATION ⇒ FORMWORK ⇒
CONCRETE PLACING ⇒ CURING OF CONCRETE ⇒ FORMWORK DEMOLD
⇒ TENSION ⇒ CRANE OPERATION ⇒ SLAB CONSTRUCTION ⇒
COMPLETION
1. WORK-BED INSTALLATION 2. REINFORCEMENT ASSEMBLY 3. SHEATH INSTALLATION
4. EPS BLOCK INSTALLATION 5. FORMWORK 6. CONCRETE PLACING
7. CURING OF CONCRETE 8. FORMWORK DEMOLD 9. TENSION

10. CRANE OPERATION 11. SLAB CONSTRUCTION 12. COMPLETION
5) Summary of Structural calculations (Flyover of Kilwa-Mandela)

∙ Design of slab
Location Req.As(㎟) Use As(㎟) Mu(kN·m) Ø Mn(kN·m) CHECK
Cantilever 232.085 16@200=993.00 18.31 76.42 O.K
Between Girder 223.636 16@200=993.00 13.54 57.85 O.K
<Table 3-74> Main Bar
Location Req.As(㎟) Use As(㎟) CHECK
Cantilever 670.00 16 @ 250 = 794.40 O.K
Between Girder 440.00 16 @ 250 = 794.40 O.K
<Table 3-75> Distribution (Temperature) Bar
Continuous 16@250=2026.8
1277.11 270.838 2121.0 O.K
support 16@250=2026.8
<Table 3-76> Continuous Support Bar

∙ Design of Girder
- Anchorage: 8 EA
- Tendon : Ø 15.2㎜ × 12EA
Allowable stress (MPa) stress check Note
Before composite Allowed tensile stress -1.6 6.175 O.K Post tension
Girder weight
(after prestressing) Allowed compressive
21.6 18.378 O.K
stress
dead load
(after pouring slab) Allowed compressive
21.6 14.075 O.K
stress
Allowed compressive
10.8 8.011 O.K slab
stress
Allowed compressive
18.0 10.911 O.K beam(long)
After composite stress
(Loading) Allowed compressive
24.0 13.653 O.K beam(total)
stress
Allowed tensile stress -4.0 0.471 O.K Beam
<Table 3-77> Stress summary
6) Summary of Structural calculations (Flyover of Nyerer-Kawawa)

∙ Design of slab
Cantilever 232.085 16@200=993.00 18.31 76.42 O.K
Between Girder 223.636 16@200=993.00 13.54 57.85 O.K
<Table 3-78> Main Bar
Location Req.As(㎟) Use As(㎟) CHECK
Cantilever 670.00 16 @ 250 = 794.40 O.K
Between Girder 440.00 16 @ 250 = 794.40 O.K
<Table 3-79> Distribution(Temperature) Bar

Continuous 16@250=2026.8
1277.11 270.838 2121.0 O.K
support 16@250=2026.8
<Table 3-80> Continuous Support Bar
∙ Design of Girder
- Anchorage: 8 EA
- Tendon: Ø 15.2㎜ × 12EA
Allowable stress (MPa) stress check Note
Girder weight
(after Allowed compressive
prestressing) 21.6 18.378 O.K
stress
dead load
(after pouring Allowed compressive
slab) 21.6 14.075 O.K
stress
Allowed compressive
10.8 8.011 O.K slab
stress
Allowed compressive
18.0 10.911 O.K beam(long)
After composite stress
(Loading) Allowed compressive
24.0 13.653 O.K beam(total)
stress
Allowed tensile stress -4.0 0.471 O.K Beam
<Table 3-81> Stress summary
3.6.2.5 Design of the sub structure

A. Abutment design
1) Overview of the design
∙ The design of the abutments ensures stability against external forces by
combining stresses expected other than the main load. Also, we designed the
structure in such a way that the bridge would maintain stability with the
support from the ground and the transmission activities while satisfying the
design limits.
∙ The stability calculation for the abutment included the stability in the face of the

forces applied to the super and sub structures, stability of transmission for the
long and short term loads, stability against activities, and stability in the face of
the supportive forces. Also, for the inclined abutments, the designs considered
the direction of rotation due to side earth pressure under 75 degrees.
2) Designing Method
∙ Decisions on the type of abutment and locations
- We refrained from using rear-wall designs which is difficult to be built.
Considering the field conditions, we attempted to main the function of the
road to maintain the river, which resulted in 7.5m rigid-frame bridge designs
at both ends of the bridge. While we tried to maintain both directions of
traffic on the same altitude as we designed the height of the abutment and
the foundation, if the difference in altitudes of the sections is significant in
consideration due to the topology, the altitudes and the types of foundations
were decided based on thorough field surveys.
- The abutments which were designed to have pile foundations after elevation
were designed to have an appropriate height and section in order to minimize
the load applied to the piles.
∙ The designing process of the abutment

- The external stability (overturning, sliding, and support from the ground) were
secured before considering the internal stability (sectional review.)
- 0.0015hs distributed bars were used to prevent cracks to prevent drying
shrinkage and temperature changes. Here, the 'h' is the thickness of the
member, while 's' is the interval between the distributed bars. However,
there is no need to set the cross-sectional area of the rebars more than1,800
㎟ in consideration of the temperature and shrinkage.

3) Considerations for designing

∙The horizontal width(s) from the
toe of the abutment to the
elevated inclination was designed
in consideration of the reduction of
the support due to inclination and
long term stability of the slope. As
a result, the horizontal width(s)
here is to have a corresponding
width with the lower plate width
(b) of the abutment.
∙In consideration of the topology of
the installation site, we ensured
the design ensure construction
efficiency, structural stability, and
minimization of environmental
damages.
4) Assessment of the wing walls

∙ A wing wall should be designed as a plate which withstands the earth pressure
and live load.
[Division of domains of the wing wall]
∙ In this project, we used the conventional designing method which is more safety-
oriented than the member force based on the flat analysis. However, if a wing
wall stretches over 8m, the result of the flat analysis was partially applied to
reinforce the areas with a higher concentration of stress.

B. Pier Design
1) Overview
∙As this wide bridge is planned to accommodate six lanes for both
directions combined (B=24.0m,) we employed a multi-column desi
gn for its piers.
∙The foundation depth of the pier was decided in consideration of
the surroundings, future changes in the grounds, scouring by the
water flow, the location of the bed rock underneath the foundatio
n, and construction efficiency.
2) Design Method
∙We designed the piers and the foundations for normal conditions
and earthquakes, assuming worst case scenarios such as the maxi
mum bending moment or axial forces, or maximum eccentricity, et
c.
∙This project was designed as a class 1 earthquake-proof bridge. Th
e earthquake-resistant designing requirements that the axial cross-s
ection area are to be 0.01 or bigger and 0.06 times or smaller th
an the total cross-sectional area of the pier.
∙27MPa was applied to the concrete to be used on the piers, redu
cing the construction cost and enhancing the aesthetic value of th
e structure due to the reduction of the cross-sectional area. Howe
ver, in case of the abutment, 24Mpa concrete is to be used.
∙The safety of the piers was verified using P-M correlations.
∙The elasticity and plasticity were divided due to the earthquake re
sistant designing. Depending on the elasticity or plasticity, the num
ber of band rebars of lateral arrangement in the piers and the co
re binding rebars were determined.

