prime ministers office for regional ... - tanzania

UNITED REPUBLIC OF TANZANIA Prime Ministers Office for Regional

Administration and Local Government

The Dar es Salaam City Council

ANNEX VOLUME 8 IMPACT ANALYSIS AND MITIGATION CHAPTER 8.1 Traffic Management During Construction Final Report

CONSULTANCY SERVICES FOR THE CONCEPTUAL DESIGN OF A LONG TERM INTEGRATED DAR ES SALAAM BRT SYSTEM AND DETAILED DESIGN FOR THE INITIAL CORRIDOR

Dar es Salaam June, 2007

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TABLE OF CONTENTS

1. INTRODUCTION............................................................................................................ 1

2. GENERAL TRAFFIC MANAGEMENT STRATEGY ............................................... 2

2.1. ACCESS TO KIVUKONI TERMINAL AND MAGOGONI FERRY....................................... 2 2.2. SOKOINE DRIVE AND KIVUKONI FRONT ...................................................................... 3 2.3. CITY COUNCIL STATION ............................................................................................... 4 2.4. MOROGORO ROAD FROM CITY COUNCIL TO BIBI TITI.............................................. 4 2.5. MOROGORO ROAD FROM BIBI TITI ROAD TO UNITED NATIONS............................... 5 2.6. MOROGORO ROAD FROM UNITED NATIONS TO UBUNGO.......................................... 6

3. TRAFFIC MANAGEMENT ON INTERSECTIONS DURING CONSTRUCTION 16

3.1. INTERSECTION MOROGORO RD X BIBI TITI RD........................................................ 17 3.2. INTERSECTION MOROGORO RD X LUMUMBA ST ...................................................... 18 3.3. INTERSECTION MOROGORO RD X MSIMBAZI ST ...................................................... 20 3.4. INTERSECTION MOROGORO X UNITED NATIONS ...................................................... 22 3.5. INTERSECTION MOROGORO X JANGWANI................................................................. 24 3.6. MAGOMENI MAPIPA U TURN INTERSECTION............................................................ 26 3.7. MOROGORO ROAD X KAWAWA ROAD INTERSECTION............................................. 27 3.8. BAKHERESA U TURN INTERSECTION ......................................................................... 30 3.9. MABIBO ENTRANCE INTERSECTION........................................................................... 32 3.10. SHEKILANGO ROAD INTERSECTION......................................................................... 33 3.11. MOROGORO X SAM NUJOMA/MANDELA INTERSECTION ....................................... 36

LIST OF FIGURES

FIGURE 1 TRAFFIC MANAGEMENT ON KIVUKONI FRONT _____________________________________3 FIGURE 2 PROPOSED CITY COUNCIL STATION _____________________________________________4 FIGURE 3 MOROGORO ROAD ALONG CBD________________________________________________5 FIGURE 4 TRAFFIC MANAGEMENT – MOROGORO ROAD – BIBI TITI TO UNITED NATIONS ____________6 FIGURE 5 TRAFFIC MANAGEMENT – MOROGORO ROAD- UNITED NATIONS TO UBUNGO_____________7 FIGURE 6 TRAFFIC MANAGEMENT – MOROGORO ROAD- UBUNGO TO KIBO ______________________8 FIGURE 7 TRAFFIC MANAGEMENT – MOROGORO ROAD- KIBO TO KIMARA THOMAS ______________10 FIGURE 8 TRAFFIC MANAGEMENT – KAWAWA ROAD- MOROGORO RD JUNCTION TO MKWAJUNI_____12 FIGURE 9 TRAFFIC MANAGEMENT – KAWAWA ROAD- MKWAJUNI TO MOROCCO TERMINAL ________13 FIGURE 10 TRAFFIC MANAGEMENT – MSIMBAZI ROAD- MOROGORO RD JUNCTION TO UHURU ST

JUNCTION ___________________________________________________________________14 FIGURE 11 BIBI TITI ROAD INTERSECTION _______________________________________________17 FIGURE 12 BIBI TITI ROAD INTERSECTION / MOROGORO ROAD CONSTRUCTION PHASES ___________18 FIGURE 13 LUMUMBA STREET INTERSECTION ____________________________________________19 FIGURE 14 LUMUMBA STREET INTERSECTION / MOROGORO ROAD CONSTRUCTION PHASES_________19 FIGURE 15 MSIMBAZI STREET INTERSECTION ____________________________________________20 FIGURE 16 MSIMBAZI STREET INTERSECTION / MOROGORO ROAD CONSTRUCTION PHASES _________21 FIGURE 17 UNITED NATIONS ROAD INTERSECTION ________________________________________22 FIGURE 18 UNITED NATIONS ROAD INTERSECTION EAST / MOROGORO ROAD CONSTRUCTION PHASES 23 FIGURE 19 UNITED NATIONS ROAD INTERSECTION WEST / MOROGORO ROAD CONSTRUCTION PHASES24 FIGURE 20 JANGWANI ENTRANCE INTERSECTION _________________________________________24

