KYAMBOGO UNIVERSITY

FACULTY OF ENGINEERING
DEPARTMENT OF CIVIL AND BUILDING ENGINEERING
RESEARCH PROPOSAL
2017/2018

TRAFFIC ASSESSMENT AND LEVEL OF SERVICE OF

HIGHWAY FACILITIES IN UGANDA.

NAME: TASHOBYA DEAN

SIGNATURE:……….........

REG.NO:15/U/6533/ECD/PD

SUPERVISOR: MR. KAZUNGU JAMES (Eng.)

RESEARCH PROPOSAL SUBMITTED TO THE FACULTY OF ENGINEERING IN

PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE AWARD OF A
BACHELORS DEGREE IN CIVIL AND BUILDING ENGINEERING

DATE OF SUBMISSION: 23/10/2017

 APPROVAL
This is to approve that this proposal was done by TASHOBYA DEAN a student of Kyambogo
University.
This is true and original record of the work he was able to do.
Supervisor;
MR. JAMES KAZUNGU ALUKO (Eng.)
Signature …………………………. Date ………………………………….

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 TABLE OF CONTENTS

APPROVAL--------------------------------------------------------------------------------------------------------------- I

TABLE OF CONTENTS ------------------------------------------------------------------------------------------------ II

CHAPTER ONE: INTRODUCTION ----------------------------------------------------------------------------------- 1

1.1. BACKGROUND OF THE STUDY ----------------------------------------------------------------------------------------------------- 2

1.2. PROBLEM STATEMENT -------------------------------------------------------------------------------------------------------------- 3

1.3. PURPOSE OF THE STUDY ------------------------------------------------------------------------------------------------------------ 4

1.4. OBJECTIVES OF THE STUDY--------------------------------------------------------------------------------------------------------- 5

1.4.1. General objective ------------------------------------------------------------------------------------------------------------------ 5
1.4.2. Specific objectives ----------------------------------------------------------------------------------------------------------------- 5

1.5. RESEARCH QUESTIONS -------------------------------------------------------------------------------------------------------------- 5

1.6. RESEARCH HYPOTHESIS ------------------------------------------------------------------------------------------------------------- 6

1.7. CONCEPTUAL FRAMEWORK ------------------------------------------------------------------------------------------------------- 6

1.8. SIGNIFICANCE OF THE STUDY ----------------------------------------------------------------------------------------------------- 7

1.9. JUSTIFICATION OF THE STUDY ---------------------------------------------------------------------------------------------------- 8

1.10. SCOPE OF THE STUDY ---------------------------------------------------------------------------------------------------------------- 9

1.10.1. Geographical scope ----------------------------------------------------------------------------------------------------------- 9
1.10.2. Content Scope ------------------------------------------------------------------------------------------------------------------ 9
1.10.3. Time scope ---------------------------------------------------------------------------------------------------------------------- 9

2. CHAPTER TWO: LITERATURE REVIEW -------------------------------------------------------------------- 10

2.1. Introduction -------------------------------------------------------------------------------------------------------------------------- 10

2.1.1. Level of service ------------------------------------------------------------------------------------------------------------------- 10

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 2.1.2. TRAFFIC STUDIES OR ASSESSMENT ----------------------------------------------------------------------------------------- 15

3. CHAPTER THREE: METHODOLOGY ------------------------------------------------------------------------ 21

3.1. Introduction -------------------------------------------------------------------------------------------------------------------------- 21

3.2. Research Design --------------------------------------------------------------------------------------------------------------------- 21

3.3. The Study Population -------------------------------------------------------------------------------------------------------------- 21

3.4. Sampling methods ------------------------------------------------------------------------------------------------------------------ 21

3.5. Structure of Sampling Size ------------------------------------------------------------------------------------------------------- 21

3.6. Data Collection Methods --------------------------------------------------------------------------------------------------------- 22

3.7. Data Collection Instruments ----------------------------------------------------------------------------------------------------- 23

3.8. Validity and Reliability of Data ------------------------------------------------------------------------------------------------- 26

3.9. Measurements of Variables ----------------------------------------------------------------------------------------------------- 26

3.10. Data Analysis ------------------------------------------------------------------------------------------------------------------------- 27

3.11. Anticipated Problems -------------------------------------------------------------------------------------------------------------- 29

3.12. Ethical Considerations ------------------------------------------------------------------------------------------------------------- 31

3.13. Time Frame/Schedule ------------------------------------------------------------------------------------------------------------- 32

3.14. ------------------------------------------------------------------------------------------------------------------------------------------------- 33

3.15. ------------------------------------------------------------------------------------------------------------------------------------------------- 33

3.16. Monthly Traffic Census Count Survey Form--------------------------------------------------------------------------------- 34