Pn(kN)
구분 Pu Mu
120000 ① 20646 6899
② 11938 6096
110000 ③ 10257 14580
④ 8861 5825
100000 Pn=97766.486 ⑤ 16649 7480
⑥ 8694 5708 2.500
m
m
02
90000 100 1.150 1.150 100
0.
22
in=
80000
eM
DIVISION 50
70000 ΦPn=68436.540
P-M P6 H16
60000 P2 H19
(P1) 0. 002
0)
C.T.C 150
50000 ey (
et=
40000
P1 H25
30000 50 EA
50
et= 0.00 P6 H16
20000 1
5
2 3
10000 4
6
0
2500
5000
7500
10000
12500
15000
17500
20000
22500
25000
27500
30000
32500
35000
Mn(kN.m)
Pn(kN)
구분 Pu Mu
120000 ① 20644 6902
② 11915 6315
110000 ③ 10255 14692
④ 8838 6047
100000 Pn=97766.486 ⑤ 16647 7650
⑥ 8693 5909
m
m
02
90000 2.500
0.
22
100 1.150 1.150 100

in=
80000
eM
DIVISION 50
70000 ΦPn=68436.540
P-M P6 H16
60000 P2 H19
(P2) .00
20) C.T.C 150
0
50000 ey(
et=
40000 P1 H25
50 EA
P6 H16
30000
0
.005
et=0
20000 1
5
2 3
10000 4
6
0
2500
5000
7500
10000
12500
15000
17500
20000
22500
25000
27500
30000
32500
35000
Mn(kN.m)
<Table 3-82> P-M Correlation (Kilwa-Mandela)

Pn(kN)
구분 Pu Mu
120000 ① 20642 6907
② 11931 6071
110000 ③ 10254 14650
④ 8855 5816
100000 Pn=97766.486 ⑤ 16646 7480
⑥ 8692 5699
m
2m
90000 2.500
0.0
22
100 1.150 1.150 100
in=
80000
eM
DIVISION 50
70000 ΦPn=68436.540
P-M P6 H16
60000 P2 H19
(P1) 020
)
0.0
C.T.C 150
50000 ey(
et=
40000 P1 H25
50 EA
P6 H16
30000
0
.005
et=0
20000 1
5
2 3
10000 4
6
0
2500
5000
7500
10000
12500
15000
17500
20000
22500
25000
27500
30000
32500
35000
Mn(kN.m)
Pn(kN)
구분 Pu Mu
120000 ① 20642 6907
② 11921 6238
110000 ③ 10254 14691
④ 8845 5969
100000 Pn=97766.486 ⑤ 16646 7645
⑥ 8692 5903
m
m
02
90000 2.500
0.
22
100 1.150 1.150 100

in=
80000
eM
DIVISION 50
70000 ΦPn=68436.540
P-M P6 H16
60000 P2 H19
(P2) 002
0 )
C.T.C 150
50000 ey (0.
e t=
40000 P1 H25
50 EA
P6 H16
30000
0
.005
et=0
20000 1
5
2 3
10000 4
6
0
2500
5000
7500
10000
12500
15000
17500
20000
22500
25000
27500
30000
32500
35000
Mn(kN.m)
<Table 3-83> P-M Correlation (Nyerere-Kawawa)

3.6.2.6 Seismic design

A. Overview
1) Basic principles of seismic design
∙ In order to minimize casualties, only partial damages, not structural collapse, are
allowed for the members of the bridge. Therefore, in order for the bridge to
perform its basic functions in the face of an earthquake, we designed the bridge
with a focus on preventing a collapse or a fall of the bridge as well as the
stability of the piers.
∙ In order to prevent the bridge from collapsing, it is require that we obtained the
mechanism of ductile braking caused by the ductile behavior. Otherwise, the
preventive measures to prevent a collapse (shear key, dislocation restraints)
should be used.
∙ From the top structure, the lateral forces applied to the fixed bearing should be
calculated. Also, the abutment and the piers should be designed in
consideration of the lateral forces. The lateral forces applied to the bearing
were indicated on the drawing.
B. General
1) Acceleration factor
∙ The area is has an earthquake area coefficient of 0.11, as a part of the
earthquake zone I, which has a recurrence interval of 1,000 years based on the
result of analysis of the disaster level of the earthquake.
∙ This bridge is a class 1 earthquake resistant bridge. Therefore, the hazard factor,
which is the ratio of the maximum valid ground acceleration for each recurrence
cycle is I =1.4, which corresponds to an average recurrence cycle of 1,000 for the
design earthquake.
∙ Therefore, in this design, an acceleration factor of A = 0.11×1.4 = 0.154 was
applied.
Earthquake zone Ⅰ Ⅱ
Zone Factor 0.11 0.07

<Table 3-84> Earthquake Zone Factor (Corresponding to a recurrence cycle of 500 years)

Recurrent cycle (year) 500 1,000
Hazard factor I 1 1.4

<Table 3-85> Hazard Factor
2) Seismic grade and the design earthquake level

Average
recurrence
seismic class Bridge frequency of
the design
bridge
∙bridges in a highway, motorway, metropolitan areas and
seismic bridge ordinary express ways
1,000 years
class 1 ∙A bridge over a road where seismic class 1 bridges should be
built.
seismic class II
∙A bridge that does not belong to seismic class 1 500 years
bridge
<Table 3-86> The seismic class of the bridge and the seismic design
3) Response modification factor
∙ This is a method that was proposed to induce a column or a pier to yield due to
the design seismic force in consideration of the ductile capacity and the
structural redundancy. It is a value assuming the ratio of the section force based
on the design section force based on the elasticity analysis and plasticity
analysis.
∙ The response modification factor is the modification factor to be applied when
using a linear elasticity analysis as the static or dynamic structural analysis
method for a seismic designing of a concrete bridge.
∙ That is, since it is a factor that is used to correct the differences caused by
conducting a linear elasticity analysis of a concrete bridge that shows a non-
linear behavior due to the characteristics of the material or the cross-section, it
is not applied to a linear material analysis.
∙ The response modification factor is to be applied to the momentum as divided.
The shearing force and the axial force are not divided. This is to ensure no
shearing destruction is caused until the concrete bridge shows a plastic
behavior, in which the bridge has a plasticity hinge and a sufficient degree of
displacement when it breaks.
∙ In order to apply the response modification factor, it should be confirmed that

there is a plastic hinge on the cross-section of the material caused by the

earthquake moment in the process of seismic design.
Sub structure R Connecting parts (1) R
Wall -type pier 2(1.5) Super structure and abutment 0.8
Reinforced concrete pile bent
1. Vertical piles only Elastic connection between
3(1.5) 0.8
2. More than one sloped piles are spans of the super structure
2(1.5)
used
Pillar, pier, pile bent and cap-
Single pillar 3(1.5) beam 1.0
or the super structure
Steel members, compound
members, or concrete pile bent
1. Vertical piles only pillar or the pier and the
5(2.5) 1.0
2. More than one sloped piles are foundation
3(1.5)
used
Multi-column bent 5(2.5)
<Table 3-87> Response modification factor
Note) (1) The connecting part is the device which transmits the shearing force and
the compressive force between members. The bridge bearing and the she
aring keys can be mentioned as examples. Here, the response modification
factor is applied to the elastic seismic force that is applied to the bound
direction.
( ) is the response modification factor of a seismically isolated bridge. The c
onnecting part is the same with those in an ordinary bridge.
C. Seismic analysis for each type of bridges

∙ For a bridge of one span lengths, the reaction force of the fixed load multiplied
by the acceleration factor and the ground factor is assumed to be applied when
we designed the bridge. Also, we reviewed the supported length of the
minimum bearing, as well.
∙ For a simpler bridge where the change in the mass of the upper deck and the
variation of the bridge height is not significant, Single Mode Spectral Method
was applied as a principle. On the other hand, Multi Mode Spectral Method was
applied to continuous bridges with intermediate span lengths as we performed
seismic analysis.