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FIGURE 21 JANGWANI ENTRANCE INTERSECTION EAST / MOROGORO ROAD CONSTRUCTION PHASES _25 FIGURE 22 JANGWANI ENTRANCE INTERSECTION WEST / MOROGORO ROAD CONSTRUCTION PHASES _26 FIGURE 23 MAGOMENI MAPIPA U TURN INTERSECTION ____________________________________26 FIGURE 24 U TURN INTERSECTION AT MAGOMENI MAPIPA/ MOROGORO ROAD CONSTRUCTION PHASES

___________________________________________________________________________27 FIGURE 25 KAWAWA ROAD INTERSECTION ______________________________________________28 FIGURE 26 KAWAWA INTERSECTION / KAWAWA ROAD CONSTRUCTION PHASES _________________29 FIGURE 27 KAWAWA INTERSECTION / MOROGORO ROAD CONSTRUCTION PHASES________________30 FIGURE 28 BAKHERESA U TURN INTERSECTION __________________________________________31 FIGURE 29 U TURN INTERSECTION AT BAKHERESA/ MOROGORO ROAD CONSTRUCTION PHASES _____32 FIGURE 30 MABIBO ENTRANCE INTERSECTION ___________________________________________32 FIGURE 31 U TURN MABIBO ENTRANCE/ MOROGORO ROAD CONSTRUCTION PHASES _____________33 FIGURE 32 SHEKILANGO ROAD INTERSECTION ___________________________________________35 FIGURE 33 SHEKILANGO ROAD/ MOROGORO ROAD CONSTRUCTION PHASES ____________________35 FIGURE 34 SAM NUJOMA/MANDELA INTERSECTION _______________________________________36 FIGURE 35 SAM NUJOMA/NELSON MANDELA ROAD CONSTRUCTION AND TRAFFIC MANAGEMENT –

PHASE 1 ____________________________________________________________________37 FIGURE 36 SAM NUJOMA/NELSON MANDELA ROAD CONSTRUCTION AND TRAFFIC MANAGEMENT –



PHASE 4 ____________________________________________________________________39 FIGURE 39 MOROGORO ROAD TRAFFIC MANAGEMENT/MANDELA INTERSECTION CONSTRUCTION

PHASES _____________________________________________________________________40 FIGURE 40 KAWAWA ROAD AND ALI HASSAN / BAGAMOYO ROAD INTERSECTION________________42 FIGURE 41 MSIMBAZI AND UHURU ST. INTERSECTION – CONSTRUCTION STEP 1 __________________44 FIGURE 42 MSIMBAZI AND UHURU ST. INTERSECTION – CONSTRUCTION STEP 2 __________________44 FIGURE 43 MSIMBAZI AND UHURU ST. INTERSECTION – CONSTRUCTION STEP 3 __________________45

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ACRONYMS AND ABBREVIATIONS

BRT: Bus Rapid Transit DART: Dar Rapid Transit DCC: Dar es Salaam City Council DSM: Dar es Salaam

1 Impact Analysis – Traffic Management During Construction

1. INTRODUCTION

No road construction impacts can be completely avoided on the traffic, but a

detailed construction schedule combined with a good traffic management can

minimize those impacts. The objective of this document is to give tolls for the

mentioned impact reduction to be achieved.

For road infrastructure construction proposed for DART system, there will be no

traffic diversion during construction. There are no alternative roads that could be

used to close parts of Morogoro Road, thus the construction strategy needs to be

attached to this reality.

The diversion of traffic will be done on the right of way of the road construction

setting the restrictions on the strategy for construction.

Only along the downtown stretch of Morogoro Road the traffic diversion is

necessary as all the road needs to be closed for construction. As the road will be

closed to general traffic in the future, the diversion will be necessary anyway.

It is necessary to understand that this work is a general recommendation that

needs to be adjusted or even totally changed for the construction company. They

have their own technology and will be asked to present this on their work plan.


2. GENERAL TRAFFIC MANAGEMENT STRATEGY

There are no alternatives for traffic diversion in Dar es Salaam. Because of this,

traffic needs to be managed in the same space.

The general strategy is to build the extra space and keep moving traffic to the

available space as construction advances and it is assumed that the construction

companies will work on stretches of two stations at each time.

Changes on the traffic should be done at night during weekends or holidays and

a clear and sufficient signalization will make drivers more comfortable with the

changes improving traffic flow.

In CBD, traffic management must be implemented right at the beginning to

liberate space for constructing Morogoro Road (from City Council to Bibi Titi),

Sokoine Drive and Kivukoni Front.

Non motorized transportation flow, although not specifically handled in this

document, must be equally carefully analyzed to ensure pedestrians safety and

to avoid additional interferences on the motorized traffic during construction.

Regarding infrastructure, flexible pavement will be constructed till the base,

leaving the top finishing to the end. Rigid pavement will be completed at once.

It is important to enforce in the constructor the application of safety measures as

well as environmental protection programs based on the impacts depicted and

identified in the Environmental Assessment Analysis work done for the project

implementation.