Name of
Type Method of analysis Applied bearings Remarks
bridge
multimode spectral
1 Kilwa-Mandela Elastic rubber bearing
analysis method
Nyerere- multimode spectral
2 Elastic rubber bearing
Kawawa analysis method
<Table 3-88> performed seismic analysis.
1) Flyover of Kilwa-Mandela
Bridge
WPC Girder
type
Bridge
bearing
Layout
Analysis
Multi-mode spectrum analysis
Method
<Table 3-89> Bearing arrangement and analysis method
Allowed Specification
Abutments and horizontal
Item horizontal of the Remarks
piers force (kN)
force (kN) bearing (kN)
longitudinal
A1 /traverse 349.558 414.000 2800
direction
longitudinal
P1 /traverse 294.588 414.000 2800
direction Elastic
rubber
longitudinal bearing
P2 /traverse 303.826 414.000 2800
direction
longitudinal
A2 /traverse 349.094 414.000 2800
direction
<Table 3-90> Review of the horizontal force

2) Flyover of Nyerere-Kawawa
Bridge type WPC Girder
Bridge
bearing
Layout
Analysis
Multi-mode spectrum analysis
Method
<Table 3-91> Bearing arrangement and analysis method
Allowed Specification
Abutments and horizontal
Item horizontal of the Remarks
piers force (kN)
force (kN) bearing (kN)
longitudinal
A1 /traverse 349.558 414.000 2800
direction
longitudinal
P1 /traverse 294.588 414.000 2800
direction Elastic
rubber
longitudinal bearing
P2 /traverse 303.826 414.000 2800
direction
longitudinal
A2 /traverse 349.094 414.000 2800
direction
<Table 3-92> Review of the horizontal force

3.6.2.7 Designing of Subsidiary facilities

A. Bridge bearing
1) Overview
∙ A bridge bearing is a main element of the bridge which delivers the load to the
sub structure and absorbs the relative displacement and rotational
transformation of the super structure. Depending on the seismic system, one
may use either seismic bearings or earthquake proof bearings. In this section,
we will examine the selection of the bearings in consideration of the
characteristics of the bridge over the commonly analyzed elements.
(Functionality, reliability, and economy)
Type Elastic rubber bearing Port bearing Friction disk bearing
Type
∙Advantageous for multiple - ∙Performs as an ordinary ∙Functions as an ordinary

point seismic design due to bearing bridge seating
the shearing rigidity ∙Shear key seismic design ∙Distributes the lateral forces,
∙Distribution of the seismic ∙The amount of friction is so which is helpful to the sub
force over the entire bridge small that there is virtually no structure
∙Disadvantageous to relatively binding of the structure. ∙Performs relatively better in
Characteristics
higher vertical force due to ∙Difficult to apply to long higher or lower temperature
the limitations in height and bridges since the seismic ∙The size of the bearing
size lateral force is considerable increases as the reaction
∙Recommendable for medium ∙Risk of the bound rubber force increases.
or narrow span bridges with plate being dislocated ∙Higher applicability to an
lower elasticity oblique angle
∙Rubber + steel plate ∙Main body: steel material ∙Main body: steel material
main
∙ bearing plate: Rubber plate, ∙ bearing plate: Polyurethane
Material
PTFE disk + PTFE late
Types Fixed, one-way, both-way Fixed, one-way, both-way Fixed, one-way, both-way
∙Changes depending on the ∙0.013RAD ∙0.015RAD
height and the size ∙ Accommodates common ∙ Accommodates common
Rotation
∙ Accommodates common rotations rotations
rotations
Friction ∙Horizontal stiffness ∙μ : 0.03~0.10 ∙μ : 0.03~0.10
∙Regular times: single fixed ∙Single fixed ∙Regular times: single fixed
Bridge design
∙Earthquakes: multiple fixted ∙Earthquakes: multiple fixed
∙Applicable to bridges of ∙Can be applied regardless of ∙Can be applied regardless of
intermediate span lengths the bridge type and length the bridge type and length
Applicability ∙Limitation of the elasticity ∙Not recommended to bridges ∙Recommended to bridges
and load accommodation with larger rotations (0.013 with larger rotations (0.013
RAD or higher) RAD or higher)
Maintenance Good Good Good
Application ◉
<Table 3-93> Review of the bridge bearings

Maximum Maxium
Allowed Allowed
vertical reactive applied
Type Location vertical force horizontal Remarks
force horizontal
(kN) resistance (kN)
(kN) force (kN)
A1 2320.555 2800.000 349.558 414.000 O.K
P1 2329.978 2800.000 294.588 414.000 O.K

Kilwa
-Mandela
P2 2329.978 2800.000 303.826 414.000 O.K
A2 2320.555 2800.000 349.094 414.000 O.K
A1 2320.555 2800.000 349.558 414.000 O.K
Nyerere P1 2329.978 2800.000 294.588 414.000 O.K

-Kawawa P2 2329.978 2800.000 303.826 414.000 O.K
A2 2320.555 2800.000 349.094 414.000 O.K

<Table 3-94> Application of the bridge bearings
7) The products suggested for this design are of tentative suggestions, which are
subject to changes after discussing with the project owner or consulting the
data, to other products of equivalent or higher qualities in terms of the
materials, performances, and specifications.
B. Expansion Joint
1) Overview
∙ The expansion joint of the road usually suffers a lot of damage as it supports the
loads from the vehicles using the bridge directly. Any defect in the design and
construction of this component will cause significant discomforts to the
vehicles and, in some cases, affect the entire bridge structure in a negative
manner. Currently, there are not any stone-set construction methods or
limitations on durability, as well as trafficability, in the designing standard for
bridges. Therefore, the expansion joint are designed in consideration of
temperature changes, deformations, and displacement. Especially, there are
not any explicit rules or standards for selection the types of such expansion
joints (in terms or materials, trafficability, and durability.) Therefore, the
expansion joint used in this project was selected on the following consideration.

Range of Calculation of the expansion length

Type Temperature Temperature drying expansion
change Creep Total
change shrinkage length
PSC bridge -5∼+35℃ 0.40ℓ 0.10ℓ 0.20ℓ 0.14ℓ+10 0.84ℓ+10
Deck
-10∼+40℃ 0.5×1.2ℓ - - 0.12ℓ+10 0.72ℓ+10
bridge
Steel Through
Bridge bridge,
Steel plate -10∼+50℃ 0.6×1.2ℓ - - 0.14ℓ+10 0.86ℓ+10
deck
bridge
<Table 3-95> Basis for calculating the expansion length (the expansion length
less than 100m)
Item New Monocell Joint Steel Rail Joint Steel Finger Joint
Type
∙expansion length is ∙A spacer is installed in order ∙The finger joint is improved

controlled by the to maintain the distances with a wheel support plate of
elongation rate of the between seals when there is special patterns to disperse
rubber material. expansion. impact loads.
Characteristics ∙The expansion of rubber ∙The lateral beam and shock ∙Reduction of noise and
and rigidity of steel absorber absorbs impact vibration by causing the
member disperses the load. wheels of the vehicles to
impact load. touch the ground in a
sequential order.
∙Steel and rubber ∙Steel rail, rubber seals, and ∙Steel fingers, steel seals
main steel bearing, compressed
Material springs, etc.
Max. Elongation 100mm 800mm 600mm

Durability Good Good Excellent
Water Proof Good Excellent Good
Trafficability Good Good Good
Maintenance Good Good Good
Economy
Inexpensive Moderate Expensive
(out of 100)
∙If the expansion length is less than 100mm, rubber + steel members are used to maintain
flatness while absorbing impacts from vehicles. For expansion beyond 100mm, rail types
Review Opinion
are recommended as the limitations of the existing types in consideration of the
maintenance as well as reliability, stability, and trafficability.
Apply ◉
<Table 3-96> Review of the type of the Expansion Joint

4) The products suggested for this design are of tentative suggestions, which are
subject to changes after discussing with the project owner or consulting the
data, to other products of equivalent or higher qualities in terms of the
materials, performances, and specifications.
C. protective fence for bridge

1) Overview
∙ The protective fences on each side of the bridge are important installations
which are intended to attract the visual attention of the drivers, prevent the
vehicles from getting off the road and restoration from dislocations, and
minimize any damages or injuries of the passengers. In this design, following
reviews were conducted in consideration of safety, aesthetics, and economy to
select the type of protective fences.
∙ Minimization of casualties, injuries, and damages to the vehicles as well as
secondary accidents.
∙ Attraction of the visual attention of the drivers and provision of a sense of
stability
∙ Ensuring safety, construction efficiency, economy, aesthetic values, and
convenience in maintenance
2) Purpose of installation
∙ To prevent the vehicles from distracting from the road, provide visual stability,
and harmonization with the surroundings, etc.

Concrete wall + one layer of Curb + guard-rail type vehicle

Type Concrete wall type
guardrail protection
Cross-
section
∙Moderate aesthetic values ∙Moderate aesthetic value ∙Good aesthetic value

∙Relatively easier to build ∙Complicated building process ∙Relatively complicated
∙More convenient to maintain ∙Maintenance of the guardrail building process
∙Virtually no damages in case required. ∙Maintenance of the guardrail
of a collision with a vehicle ∙Virtually no damages in case required.
Pros & Cons and higher performance in of a collision with a vehicle ∙Moderate deformation upon
restoring the vehicle to its and higher performance in collision. Application by class
original tracks restoring the vehicle to its possible based on the result
∙Cheaper to build original tracks of the collision tests
∙Low visibility ∙Moderate construction cost ∙Relatively expensive to build
∙Relatively good visibility ∙Good visibility
∙We concluded that it is a sound decision to concrete walls as protective fence for the project
Review
as they are easier to obtain the desired level of trafficability and minimization of damages in
Opinion
a car accident.
Application ◉
<Table 3-97> Types of protective fences for brides – comparison

3.7 Drainage Structure Design

3.7.1 Design of the New Culverts at Chainage 1+630 (Kilwa Road) and
4+522 (Changombe Road/Kawawa Road)
① Information Gathering and Review
As there were no other documents provided for these existing structures
other than the proposed width of the road section and the opening size p
roposed by hydrology expert, then the existing culverts were visited and
measurements were taken so as to get the invert levels on the purposed
drainage structures. The difference on level is important in determining the
amount of fill for the proposed structure hence the total width size of t
he structure.
② Prefered Structural Option
It has been opted to replace the existing structures with the new ones w
hich will meet the required opening size as given in hydrological report. H
owever the hydrology expert proposed 5x2m and 3x2m size of box culvert
for structure 4+522 (kawawa road/changombe junction) respectively but a
proportion for 5x3m box culvert for the structure on station 1+630 (Kilwa
road) has been made so as to minimize amount of fill and hence the widt
h of the culvert, while the other
structure was maintained as per proposed section from the Hydrology expert.
③ Detailed Structural Design of Culvert
a. Loadings Considered in Design
Loadings considered during analysis and design of these culverts is as
follows:
 Permanent Loads
 Dead load of Structure
 Superimposed Dead Load
 Horizontal Earth Pressure
 Vertical Live Loads
 HA UDL/KELL loads on carriage way and HB loads
 Horizontal Live Loads
 Live loads surcharge
 Traction/Braking.
b. Analysis and Design

The structures has been modelled, loaded, analysed and designed usin
g prokon software and checked manually as per codes (BS 5400 and
BD) recommendations.
Loads have been combined to give maximum effects on walls, botto
m and top slabs respectively. The values obtained have been used in
designing these members as seen in structural calculation report pre
viously submitted.
c. Output of the Design
Based on values of internal forces obtained from the analysis, the siz
e of the box culvert and reinforcements was calculated using manuall
y (predefined formula with Prokon software) and reported as per dra
wings and design calculations report previously submitted.
d. Protection Works
Protection works (gabions, mattresses) have been considered to preve
nt erosion of the river banks near the structure as shown on the dra
wings and a need for river training will be confirmed during the deta
iled design.
3.7.2 Box Culvert at Chainages 6+070 and 6+185 (Kilwa Road)

No other documents obtained regarding this existing structures other than the
proposed width of the road section and the opening size proposed by highway
engineering and hydrology report respectively, therefore the existing culverts
were visited and measurements were taken to get the opening size, member sizes
and the amount of fill and length of the culvert.
It was discovered that the width of the structure cannot accommodate the
proposed road cross section and pedestrian walk ways on both sides of the road.
② Condition of the Existing Structure
The condition of the existing structure is still good, no defects observed on all
visible structural elements.
Also the code recommends that structures should only be assessed if there is:
No existing assessment or design valid for the proposed treatment of the
structure; or
Evidence of an assessment being carried out, but the results of the assessment
cannot be clearly identified, or there is evidence to suggest the results are
questionable.

Also there other considerations on loadings which help to decide whether the
structure is to be reanalysed or not.
③ Prefered Structural Option
From above, it has been opted to lengthen/widen the box culverts so that they
will take the proposed road section. The structures will be increased by 4m on
both sides of the road to take the width of walk ways and fill.
④ Detailed Structural Design of Culvert
a. Loadings considered in Design
Loadings considered during analysis and design of this culvert is as fo
llows:
 Permanent Loads
 HA UDL/KELL loads on carriage way
 HB loads
The extension part has been modelled, loaded, analysed and designed
using Prokon software and checked manually as per codes (BS 5400
and BD) recommendations.
m and top slabs. The values obtained have been used in designing th
ese members as seen in structural calculation report previously submit
ted.
e of the box
culvert and reinforcements was calculated using manually (predefined
formula with Prokon software) and reported as per drawings and des
ign calculations report previously submitted.
d. Protection Works

wings and a need for river training will be confirmed during the deta
iled design.
3.7.3 Box Culvert at Chainages 4+950, 5+420 and 5+600

(Kawawa Road)
No other documents obtained regarding this existing structures other than the
proposed width of the road section and the opening size proposed by highway
engineering and hydrology report respectively, therefore the existing culverts
were visited and measurements were taken to get the opening size, member sizes
and the amount of fill and length of the culvert.
It was discovered that the width of the structures cannot accommodate the
proposed road cross section and pedestrian walk ways on both sides of the road.
② Condition of the Existing structure
The condition of the existing structures is still good, no defects observed on all
visible structural elements.
Also the code recommends that structures should only be assessed if there is:
No existing assessment or design valid for the proposed treatment of the
structures; or
Evidence of an assessment being carried out, but the results of the assessment
cannot be clearly identified, or there is evidence to suggest the results are
questionable.
Also there other considerations on loadings which help to decide whether the
structures are to be reanalysed or not.
From above, it has been opted to lengthen/widen the box culverts so that they will
take the proposed road section. The structures will be increased by 3.4m on both
sides (box culvert on station 4+950 & 5+420) of the road to take the width of
walk ways/bike way, while for the box culvert on station 5+600 the widening will
be 4m on one side and 2m on the other side respectively.
The detail for the joining new and old one is shown on the new part is to be joined
into the existing walls/slabs by hacking/demolishing small portions of walls or
slabs to enable reinforcements lapping.

④ Detailed Structural Design of Culvert

a. Loadings Considered in Design
llows:
 Permanent Loads
 HB loads
ted.
d. Protection Works
nt erosion
of the river banks near the structure as shown on the drawings and
a need for river training will be confirmed during the detailed design.

3.7.4 Box Culvert at Station 4+522 (Kawawa Road)

No other documents obtained regarding this existing structure other than t
he proposed width of the road section and the opening size proposed by
highway engineering and hydrology report respectively, therefore this existi
ng culvert was visited and measurements were taken to get the opening s
ize, member sizes and the amount of fill and length of the culvert.
It was discovered that the width of the structure cannot accommodate the
proposed road cross section and pedestrian walk ways on both sides of t
he road.
② Condition of the Existing Structure
The condition of the existing structure is still good, no defects observed o
n all visible structural elements.
From above, it has been opted to lengthen/widen the box culverts so that
they will take the proposed road section. The structures will be increased
by 9.9m and 9.7m on each sides of the road respectively to take the wid
th of walk ways and fill.
The new part is to be joined into the existing as per detailed shown struc
tural calculation report previously submitted.
④ Detailed Structural design of Culvert
a. Loading considered in Design
llows:
 Permanent Loads
 HB loads


ted.
d. Protection works
wings for control of erosion.