2.1. ACCESS TO KIVUKONI TERMINAL AND MAGOGONI FERRY

The road will gain an extra width towards the daladala terminal area.

At the first moment, the now available infrastructure will remain untouched and

available for the traffic as it is now, building the extra road width (Figure 1).


When the new lanes have been built, traffic will be diverted to this new space so

to construct on the present road space. The daladala terminal has to be built at

the same time.

When the construction of the access is completed, all traffic will be changed to

the final situation for the project, liberating Sokoine drive and Kivukoni front from

the daladala traffic.

2.2. SOKOINE DRIVE AND KIVUKONI FRONT

As the daladala flow will be diverted a priori, two lanes will be left for the general

traffic while the base for one of the BRT lanes and the bicycle lane is built. Then

traffic will be diverted to these new built lanes and the other BRT lane and the

general traffic lane will then be fully built. Traffic will again be diverted to the

newly built lanes and the BRT and bike and walkway will be finished.

Figure 1 Traffic Management on Kivukoni Front


2.3. CITY COUNCIL STATION

City Council station will not represent any problem as it is outside the road.

Anyway, some concern needs to be done if there is going to be an integrated

development at this place. Any development that takes place at the City Council

plot needs to have underground parking not only for the development but also for

the general public (Figure 2).

Figure 2 Proposed City Council Station

2.4. MOROGORO ROAD FROM CITY COUNCIL TO BIBI TITI

After all traffic management measures are implemented along the stretch

comprised between Kivukoni and Bibi Titi Road, construction activities will take

place on Morogoro Road.

Special attention must be taken at intersections to avoid, as much as possible,

interferences on the already rearranged traffic. Traffic flow along the cross

streets from Bibi Titi Road to Sokoine Drive can be restricted to a one way lane,

which in most cases is the current flow condition, to facilitate traffic management.


Figure 3 presents the Morogoro Rd crossing streets along CBD.

Figure 3 Morogoro Road along CBD

2.5. MOROGORO ROAD FROM BIBI TITI ROAD TO UNITED NATIONS

The construction could be made in four steps (Figure 4):

Build the extra lane at one side of the road.

Leave the traffic on the space enough for four lanes at one side of the

road (the space for the bicycle lane is used as one car lane). Build on the

space left including sidewalks and bicycle lanes.

Leave four lanes space on the other side and finish the space on the

other side.

Use the two BRT lanes and two general traffic lanes for circulation and

finish the other side of the road.


Figure 4 Traffic Management – Morogoro Road – Bibi Titi to United Nations

This stretch will also include the extension of the Jangwany Bridge and two other

box culverts, which will follow a similar construction strategy as the general

roadwork. Foundations and structure of the extended bridge or culvert will be first

built on both sides without disturbing the existing structure or the traffic. After

they are concluded and connected to the existing structure, traffic management

will follow the same strategy described above. Construction of these structures

should be done before the adjacent road stretches avoiding these particular

points to be converted to bottlenecks.

2.6. MOROGORO ROAD FROM UNITED NATIONS TO UBUNGO

This section will be built also in four steps (Figure 5):

Build the extra space at one side of the road.

Leave the traffic on the space enough for four lanes at one side of the

road (the space for the bicycle lane is used as one car lane). Build on the

space left including sidewalks and bicycle lanes.


Leave four lanes space on the other side and finish the space on the

other side.

Build the final BRT lanes on the middle and leave traffic flow on the final

section.

Figure 5 Traffic Management – Morogoro Road- United Nations to Ubungo

2.7. UBUNGO DALADALA TERMINAL

Since some improvements will take place at the daladala terminal at Ubungo,

existing activities will have to be temporally relocated.

As described on volume V8.1 – Traffic Management During Construction, at the

junction, construction activities will be first be addressed at Sam Nujoma Rd /

Nelson Mandela Rd and once finished, daladalas will be temporary located at the

space provided for the U-turns. Construction activities can then take place at the

terminal

After the terminal is finished, daladalas operations will return to the now final

facilities.


2.8. MOROGORO ROAD FROM UBUNGO TO KIBO

Service roads facilities will play an important role during construction since it will

accommodate part of diverted traffic, allowing activities to take place at the main

corridor. The construction steps are shown on table 6 and described above.

Figure 6 Traffic Management – Morogoro Road- Ubungo to Kibo

Construction phases:

Divert part of the traffic, preferably of light vehicles, to one lane

provided at the service road and leave only the outer lane for

remaining traffic at main corridor. At this time rigid pavement will be

constructed at the center of the road.

Move traffic running on the main corridor to newly built concrete

lanes allowing final flexible pavement to be built


Divert the traffic to the final section. The new drainage system will be

set and existing ditches will be filled so that bikeway an walkway can

be constructed over it

2.9. MOROGORO ROAD FROM KIBO TO KIMARA THOMAS

On this stretch the proposed cross section is confined between the existing

drainage ditches, allowing the service roads to accommodate the diverted traffic.