3.8 Pavement Design

3.8.1 Selection of Pavement Type
① Cost Considerations
Both types of pavement have been considered with the following condition
s;
Loading : up to 100 million standard axles
Climatic condition : moderate climate
Drainage : moderate, ponding allowed up to 2 hours
Maintenance : allow minimal renewals of concrete joint seals and fillers. Lif
e span of rigid pavement is normally 25~40years, but in the design period
of 20 years(target year) has been adopted
For bituminous concrete pavement, with 50mm bituminous surfacing, surfac
ing to be renewed every 10 years as periodic maintenance operation for h
eavy traffic roads and every 15 years for light traffic roads. Periodic work i
nvolves overlay of asphalt concrete assuming that 50% of roadway surface
in deteriorated to a level of and patching of potholes up to 100m2 per km.
Routine maintenance works involve pavement patching (up to 100m2/ km)
crack sealing and this is done annually.
Maintenance of Portland cement concrete roads is minimal, however defect
s do appear very shortly after construction due to ingress of water to the
subgrade, thus through cracks and joints. High temperatures may also cau
se excessive expansion of concrete slabs which may result in uneven surfa
ce profiles.
Capital cost of providing rigid pavement for TLC 50 traffic (250mm concret
e grade 30, longitudinal and transverse joints, contraction and expansion joi
nts, improved subgrade where CBR of subgrade is <8%) is TShs 174,600/m2
according to current estimates, provided for DSM conditions. (source; cost
estimates for provision of weighbridge rigid pavement lanes, Vigwaza wei
ghbridge)
Average life span is 30 years with the TLC 50 type of loading and modera
te climate. Total maintenance cost is Tshs 15,000/m2.
Capital cost of providing flexible pavement for TLC 50 traffic (50mm aspha
lt concrete AC20, 200mm base course DMB40, 250mm stabilized subbase g
rade CM and 150mm improved subgrade CBR 15% where existing subgrade
is weaker than 15%) is 74,200TShs/m2 current estimates, 2012, DSM conditio

ns.
Periodic maintenance cost is 110,250$ per km (source; 10 years road sector
development programme phase-2, 2002 with all adjustment to current 2012
value at 5% inflation on the which amounts to 11.025$ per m2.
Routine maintenance cost is 1,627$ per km (source; stabilization of the Tan
zania national road network challenges, draft report 2008) which amounts
to 0.1627$ per m2.
Total maintenance cost over 30 years period is calculated as below;
11.025 x (30/10) + 0.1627 x 30 = 37.956$/m2(=68,355TShs/m2).
Total capital and maintenance cost, 30 years for flexible pavement is;
74,200 + 68,355 = 142,555TShs/m2.
Tanzania don’t have maintenance costs for rigid pavement, generally rigid
maintenance cost for routine is same, but period cost of rigid pavement is
only one time during life span of 30 years.
Total maintenance cost over 30 years period is calculated as below;
11.025 x 1 + 0.1627 x 30 = 15.906$/m2(=28,630TShs/m2).
Total capital and maintenance cost, 30 years for rigid pavement is;
174,600 + 28,630 = 203,230 TShs/m2.
② Maintenance Aspects
The rigid pavement is very cumbersome when it comes to maintaining a d
efective section, a broken slab will require a considerable period for curing
before being put into use.
The city is quite demanding in provision of underground services which will
required opening up of pavement now and again, for which a flexible pa
vement
would be more suitable.
③ Environmental Aspects
Rigid pavement operation is quite noisy due to vehicle tyres running over
transverse joints. Flexible pavements are smoother in operations.
④ Commonality
Most contractors in the country are at home with the flexible pavement, a
nd hence installation and maintenance works can be carried out rapidly at
competitive prices.
⑤ Cost of Vehicle Operation
Vehicle operating costs are linked to road roughness (measured in terms o
f IRI). Rigid pavement are rougher than bituminous roads which means tha

t the rigid pavement will impose higher operation costs on vehicles.

⑥ Road Safety
A heavily traffic rigid pavement will soon be polished smooth and become
hazardous during wet condition especially on steep slopes.
In addition, the joint between a rigid pavement and a flexible pavement is
a potential problem interphase.
Taking the whole circumstances mention above into consideration, flexible
pavement has been recommended to BRT lanes and mixed traffic lanes as
well.
However rigid pavement has been adopted at locations where vehicles slow down
such as at bus stations, terminals and depots.
3.8.2 Pavement Design for BRT Lane

The pavement thickness is calculated based on the existing pavement structure,
subgrade strength and axle loading. The design is based on the PMDM 1999
recommendations, for cumulative loading up to so million standard axles, but for
higher cumulative loadings the 1993 AASHTO guide has been adopted.
It is considered that BRT lanes along Kilwa, Kawawa and Nyerere Road will be
constructed on earth median while other roads are on existing pavement.
The pavement for BRT lanes has been designed as new pavement irrespective of
whether it is being put on a median or existing pavement.
① Design Traffic Loading
Design Traffic Loading is calculated based on the cumulative Equivalent Sta
ndard Axle Loading (ESAL) for design life, i.e. 20 years. The formula is;
DTN = W8.2 x Rd x RL
where, W8.2=Cumulative ESAL, Rd=Direction Distribution factor(0.5), RL=Lane
Disribution(1.0)
The ESAL is calculated in combination with the number of BRT buses forec
asted in
operational plan report and axle load equivalent factor which is shown as
<Table
3-98> below;
Medium Goods Very Heavy Goods
Heavy Goods Vehicle BRT Bus
Vehicle Vehicle
1.85 2.98 4.84 14.3163

<Table 3-98> Axle Load Equivalent Factor

The results of the calculations and Traffic Load Class(TLC) are shown <Tabl
e 3-99> below.
Road Name Design Traffic Loading(mil.E80) TLC
Kilwa Road 11.2 TLC 20

Changombe/Kawawa Road 5.9 TLC 10
Gerezani/Sokoine Street 4.3 TLC 10
Nyerere/Bibi Titi Mohamed Road 13.8 TLC 20
Uhuru Street 2.5 TLC 10
Maktaba/Azikiwe Street 11.3 TLC 20
<Table 3-99> Design Traffic Loading and TLC for BRT
Design traffic loading calculations on each road are detailed Appendix-5 in
the report.
② Pavement Thickness
In the PMDM for new pavement, Layer composition is selected by consider
ing TLC and base course material.
The consultant has proposed the use of cemented base course for stability
as well as constructability on the pavement structure.
<Figure 3-49> below shows the pavement design standard in PMDM and
<Table 3-100> below shows the application of pavement thickness by Traffi
c Load Class.
Pavement Thickness(mm)
TLC
Surfacing Base Course Subbase Total
TLC 10 50 150 250 450
TLC 20 50 150 300 500
<Table 3-100> Pavement Thickness Calculation for BRT
Detailed calculations are in Appendix-5 this report and separate drawings b

ook
contains the details for the composition of pavement structures and materi
als to be used.

<Figure 3-49> Pavements with Cemented Base Course in PMDM

3.8.3 Pavement Design for Mixed Traffic

The pavement structure design for mixed traffic has been divided into two
methods. One method is overlay design on the existing pavement and th
e other is new pavement design resulting from road widening. Both design
s are based on the PMDM 1999 recommendations.
① Design Traffic Loading
Design Traffic Loading is calculated by same method mentioned above.
Kilwa, Changombe/Kawawa and Nyerere/Bibi Titi Mohamed section which ar
e longer sections have been divided into sections according to significant c
hanges on traffic volume surveyed.
The results of the calculations and Traffic Load Class(TLC) are shown <Tabl
e 3-101> below.
Road Name Design Traffic Loading (mil.E80) TLC
Kilwa Road 36.7 / 52.9 TLC 50
Changombe/Kawawa 21.6 / 32.5 TLC 50
Gerezani/Sokoine 6.8 TLC 10
Nyerere/Bibi Titi Mohamed 37.9 / 57.9 / 36.8 TLC 50
Uhuru Street 16.4 TLC 20
Maktaba/Azikiwe 10.1 TLC 20
<Table 3-101> Design Traffic Loading and TLC for Mixed Traffic
The results above show that there are three categories, Kilwa, Changombe,
Kawawa and Nyerere sections are in TLC 50 while Uhuru and Maktaba se
ctions are in TLC 20 and Gerezani section is TLC 10.
Design traffic loading calculations on each road are detailed Appendix-5 in
the report.
② Overlay Design for Mixed Traffic
The process of this method represents using Structural Number(SN). SN exi
sting and required SN are calculated based on the recommendations by th
e PMDM.
a. Existing Pavement Structures and Materials
The consultant was informed that Kilwa Road is composed of 70mm
AC wearing, 200mm granular base course and 260mm cemented subb
ase while Nyerere Road has 50mm AC wearing, 200mm DBM base co
urse and 300mm cemented subbase. Other sections are composed of

50mm AC wearing, 150mm granular base course and 200mm cemente

d subbase.
b. SN Existing Calculation
SN existing is calculated by formula below;
SNexist = (a1 x t1 + a2 x t2 + a3 x t3 +…+ an x tn) / 25.4
where, a=Material Coefficient , t=layer thickness(mm)
The coefficients of materials in PMDM are shown in the <Table 3-102
> below.
Layer Material and Condition Coefficient
Surfacing AC, some cracking with little deformation 0.30
Bituminous layer, appreciably cracked, some deformation
Base Course 0.14
Granular layer of crushed or natural material
Subbase Fully cracked cemented subbase 0.12
<Table 3-102> Material Coefficients for existing pavement
The summary of SN existing calculation is shown <Table 3-103> below and
full calculations are attached to Appendix-5 in the report.
Section Name SN Existing
Kilwa section 3.157

Nyerere section 3.110
Others 2.362
<Table 3-103> Summary of SN Existing Calculation
c. Required Structural Number (SN)
<Figure 3-50> Required Structural Number

SN required has been determined by traffic load class and subgrade CBR
using <Figure 3-50> above.
Required structural number has been calculated as follows;
 Kilwa, Changombe/Kawawa, Nyerere sections : 4.20
 Uhuru, Maktaba section : 3.80
 Gerezani section : 2.75
SN difference between SN required and SN existing has been calculated as
below;
Section Name SNreq SNexi SNdiff
Kilwa section 4.20 3.157 1.043

Kawawa section 4.20 2.362 1.838
Gerezani section 2.75 2.362 0.388
Nyerere section 4.20 3.110 1.090
Uhuru section 3.80 2.362 1.438
Maktaba section 3.80 2.362 1.438
<Table 3-104> SN Difference
d. Overlay Thickness Calculation
As a result of SN calculation, overlay thickness has been determined
using <Figure 3-51> with SN difference.
<Table 3-105> below shows the result of overlay thickness calculations.
Road Name Chainage Thickness(mm)

Kilwa Road 0+000 ~ 11+125 60
0+000 ~ 2+800 100
Changombe/Kawawa Road
2+800 ~ 6+313 60
Gerezani/Sokoine Drive 0+000 ~ 1+459 40
0+000 ~ 6+150 120
6+150 ~ 11+025 80
11+025 ~ 13+150 120
13+150 ~ 17+395 100
Uhuru Street 0+000 ~ 3+215 100
Maktaba/Azikiwe Road 0+000 ~ 0+949 100
<Table 3-105> Overlay Thickness for Mixed Traffic

<Figure 3-49> Overlay Design in PMDM

③ New Pavement Design for Mixed Traffic

New pavement design for mixed traffic has been calculated by use of desi
gn traffic loading(see Table 3-107).
Sections classified as TLC 10 and TLC 20 have been designed to cemented
stabilized base course, otherwise DBM(Dense Bitumen Macadam) base cour
se has been used for TLC 50 sections such as Kilwa, Changombe/Kawawa
and Nyerere sections.
<Table 3-106> below shows the pavement thickness calculations for mixed tra
ffic.
Pavement Thickness(mm)
Road Name Chainage
Surfacing Base Course Subbase
Kilwa Road entire 50 200 250

Changombe/Kawawa entire 50 200 250
Gerezani/Sokoine entire 50 150 250
0+000~13+150 50 200 250
Nyerere Road
13+150~17+395 50 150 250
Uhuru Street entire 50 150 250
Maktaba/Azikiwe entire 50 150 250
<Table 3-106> New Pavement Thickness for Mixed Traffic
3.8.4 Subgrade Improvement
The Pavement and Materials Design Manual (PMDM) indicates that improve
ment of subgrade is required where a section has strength below 15% CBR.
<Table 3-107> and <Figure 3-50> below show the recommendation in PMD
M and the result of subgrade improvement.
<Figure 3-50> Design of Improved Subgrade in PMDM

Road Name Chainage Improved Type

Kilwa Road 6+250 ~ 6+750 G15(150mm)+G7(150mm)
Changombe/Kawawa 3+750 ~ 4+250 G15(125mm)
6+750 ~ 7+250 G15(150mm)+G7(150mm)
8+250 ~ 8+750 G15(150mm)+G7(150mm)
12+750 ~ 13+250 G15(125mm)
14+750 ~ 15+250 G15(125mm)
15+750 ~ 16+250 G15(125mm)
16+895 ~ 17+395 G15(125mm)+G7(125mm)
Uhuru Street 2+750 ~ 3+250 G15(125mm)+G7(125mm)
<Table 3-107> Subgrade Improvement Sections

3.9 Road Sign and Safety Facilities

The road safety facilities are composed of road signs, visual guidance, road
markings, guardrails, medians and guard fences etc.
All facilities are designed based on “A Guide to Traffic Signing, 2009 by the MOID”
and carefully reviewed by consultant in order to optimize the road safety for
vehicles and pedestrians as well.
3.9.1 Road Signs

The purpose of road signs is to inform, warn, regulate, prohibit etc road users on
the correct use of the road for safe passage of all users.
① Road Signs Type
Road signs are divided into 4 types such as Regulatory, Warning, Guidance and
Information type.
Regulatory signs are for controlling the actions of road users in the interests of
safety and the efficient use of road space. It is again divided into 4 types Control,
Command, Prohibition and Reservation signs.
Warning signs are used to alert drivers to danger or potential danger ahead. They
indicate a need for extra caution by road users and may require a reduction in
speed or other manoeuver. In detail, Advance Warning and Hazard Marker are in
this category.
Guidance signs give road users information on how to find their way to their
destination. They also help to reduce delay and keep traffic flowing smoothly and
safely through junctions. Location, Direction, Tourism, Local Direction and
Diagrammatic information are included in this.
Informtion Signs provide additional information to that given on the primary sign.
② Siting of Signs
Signs should generally be sited on the left-hand side of the road. However, at
sharp left-hand bends it may be better to put the sign on the right-hand side of the
road where it will be more noticeable. On dual carriageway roads warning and
regulatory signs should be installed in pairs – one on the left-hand side and
another on the median.
Most warning signs, and some guidance signs, have to be placed in advance of the
hazard or junction to which they relate. The distance depends on the speed at

which traffic approaches the sign. Advice on siting distances is given in the
sections of the Guide dealing with these sign classes. It is important to be
consistent, so that drivers will become familiar with the rate at which they have to
slow down. When signs have to be sited far away from their standard position, a
supplementary plate may be used to give the distance to the site. It is better to
increase the distance between a sign and the site to which it relates, rather than
reduce it.
Regulatory signs are normally sited at or near the point where the instruction
applies. Care has been taken to ensure that there is no confusion about which
road they refer to.
Signs are designed to be read from a specific distance, so the sign must be sited
where it can be clearly seen from this distance .
<Table 3-108> below shows the requirements on the standard.
Approach Speed (km/h) ≤ 60 80 ≥ 100

Distance to the sign (m) 60 80 100 - 150
<Table 3-108> Visibility Distance Requirements

3.9.2 Road Marking

Road markings are largely divided into two categories for drivers and pedestrians.
They indicate regulation, warning and guidance to drivers/pedestrians. They are
given using symbols, lines and words.
Zebra pedestrian crossing is designed and placed at place needed.
The road marking guidance for junction as per standard is shown as below;
Traffic
signals not
RM3 RTM1 shown
Channelising Stop Line
Line
RTM2
Give Way RTM4
Line Zebra
Crossing
RTM4
Zebra
Crossing RTM2
Give Way
Line
RM3
Channelising
Line GM1
Lane Line
WM2
Continuity
Line
GM1
Lane Line
WM2
Continuity
Line
<Figure 3-51> Design of Road Markings at Junction

Guidance signs
not shown
Figure 9 Markings at a
signalised crossroads
Final Report – Engineering Design Report Not to Scale 151

3.9.3 Visual Guidance Signs

Visual guidance signs are designed to improve driver’s visibility at night. Delinator,
cat’s eye/reflective road marker and median painting are included in it.
This assignment has planned for road lights so that delinator will be useless, but
others are designed especially at traffic islands around junctions.
① Reflective Road Marker
This is sited at traffic islands and safety zone mostly around junction, especially
BRT station sections are considered for visibility improvement.
Height of it is maximum 30mm from the proposed road level and interval is
applied 2m to 4m depending on site condition.
<Figure 3-52> below shows the type of reflective road marker and <Figure 3-53>
shows an example of siting/planning.
<Figure 3-52> Deflective Road Marker Type
<Figure 3-53> Siting Example

② Central Kerb Painting

BRT lanes and mixed traffic lanes will be divided by central kerb so that visibility
improvement and indication are necessary for safe running especially at night.
Colors to be used are black and yellow on it.
<Figure 3-54> below shows an example of central curb painting.
<Figure 3-54> Median Painting Example
3.9.4 Safety Facilities for Bus Stations.