The Construction will take place in 2 steps at this stretch as follows:

Provide one lane, preferably for light vehicles, at the service road for

part of diverted traffic. At the main road, the outside lane will remain

operating while construction of rigid pavement takes place at the

center lanes

Divert the traffic of the main road to the newly built concrete lanes

and concentrate the construction activities on the outer lanes,

walkways and bikeways construction.


Figure 7 Traffic Management – Morogoro Road- Kibo to Kimara Thomas

After the above described phases are concluded, traffic will be placed at its final

location.

2.10. MOROGORO ROAD FROM KIMARA THOMAS TO KIMARA TERMINAL

At this stretch no service road is provided and the terrain characteristics makes it

difficult to build an extra space. The existing shoulders will be used therefore.

The construction activities will take place in 4 phases as follows:

Remove existing interruptions on the shoulders (i.e. curbstones just

before existing bus bays) at both side of the road to provide a new

traffic lane.


Divert the traffic to the space formed by existing outer lane and

shoulder allowing construction of rigid pavement activities to take

place at the center lanes

At one of directions, accommodate the traffic on both concrete lanes

while construction takes place on the flexible pavement lane

(existing outer lane)

Accommodate one way of the traffic at the shoulder and newly built

asphalt lane and the other way on both concrete lanes. Construction

will take place at the asphalt lane and walkway/bikeway

construction.

Accommodate the traffic on the final lanes and build the remaining

walkway/bikeway.

2.11. KAWAWA ROAD FROM MOROGORO JUNCTION TO MKWAJUNI

This section will be built in three phases as described bellow and shown on figure

8:

Use the space in the median and reduce the existing walkways by

the designed new alignment to provide space for four traffic lanes at

one side of the road and divert traffic to this space. Construction will

focus on the whole construction of the opposite side of the road

(mixed traffic lanes and bikeways/walkways facilities)

Move one way of the traffic to the newly built mixed traffic lanes

allowing activities to take place at the middle of the road for concrete

lanes construction

Move the traffic running on the existing pavement to the concrete

lanes and finalize remaining section. After concluded, traffic is

placed at its designed position


Figure 8 Traffic Management – Kawawa Road- Morogoro Rd junction to Mkwajuni

2.12. KAWAWA ROAD FROM MKWAJUNI TO MOROCCO TERMINAL

The existing wide median on this stretch will be able to give place to most of the

bus corridor’s designed rigid pavement. Construction activities will take place at

these medians while the traffic flows along the existing lanes.

Four phases will be needed at this stretch:

Reduce the existing lanes width and reduce existing walkways

according to new proposed alignment allowing construction activities

to be established at the median for rigid pavement construction


Divert one traffic flow to the two newly built concrete lanes and set

activities at mixed traffic lanes and walkways/bikeways at the free

side of the road

Move the traffic before at the concrete lanes to the final position and

accommodate the traffic of the other side of the road on the concrete

lanes. Now construction activities can be settled at the free lanes

and walkways for building the remaining part of the final section.

After conclude, locate the traffic at the final position

Figure 9 Traffic Management – Kawawa Road- Mkwajuni to Morocco Terminal

2.13. MSIMBAZI STREET FROM MOROGORO JUNCTION TO UHURU STREET

Construction phases will be as follows:


Figure 10 Traffic Management – Msimbazi Road- Morogoro Rd junction to Uhuru St junction

At one side of the road, leave only one lane for the traffic at the outer

lane while rigid pavement is constructed at the middle

Divert the traffic to the concrete lanes and move construction to the

flexible pavement lanes at the same side of the road

Set the traffic at the final flexible pavement facilities and start

activities at the other side of the road, by leaving one lane for the

traffic and build the rigid pavement at the center

As done for the already constructed side of the road, divert the traffic

to the concrete lanes and finish the flexible pavement. After this is

done traffic can be established at its final location


2.14. MSIMBAZI STREET FROM UHURU STREET TO NYERERE ROAD JUCTION

Construction will take place in three phases:

Build the flexible pavement lanes at the extra space towards the

terminal area

Divert the northbound traffic to newly built facilities and divert the

southbound traffic to the space previously used for the northbound

traffic. This allows construction activities to take place at the other

side of the road until the final situation

Divert southbound traffic to the final facilities. Construction then take

place at the median for the future daladala access and for BRT

concrete lanes


3. TRAFFIC MANAGEMENT ON INTERSECTIONS DURING CONSTRUCTION

The main bottleneck for the construction will be the intersections where the

space is more restricted and where the main problems arise.

The construction of BRT lanes crossing major junctions is also a big issue since

no traffic can be allowed over the newly built concrete slabs until defined cure is

achieved. Construction then must be done by small areas at a time, thus taking a

longer time to be completed.

On a general concept, at smaller intersections construction strategy may come

from building first the central concrete slabs while traffic flows around it in a

scheme similar to a round about. After this stage, traffic is allowed on the new

slabs and remaining slabs are built, one side at a time.

On medium intersections it may not be possible to provide same number of

existing lanes passing thru the intersection, but a close daily traffic management

may reduce the impact of construction. This stands for as in a example, on a

crossing where only three lanes can be provided, the middle lane traffic flow will

have the most demanded flow direction (in the morning peak traffic direction will

be the opposite as the evening peak according to flow demand).

At the two intersections that connects Morogoro Road to Kawawa Road and to

Msimbazi Street, BRT buses will be running at several directions and complete

concrete intersections are proposed, therefore a very carefully construction

planning and scheduling must take place.

Although the general concepts above presented, each intersection will have its

proper treatment depending on the available space and in accordance with the

proposed cross section. The intersections are presented from east to west from

Bibi Titi Road to Kimara Terminal, from south to north at Kawawa Road and from

the opposite direction at Msimbazi Street.


3.1. INTERSECTION MOROGORO RD AND BIBI TITI RD

Figure 11 Bibi Titi Road Intersection

Perhaps along the narrowest stretch along the entire corridor, where both BRT

and mixed traffic flow parallel, the intersection on Bibi Titi Road combines the

central median width of a station (5 m) with the usual requirements of non

motorized transportation facilities, altogether offering a construction site with

important flow and connection for the city.

For accomplishing an effective road construction, the traffic reorganization on the

CBD should be implemented before the construction starts. The traffic on

Morogoro road eastbound shall be already closed when this intersection is built.

The construction phases are as follows (Figure 12):


Figure 12 Bibi Titi Road Intersection / Morogoro Road Construction Phases

The construction will take place first on building the mixed traffic lanes on

each side of the road. This will require leaving just one lane for

westbound traffic, which is acceptable for the traffic volumes (Phase 1).

Traffic then changes to the newly built mixed lanes and the BRT lanes

are built the central median is built to finalize the intersection construction

(Phase 2).

Road construction completed (Phase 3).

3.2. INTERSECTION MOROGORO RD AND LUMUMBA ST

The CBD street reorganization and closure of Morogoro Road After Bibi Titi Road

junction, offers a scenario for the eastbound traffic for which after Lumumba

Street intersection, there will not be other option than going northeast along Bibi

Titi Road, the right turn and two phase intersection at Lumumba Street serves as

a last alternative before getting into the CBD traffic area.


Figure 13 Lumumba Street Intersection

During the construction, the right turn on this location has to be suppressed for

construction functional reasons. The construction phases are (Figure 14):

Figure 14 Lumumba Street Intersection / Morogoro Road Construction Phases


At first it is necessary to demolish the median of the road. This will be

prepared to be temporal roadway along with the right turn lane towards

Lumumba St. After this being executed the westbound BRT lane and two

mixed traffic lanes should begin construction. Traffic will circulate on the

middle and north side of the road. Four lanes will be available for the

traffic (Phase 1).

Transfer traffic to the newly built in roadway and build the two eastbound

mixed traffic lanes and mixed traffic right turn lane (Phase 2).

Make circulation occur on the mixed traffic lanes and build the BRT

center lanes (Phase 3).

Finally make the adjustments on geometry on Lumumba Street and allow

normal traffic flow along the finalized cross section (Phase 4).

3.3. INTERSECTION MOROGORO RD AND MSIMBAZI ST

Figure 15 Msimbazi Street Intersection

The flow on this intersection join BRT flows from/to two directions, CBD and

eastern Morogoro road, hence the design considers right turning trunk buses into

Msimbazi Street. For the construction, stages are as follows (Figure 16):


Median demolition as a first stage. This will be prepared to be temporal

roadway along with the right turn lane towards Msimbazi St. After this

being executed the eastbound two mixed traffic lanes, bikeway and

walkway should begin construction. Traffic will circulate on the existing

lanes (Phase 1).

Once eastbound section is complete both east and westbound traffic will

move to the both, recently built lanes and existing eastbound lanes.

Westbound mixed traffic and BRT lanes construction begins (Phase 2).

Transfer traffic to the newly built in roadway and build the two BRT lanes

at the south side of the road (Phase 3).

Phase 4 shows the final arrangements for cross section at this location.

Figure 16 Msimbazi Street Intersection / Morogoro Road Construction Phases


3.4. INTERSECTION MOROGORO AND UNITED NATIONS

Figure 17 United Nations Road Intersection

For the east side (Figure 18):

Demolish the medium of the road

Leave traffic on existing roadway and build the side mixed traffic lanes

Transfer traffic to the side lanes and build the BRT lanes.


Figure 18 United Nations Road Intersection East / Morogoro Road Construction Phases

For the west side (Figure 19):

Demolish the medium of the roadway

Construct one lane on the north side of the existing eastbound right of

way, this will become the north most lane for the final cross section

(Phase 1).

Traffic eastbound will circulate on these lane and part of the existing

roadway and westbound will flow along the space available of eastbound

lanes. Westbound mixed traffic lanes are now constructed (Phase 2).

Transfer traffic to these newly built lanes and built the north mixed traffic

lanes. BRT lanes construction begins (Phase 3).

Finally make the adjustments on geometry on Msimbazi Street (Phase 4).