Bus station has needed wide space to install station on middle of road and tapers
have provided to connect different widths between normal road and bus stations.
Thus taper sections lead for drivers to operate handle and reduce speed in day
time. Bus stations laying along corridors make more safety road in day time, but
separators which are gray color, flat and distinguishing between mixed traffic and
BRT lanes can’t be shown in the night time. The Dar es Salaam City has frequent
electricity problems and it makes driver’s visual field hinder in the night time.
To prevent and procure driver’s visual field, the consultant planned safety facilities
for bus stations.

<Figure 3-55> below shows an example of safety facilities for bus station
<Figure 3-55> Safety facilities for Bus Stations

4. Architectural Design
4.1 Terminals and Depots

4.1.1 Design Assumptions
During the design process the following common design data assumption were
used
I. Capacity of Buses
 Six Buses to be accommodated in the parking loading and alightin
g for all site, Mbagala Rangi Tatu, Gongo La Mboto and Kariakoo
Terminal.
II. Headroom
 Minimum headroom provided for the terminal shades is 4.1m from
the road level.
III. Hours of Usage
 It assumed that the Terminal will be used from 05.00hrs to 00:00
hrs depending on the bus Operator, this adequate provision has b
een made for internal and external lighting.
IV. Bus design
 It’s also assumed that the buses to be used for dart shall be arti
culated buses with 900mm floor deck height from the level of th
e road at the entrance door of the bus.
 The design height of the bus is 3.05m and width of 2.5m, length
of 18.0m while feeder buses will have maximum dimension of 2.5
m width 12m length and2.42m height.

4.1.2 Site planning

The site of the Mbagala is located at mbagala rangi tatu, next and opposite to St
Mary School.
The Site of the Gongo la Mboto is located just next opposite to JWTZ barrack.
Kariakoo is locatated near kamata along Lindi Street and Msimbazi street.
The site layout is arranged to suit the circulation of passengers as they move in
and out of the terminal as well vehicles movement.
For security purposes its controlled by provision of articulated grill fences, and
there are signs for directing the pedestrian as they move towards the controlled
and administration building.
<Figure 4-1> Site layout for Mbagala Rangi Tatu terminal

<Figure 4-2> Site layout for Gongola mboto terminal
<Figure 4-3> Site layout for Kariakoo terminal

4.1.3 Bus Terminal

The design concept was well derived from the client requirement to achieve
modern building which is convenient and comfortable in circulation from feeder
bus station to terminal. All buildings were designed to target all kind of people, for
provision of ramps and special washing rooms for disable people and different
signs in pedestrian pavement. It’s has been planned to control and guide the
passenger’s movement in and out of the terminal. Entrance to the terminal is well
controlled in such a way that it, provides the well articulate grill fence and hut
security guard to prevent the passengers from crossing to the terminal without
passing to control building.
There are exits points specifically for the outgoing passengers those( moving from
terminal going out) however, there are entry points specifically for the incoming
passengers from outside the terminal.
Not only that but also the plan constitutes some social services which include the
shopping centres and restaurants and they are very well accessible by the
passengers and non passengers.
4.1.4 Terminal Shed

The Mbagala terminal shed design has been greatly influenced by the
configuration of the buses as they go in and out of the terminal. It is aligned in an
oblique angle in 45 degree to entrance road which help to minimize the sunlight
to the platform during the day. This is one long platform which can accommodate
6 buses at the time
For Gongo La Mboto Terminal Shed is oriented east - west to avoid the direct
sunlight to the platform and according the side three platform are design to have
the capacity of parking two buses at the time in each platform.
The Platform is designed to maximise boarding and alighting area for the
passengers. Steps and ramps are provided to get 900mm from ground level.

<Figure 4-4> Terminal shed for Mbagala Rangi Tatu terminal

<Figure 4-5> Terminal shed for Gongola mboto terminal
<Figure 4-6> Terminal shed for Kariakoo terminal
4.1.5 Feeder Bus Shed

A Feeder Bus Shed is provided to adequately cover the passengers whole
alighting and boarding, and it is the place where buses bring passenger fr
om other part which dart infrastructure are not existing.

<Figure 4-7> Feeder shed at terminal
4.1.6 Control and Administration Building

This Building is intended to serve as an entry and control point in the terminal. It
consist, of the turnstiles, ticketing booth facilities for the passengers wishing to
purchase their tickets at this point.
A separated door is provided for disabled passengers, An office for administrative
staff of the terminal is also provided for the control of the whole terminal.
In Mbagala proposed one building as well kariakoo but in Gongo la mboto this two
building it has been proposed this due to the nature of the site were passenger
can be easily accessible to the terminal.

<Figure 4-8> Administration Building for Mbagala Rangi Tatu terminal

<Figure 4-9> Administration Building for Gongola mboto terminal

<Figure 4-10> Administration Building forKariakoo terminal

4.1.7 Car Parking

A parking space it has been designed with 24hrs security, in mbagala and Gongo la
mboto in which is to be used for those possessing private cars, who come to
the terminal, or for those passengers who leave their cars and take the dart
system, the payment equipment will be provided in the parking area to cater for
this purpose.
Except for Kariakoo no parking space for private car.
<Figure 4-11> Car Paking area for Mbagala Rangi Tatu terminal

<Figure 4-12> Car Paking area for Gongola mboto terminal

4.1.8 Ablution Block
At Mbagala one ablution block is designed to cater for both passengers who will
be outside and inside the terminal. The building accommodates pay toilets
facilities for male and female together with one unisex disable toilet.
At Gongo la Mboto two building half in size of mbagala, ablution, one serve the
passenger inside the terminal another outside the terminal.
In Kariakoo due to the nature of the site and availability of space the ablution
block is within the terminal shed, and it accessible for the all male ,female and one
unisex disable toilet.
4.1.9 Police Post

A space is provided in both sites for a police post to enhance the security of the
area Standard drawings for this will be provided by the police force for
implementation.

4.2 Stations
4.2.1 General
Stations have been designed as part of DART Infrastructure with the sole aim of
making them the most comfortable and functional areas.
They have a comfortable environment for waiting, boarding and alighting while
ensuring ease of duplication and cost effectiveness during construction.
A Ticketing booth has also been provided with facility for queuing on the outside
to avoid congestion in the station. However it is envisaged that most of the ticket
purchases will be done outside the station.
Smooth circulation : Circulation of passengers in and out of the station has been
designed to minimize conflict areas. Passengers’ paths have been left
unobstructed to avoid crowding.
Universal passenger access : The stations have been designed to ensure access to
everybody including the disabled by providing ramps and handrails within the
station. A dedicated entrance turnstile for the disabled is also provided.
Passengers’ control : Firm control of the passengers is necessary since only those
within the station will be allowed to board the buses. Thus the use of automatic
sliding doors and turnstiles has been extensively used.
Visual access : Visual access of both those within the station and those outside is
necessary to allow the passengers to see incoming buses and at the same time
enjoy the outside scenery/environment. It is also important for the bus drivers to
be able to see inside the station.
Appropriate materials and construction : Care has been taken to ensure that the
choice of materials and construction are in line with locally available technology
and construction condition. Thus the materials have been chosen for durability,
low maintenance, environmentally friendly, and resistance to weather conditions.
Modern and appealing appearance of the materials has also not been
compromised.
The design assumption for station platform was consider the buses to be used 900
mm from the level of the road and the location and opening of the doors and
other specifications shall be custom made to suit the design of the stations

4.2.2 Locations
BRT stations, stationed at the middle of the dual BRT lanes on the medians have
been located at places where there is an existing generation of passenger traffic
such as existing daladala bus stops, adjecent to populous neighbourhoods, near
important junctions etc.
Stations are located at intervals of not more than 500m, so that potential
passengers may not walk more than 300m to a BRT station or from a BRT station
to another mode of transport. On phase-2, most of the stations are located at
existing bus stops.
As for phase-2, BRT locations in phase-3 are located mainly on existing daladala
stations with intervals of spacing not exceeding 500m.
4.2.3 Station Types
There are five types of stations which are generated with the same material and
shape their differences come in the way they are located to the main corridor as
their position vary/change in term of the width and length.
① Type 1.1
The length of this is 60.45m and width of 4m it can park four buses at a time one
two buses in each side and one entrance ramp in one side and ticketing booth
<Figure 4-13> Station type 1.1

② Type 1.2
The length of this is 110 m and width 4m it can park six bus at time three in each
side, it have two entrance and ticketing booth.
③ Type 2.1
The length is 60.45m and width 5m four bus maximum at a time two eac
h side and one entrance ramp and ticketing booth.