Figure 19 United Nations Road Intersection West / Morogoro Road Construction Phases

3.5. INTERSECTION MOROGORO AND JANGWANI

Figure 20 Jangwani Entrance Intersection

This is simpler as the new space can be used to divert traffic. The entrance is

provided with enough space for truck operation and maneuverability.


The construction phases will also be separated between works on the

intersection’s eastern and western areas.

For the eastern area (Figure 21):

Construct the new turning lanes (Phase 1).

Divert traffic to the turning lanes and build the north mixed traffic lanes

and the BRT lane (Phase 2).

Transfer the south traffic to the central available lanes and build the south

BRT and mixed traffic lanes (Phase 3).

Cross section finalized (Phase 4).

Figure 21 Jangwani entrance Intersection East / Morogoro Road Construction Phases

For the east side:

Build both side mixed traffic lanes, leaving traffic circulating on the

existing roadway (Phase 1).

Transfer traffic to the side mixed traffic lanes and build the BRT lanes

(Phase 2).


Figure 22 Jangwani entrance Intersection West / Morogoro Road Construction Phases

3.6. MAGOMENI MAPIPA U TURN INTERSECTION

Figure 23 Magomeni Mapipa U Turn Intersection

As explained for the intersection with Kawawa, this U turn solution was designed

to solve the right turning traffic removed from the main intersection. For the


construction on this location, the progress should begin when the construction

along Morogoro Road, being is finished up to the junction’s east side.

Construction phases are as follows (Figure 24):

Build the extra lanes on the north side of the road (Phase 1).

Detour the eastbound traffic to flow along the extra lanes just built while

the construction of the central lanes begins (Phase 2).

After completion, the westbound traffic will move to the BRT lane and

mixed traffic lane recently built. The eastbound will still flow along the

turning lanes on the north side of the road. The southern side mixed

traffic lanes and walkway will begin construction (Phase 3).

The construction ends, and the section is ready for normal traffic flow

(Phase 4).

Figure 24 U Turn Intersection at Magomeni Mapipa/ Morogoro Road Construction Phases

3.7. MOROGORO ROAD AND KAWAWA ROAD INTERSECTION

The proposed construction strategy suggests the construction to begin along

Kawawa, followed by the construction along Morogoro.


For alleviating traffic congestion and speeding up the vehicles flow at the

intersection, the right turn movements should be removed at the intersection with

Kawawa Road. As a solution, the construction of two U turn facilities proposed at

the intersections’ east and western parts.

Figure 25 Kawawa Road Intersection

Construction along Kawawa Road, as previously mentioned, should start first

with a suggested procedure for this stretch as follows (Figure 26):

First it is necessary to build an auxiliary lane on the central median on the

north side (Phase 1).

Traffic then runs northbound on this new lane and on the existing right

turn lane from north to west, while the west part of the road is built (Phase

2).

Northbound traffic then moves to the newly built lanes and southbound

traffic moves to the center on the new BRT lane and on the provisional


roadway used for the other direction flow on the previous phase, while the

east side of Kawawa Road is built (Phase 3).

Mixed traffic then runs on the newly built mixed traffic lanes, while the

BRT lanes are built (Phase 4).

Finally the road construction ends with the complete BRT southbound

lanes habilitation, one turning west and the other east (Phase 5).

Figure 26 Kawawa Intersection / Kawawa Road Construction Phases

The south stretch of Kawawa Road will remain as it currently is.

After finalizing this construction phase, the construction should continue to

Morogoro Road (Figure 27).

First stage, the preparation for extra width to work as auxiliary roadway

on the south and north sides of the road after previously eliminated the

right turns on this intersection (For this, the U turn solutions proposed

both east and west of Kawawa Road should have been finished or at

least operationally sufficient with ongoing construction). The work on the

eastbound lanes will the complete construction of the external sidewalk

areas, the bikeway width will work as an extra auxiliary lane. On the other


side the construction will comprise the entire mixed traffic lanes and non

motorized transportation facilities (Phase 1).

Figure 27 Kawawa Intersection / Morogoro Road Construction Phases

After finalizing the previous phase the traffic moves to the new westbound

lanes and auxiliary roadway while the construction for the inner areas

begins (Phase 2).

On the next phase, northern mixed traffic lane on the eastbound direction

and bikeway along. Traffic on this direction will move on the new BRT

lane and mixed traffic lanes. Westbound traffic will continue moving on

the previously constructed roadway (Phase 3).

Having all mixed traffic lanes and non motorized transportation facilities

ready the construction will be completed (Phase 4).

3.8. BAKHERESA U TURN INTERSECTION

As explained on Kawawa Intersection construction phases, the right turns, now

available in every single approach, will be removed from the operational layout at

this point and generally, along the Morogoro Road corridor. Giving solution to


this, within the design, the introduction of two U Turn support intersections, both

east and west of Kawawa Road, was adopted as a helpful rather simple

alternative to a full 4 phase intersection.

Figure 28 Bakheresa U Turn Intersection

The construction of this intersection should initiate immediately after or on the

latter stages of corridor’s infrastructure construction up to the eastern side end of

the proposed intersection.

Construction phases are as follows (Figure 29):

Build the extra lanes on the north side of the road (Phase 1).

Detour the eastbound traffic to flow along the extra lanes just built while

the construction of the central lanes begins (Phase 2).

After completion, the eastbound traffic will run along their respective

lanes and the westbound traffic will move to the BRT lanes recently built.

The southern side mixed traffic lanes and walkway will begin construction

(Phase 3).

The construction ends, and the section is ready for normal traffic flow

(Phase 4).


Figure 29 U Turn Intersection at Bakheresa/ Morogoro Road Construction Phases

3.9. MABIBO ENTRANCE INTERSECTION

Figure 30 Mabibo Entrance Intersection

Following the existing available movements at this non signalized intersection,

and considering the future presence of a feeder route with service to Mabibo

area, the design proposal offers freedom of movement in a divided two phase

traffic signal intersection. The construction steps proposed are:


Build the Morogoro Road according to the general strategy (Figure 31).

Demolish median to convert it in a temporary lane. Divert traffic to move

along this new temporary lane and along the existing eastbound mixed

traffic lanes and build the mixed traffic westbound lanes and sidewalks

(Phase 1).

Redirect westbound traffic to the initial temporary lane and previous

westbound right turn lane, eastbound will travel along the newly built

lanes. Eastbound lanes and north side infrastructure construction begins

(Phase 2).

Once previous construction finalize, the works will focus on the

construction of BRT lanes (Phase 3)

Section completed (Phase 4).

Figure 31 U Turn Mabibo Entrance/ Morogoro Road Construction Phases

3.10. SHEKILANGO ROAD INTERSECTION

For the this intersection a new road around existing petrol station will be

constructed creating a second point of intersection with Morogoro Rd and

allowing the intersection to operate with two phases traffic signals.


Improvements will also be done along Shekilango near the intersection aiming to

provide the required space for the Shekilango Feeder Station construction and

to reorganize the traffic accordingly to the intersection scheme.

Cosntruction steps at the intersection are as follows:

Provide extra space on the northern part of the road and demolish the

existing central median in order to accommodate two lanes for the

eastbound traffic and three lanes for the westbound traffic (one for right

turning towards Shekilango Road). The construction of mixed traffic lanes

and pedestrians and bikes facilities begins at the southern part of the

road. (Phase 1).

Set westbound traffic on the final and newly constructed lanes while BRT

and eastbound mixed traffic lanes infrastructure are built. At the same

time, activities will also concentrate on final construction of the proposed

road round the existing petrol station and the extra space on the eastern

side of Shekilango alignment.

Morogoro’s eastbound traffic is accommodated on the permanent position

and at Shekilango, traffic is diverted to the newly built lanes and the

intersection begins to operate as proposed. Finally, remaining walkways

and bikeways facilities are buit


Figure 32 Shekilango Road Intersection

Figure 33 Shekilango Road/ Morogoro Road Construction Phases


3.11. MOROGORO AND SAM NUJOMA/MANDELA INTERSECTION

This intersection is very busy and needs special attention. The recommended

strategy is to tackle first Sam Nujoma/Mandela and then go to Morogoro Road.

The construction should foresee the existence of two U turn facilities designed to

suppress the right turn movements at this intersection.

The proposed intersection design is presented on the Figure 29.

Figure 34 Sam Nujoma/Mandela Intersection

During the current design, Sam Nujoma was under constructions and its

proposed design for the intersection was considered in order to avoid

demolishing newly built infrastructure by the time of the implementation of DART.


The design and traffic management included the design considerations proposed

by the consultants involved in this project.

There will be a need to build an auxiliary roadway on the east side of

Sam Nujoma/Mandela to handle traffic during construction. (Figure 35).

Figure 35 Sam Nujoma/Nelson Mandela Road Construction and Traffic Management – Phase 1

With traffic diverted to the east side (auxiliary road and eastern roadway

current E-W flow), company should build the west side. (Figure 36)



Finishing the west side, traffic with direction S – N will use the new

constructed roadway and the west side roadway will be built. (Figure 37)



Finally, the walkway and bikeway will be built on the east side. (Figure

38)


After the construction of Sam Nujoma/Nelson Mandela is completed, the space

for the U-turns will be used for the daladalas currently operating at the terminal

located at the western side of the intersection. This will allow construction

activities to take place at the mentioned terminal to adjust it to the new proposed

configuration.

Daladalas will be allowed to operate again at the terminal, using the exclusive

access thru N. Mandela Road and construction will start along Morogoro Rd

(Figure 39).


Figure 39 Morogoro Road Traffic Management/Mandela Intersection Construction Phases

First the traffic stays on the existing roadway and the construction takes

place on the south side of the Road (Phase 1).

The traffic is then moved to the newly built side and construction takes

place on the north side (Phase 2).

Having the northern lanes and infrastructure construction finalized,

eastbound traffic will occupy their proper lanes, and construction for the

future westbound mixed and trunk traffic lanes (Phase 3).