④ Type 2.2
The length of this is 110 m and width 5m it can park six bus at time thr
ee in each side, it have two entrance and ticketing booth
⑤ Type 3.0
The length is 110m and width 7m maximum no of buses three at one side, door is
at the one side , have two entrances and ticketing booth

4.3 Feeder Station Design

4.3.1 General
Feeder stations are, as the name suggests, stations on the BRT route where
passengers from other routes or modes of transport will be fed into the BRT main
routes.
4.3.2 Phase-2 Routes

Mbagala Terminal Feeder Station
The terminals are obvious locations of the feeder stations.
The feeder station at Mbagala Terminal, near St.Mary’s Secondary school, will be
fed by passengers from routes south of the Kilwa Road.(passengers from
Mjimwema, Kongowe, Vikindu, Kimanzichana and beyond)
Mbande road(Chamazi, Mbande, Kilungule, Majimatitu, Mbande, Mtono etc) and
Mbagala kuu to some extent.
Other feeder stations are;
City Hall feeder Station:
This station also known as stesheni (railway station) feeder station, is located at
the existing daladala stand opposite the TRA office and central railway station.
This will serve commuters going into and out of the CBD.
<Figure 4-18> City hall Feeder Station

Mtoni feeder station:

Mtoni feeder station is located at Mtoni kwa Azizi Ali at station 4+350 on RHS, at
the road junction with Mbagala road.
This station serves the commuters from Mtoni, Temeke,Tandika and to some
extend Buza using the Mbagala road.
<Figure 4-19> Mtoni Feeder Station

Mtoni Kijichi Feeder Station
This feeder station also known as Mbagala Mission Feeder Station, is located at
the existing round about opposite Karibu textile Mills factory, at km 7+050, at the
junction with the road to Mtoni Kijichi.
The station will serve commuters from Mtoni Kijichi, Mbagala kuu and areas within
the KTM factory areas.
<Figure 4-20> Mtoni Kijichi Feeder Station

4.3.3 Phase-3 routes

Gongo la Mboto Terminal feeder Station:
This feeder station is located at the Gongo la Mboto Terminal, and will serve
neighbouring areas of Gongo la Mboto and army area, together with areas west
and north of Gongo la Mboto including Chanika, Pugu and Kisarawe.
Other feeder stations are;
Jet club feeder station

Jet club feeder station is located at Sta.9+625 on LHS and adjacent to Nyerere
Road. This station is in an existing daladala bus stand which has recently been
constructed. Abutting this area to the west is Airport Authority fence and to the
south is some private garage. The feeder road access to the south has a problem
of having a sharp corner around a fence thus restricting a good sight distance for
safe operation of feeder buses and other vehicles.
<Figure 4-21> Jet club Feeder Station
Banana feeder station

Banana feeder station is located at Sta.13+100 on the LHS of Nyerere Road. This
station is near an existing daladala station. There are a few small buildings which
need to be demolished to give way for construction of a feeder station. The
station is on flat ground and on the exit side(West) and the distance from the
station to a BRT station eastwards is only 250m.

<Figure 4-22> Jet club Feeder Station

Rozana feeder station
Rozana feeder station is located at an existing daladala bus stand, on the
LHS of Uhuru Street close to a police station and an existing market acros
s the road. There are a number of small sized single room type buildings
or sheds housing business concerns like bars, hair salons, restaurants, tea r
ooms, etc. that need to be demolished so as to acquire more space for f
eeder station requirements.
Detailed Feeder Routes are shown in Operational Plan Report submitted to
gether under separate volume.
<Figure 4-23> Rozana Feeder Station

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THE UNITED REPUBLIC OF TANZANIA Second Central Transport Corridor Project(CTCP2)

IDA CR. No. 4455-TA

Consulting Services for Design of 42.9kms of Bus Rapid Transit System

1.1 Engineering Design Report

Kyong Dong Engineering Co., Ltd. in association with

1.1 Background of BRT System ············································································ 1

1.2 Project Objectives ····························································································· 3

2. Site survey and Investigation 7

2.1 Road Condition Survey ···················································································· 7

2.1.2 Kilwa Road Section for BRT Phase-2 ···················································································· 7

2.1.3 Changombe/Kawawa Road Section for BRT Phase-2 ··················································· 8

2.1.7 Uhuru Street Section for BRT Phase-3 ················································································· 11

2.1.8 Maktaba/Azikiwe Street Section for BRT Phase-3 ·························································· 12

2.2 Topographical Survey······················································································· 12

2.3 Soil and Materials Investigation ···································································· 15

2.3.3 Geology, Lithology and Soils ···································································································· 16

2.3.6 Borrow Material Sources ············································································································ 18

2.4.2 Description of the Study ············································································································ 21

2.5 Traffic Survey and Analysis ············································································· 24

2.5.2 Traffic Survey···································································································································· 24

2.6 Liaison with Relevant Utility Provider and JICA ········································· 39

3.1 Design Concept ································································································· 41

3.1.3 Changombe/Kawawa Road Section for Phase-2 ···························································· 42

3.1.7 Uhuru Road Section for Phase-3 ···························································································· 45

3.2 Road Classification and Design Standards ·················································· 46

3.2.2 Design Standards ··························································································································· 47

3.3 Typical Cross Section························································································ 49

3.3.2 Application of Typical Cross Section····················································································· 49

3.4 Geometric Design ····························································································· 68

3.4.5 Improvement of Service Road on Nyerere Road ···························································· 71

3.4.8 Median open space. ····················································································································· 76

3.5 Drainage Design ································································································ 81

3.5.3 Design of Side Ditch ···················································································································· 83

3.6 Bridge Structure Design ·················································································· 84

3.6.2 Designing of the structure ········································································································ 97

3.7 Drainage Structure Design ·············································································· 131

(Changombe Road/Kawawa Road) ······················································································· 131

3.8 Pavement Design ······························································································ 138

3.8.3 Pavement Design for Mixed Traffic ······················································································· 143

3.9 Road Sign and Safety Facilities ······································································ 149

3.9.3 Visual Guidance Signs ················································································································· 152

4.1 Terminals and Depots ······················································································ 155

4.1.5 Feeder Bus Shed ···························································································································· 160

4.1.9 Police Post ········································································································································· 166

4.2 Stations ··············································································································· 167

4.3 Feeder Station Design ······················································································ 171

4.3.2 Phase-2 Routes ······························································································································· 171

BRT : Bus Rapid Transit System

1.1 Background of BRT System

Final Report – Engineering Design Report 1

<Figure 1-1> Dar es Salaam BRT Network

Final Report – Engineering Design Report 2

1.2 Project Objectives

Consultant has submitted Inception Report, Interim Report, Draft Report w

Final Report – Engineering Design Report 3

The team of 5 professionals are as follows ;

Edward Cost estimate and Bidding

Leonard Highway, Drainage and

Transport system network Director of

Mohamed Operational plans, Traffic Traffic

Remaining Final Report inclusive of Tender Documents shall be submitted

1) Inception Report (10 copies) – submitted on 16th of May, 2011,

Final Report – Engineering Design Report 4