Finally construction takes place along the south side by moving the

westbound traffic, once displaced, to their final constructed lanes (Phases

4 and 5).

3.12. KAWAWA ROAD AND MLANDIZI STREET INTERSECTION

Before construction begins at the intersection, the improvement of the roads that

will be used to accommodate the right turns of the southbound direction must be

completed.

Activities on the Kawawa Road at this stretch will follow the stages described on

the item 2.11 of this document. Right turning will be already be forbidden so that


no exclusive lanes for this movement must be provided during construction. This

wont be a major impact since this is the proposed final scheme for the

intersection.

3.13. KAWAWA ROAD AND MWINYIJUMA/KINONDONI STREET INTERSECTION

Since the proposed intersection makes use of parallel roads on both sides, after

these are paved and improved to the final situation, right turns can be prohibited

and facilities on Morogoro Rd can be built as described on item 2.11 above.

Enough signs and staff must be provided to orient drivers to the new scheme.

3.14. KAWAWA ROAD DUNGA STREET INTERSECTION

Right turning will also be prohibited on this intersection, therefore proposed

auxiliary road must be concluded before construction reaches the Dunga

intersection.

3.15. KAWAWA ROAD AND BAGAMOYO/ALI HASSAN MWINYI ROAD INTERSECTION

Since no bus corridor facilities will cross this intersection, more flexibility can be

given to construction activities, hence having the impact on the traffic minimized.

Two main activities will concentrate on Kawawa Rd alignment while at Bagamoyo

/ Ali Hassan only small changes are proposed. This stands for:

At the south of the intersection, the construction of the Morocco Terminal

Construction of U-turn facilities at the north of the intersection


Figure 40 Kawawa Road and Ali Hassan / Bagamoyo Road Intersection

At the south, construction can be done at once by first building the mixed traffic

lanes and nom motorized transportation infrastructure, which are located outside

of the existing carriage way. After this is done, traffic will be settled at the final

location, allowing the terminal construction to begin as well

On the north, stages are as follows:

Provide extra space on the southbound lanes towards east and demolish

existing median. Five traffic lanes (two northbound and three southbound)

will be running at the new space while U-turn facilities and final mixed

traffic lanes will be constructed for the northbound lanes.

Traffic ins now placed at the newly built lanes while final works are done

on the southbound lanes.

Finaly, traffic is placed at its permanent location and the median is built


3.16. MSIMBAZI STREET AND SWAHILI STREET INTERSECTION

Since the intersection will be operating with one lane per direction, traffic

management will be easier. Two central concrete slabs should be built first and

the crossing traffic conducted to flow around it. After the demanded cure is

achieved, traffic will cross over it and construction will focus on the neighbor

slabs.

3.17. MSIMBAZI STREET AND MAFIA STREET INTERSECTION

The sequence of construction on this intersection is the same as planed for the

intersection between Msimbazi and Swahili st. described on section 3.16 of this

document.

3.18. MSIMBAZI STREET AND UHURU STREET INTERSECTION

The intersection that now works as a roundabout will be changed in a way that a

two phases traffic light will operate.

Construction strategy is as follows:

Demolish the roundabout island to allow construction of he concrete slabs

for BRT lanes and asphalt lanes for mixed traffic. The lanes of the

roundabout should be reduced in order to obtain more free space in the

center and more concrete slabs will be done at once as shown bellow:


Figure 41 Msimbazi and Uhuru St. Intersection – Construction step 1

Reduce the roundabout that will now flow on the newly built concrete

slabs allowing the remaining pavement to be built.



Intersection will no longer operate as a round about and right turning will

be forbidden. The traffic along Msimbazi alignment will now flow on the

BRT lanes while asphalt lanes are finished and the proposed islands are

built as shown bellow n the figure.


3.19. MSIMBAZI STREET AND LIND STREET INTERSECTION

The construction at this intersection will follow the sequence defined for this

stretch on Msimbazi street as described on item 2.14 of this document

3.20. MSIMBAZI STREET AND NYERERE ROAD INTERSECTION

Transformation of this four phases intersection into two phases is not based on

big changes at Msimbazi St and Nyerere Road but on the improvement of small

stretches of ancillary roads (Kisarawe Street, Viwanda Street, Nyamwesy Street

and Swahili Street) and of an existing U-turn at Nyerere Rd.

Constructing activities will therefore be concentrated most of the time outside the

existing carriage way. The improvement of this roads are of main importance and


must be done even before improvements are made at Msimbazi St and Nyerere

Rd.

The phases of construction are presented bellow:

Pave the above mentioned ancillary roads and improve the U-turn located on

Nyerere Road’s westbound lane. At this time, medians at Nyerere should be

rearranged as proposed as well.

Intersection may now work as planed on a two phase scheme and improvements

should take place at Msimbazi street starting from northbound lanes, where only

the inner lane should be left for this traffic, while resurfacing takes place at the

outer lane.

Resurfacing now takes place at southbound outer lane while this traffic flows on

two central lanes.

Traffic diverted from the center lanes and daladala access to the Kariakoo

terminal and medians are built.

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