4. REFERENCES--------------------------------------------------------------------------------------------------- 39

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 CHAPTER ONE: INTRODUCTION
Man, nations, regions and the world would be severely limited in development without
transportation, which is a key factor for physical and economic growth (Oyesiku, 2002). Property
and land values tend to increase in areas with expanding transportation networks, and increase
less rapidly in areas without such improvements. Rapid and continued rise in housing and land
prices are expected in cities with transportation improvements and rapid economic and
population growth (Goldberg, 1970).
This study looks at the levels of service of different highway facilities in Uganda and how the
frequency at which traffic assessments are done influence the service levels of these facilities at
the planning, design, construction and maintenance phases.
A traffic Assessment is a comprehensive and systematic process that sets out transport issues
relating to a proposed development. It identifies what measures will be taken to deal with the
anticipated transport impacts of the scheme and to improve accessibility and safety for all modes
of travel, particularly for alternatives to the car such as walking, cycling and public transport.
Level of service (LOS) is a quality measure describing operational conditions within a traffic
stream, generally in terms of such service measures as speed and travel time, freedom to
maneuver, traffic interruptions, and comfort and convenience.
Level of service is a measure by which the quality of service on transportation devices or
infrastructure is determined, and it is a holistic approach considering several factors regarded as
measures of traffic density and congestion rather than overall speed of the journey (Mannering,
Walter, and Scott, 2004).
Highways are observed in terms of its components of accessibility, connectivity, traffic density,
level of service, compactness, and density of particular roads.

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 1.1. BACKGROUND OF THE STUDY
The last 50 years have been challenging for the road sector and transport in general. After
independence, the government of Uganda invested in all-weather roads, and by 1971, Uganda
had more than 1500km of paved roads.
Unfortunately, the roads built in the 1960’s started to disintegrate in the 1980’s at the expiry of
their 15-year life, necessitating reconstruction. By 1986, when the National Resistance
Movement (NRM) government came to power, the country’s road infrastructure was in a dire
state of disrepair due to the year of civil strife and economic management. The government’s
first priority was to restore peace and security as a fundamental precondition for development.
As security was gradually restored, the government began the implementation of its policy to
develop an independent, integrated and self-sustaining economy with the road network playing a
pivoted role.
Since 1996, the government of Uganda’s policy has been focused on improved transport and
communication infrastructure for the accelerated development and consolidation of national
unity, implemented through its road development programme.
In that regard, the 10-year road sector development programme (RSDP) focused on providing a
safe and efficient road network by removing the existing major transport flow constraints. Under
the RSDP programme paved national roads increased to 3000km in 2008.
In July 2008, the government decided to increase funding to the road sector by UGX 320bn
(US$125.5m) annually for three years with a special focus on constructing transport corridors.
This additional funding increased the overall budget for roads to UGX 1.1 trillion including
development partner commitments, the road maintenance budget and the government’s
development expenditure.
Most of the increase in funding was channeled through the Uganda National Roads Authority
(UNRA), a new agency responsible for planning, building and maintaining the nation’s roads. It
marked the first time the government was allocating its funds for development projects without
external support. UNRA currently is delivering on its mandate. In the years from 2010 -2012
paved roadsincreased to over 3500km and are expected to increase to over 5000km by end of
2017 with 1500km of major roads currently under construction. In 2013, construction of over
11000km of roads started.

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On 1stOctober 2012, New African Magazine stated that the road network comprised of 21,000km
of national roads, 13,000km of district roads. 2800km of urban roads, connecting communities,
districts as well as linking landlocked Uganda to neighboring countries.
According to the financial statement presented by UNRA executive director Mrs. Kagina for the
end of 2015/2016 financial year, approximately 238km of roads were upgraded from unpaved to
paved bituminous standard bringing the total paved roads network to 4,157 km (20%) out of the
20,544 km with 252 km of paved road rehabilitation completed.
With these developments in the road sector, routine traffic assessment through collection of
traffic data in the country is not yet considered very important for the development and
management of the road network.
As a result, few attempts have been made to adopt suitable road traffic methodologies for
conducting road traffic surveys, which are both technically and scientifically sound, and
operationally convenient to execute under the country’s prevailing conditions.

1.2. PROBLEM STATEMENT

Routine traffic assessment through collection of traffic data in this country is not fully prioritized
yet important for the development and management of the road network. As for the growing
number of transportation mediums, a wide variety of information is required in respect of traffic
characteristics for proper maintenance, planning, design, maintenance and management of the
highway road network. This realisation has emanated from concerns raised with regard to the
amount of traffic (volume), the composition of the different types of vehicles, their speed, total
gross weight, number of axles, axle loads and origin and destination of the journeys. Most of this
information result in assessment of progressive or rapid deterioration of the highway road
network towards estimating additional cost required to sustain it.
With the development of the national economy of Uganda, an increasing need for transportation
facilities is becoming a serious challenge that the existing traffic system has to meet. Thus,
improving the level of service of highway facilities has become a vital way of solving traffic
concerns. Highway transportation plays an important role in today’s economic and social
development. It greatly improves and enriches transportation capacity of passengers and cargo
due to its strong capacity, high speed and flexible transportation mode. At the same time,
highway development is also needed intensively when the economy and society develop rapidly

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in Uganda. A rapid, convenient, comfortable and sustainable transportation network needs to be
established urgently alongside economic and social development. Through the assessment of the
traffic level of each period, we can know the sustainable traffic status in all periods and the trend
of the traffic in future, which relates to the level of service or sustainability.
However, highway transportation is still at a developmental stage in Uganda and a complete
transportation system is yet not established. This will directly restrict the stable development of
the economy and society. So, how best to plan highway facilities and realize sustainable level of
service of highway traffic becomes an urgent problem to solve.
1.3. PURPOSE OF THE STUDY
Uganda with a population of 35,873,253 (2012) and a density of 182 people per square kilometer
is projected to have a population of 130 million by 2050 (world watch institute) and a projected
annual traffic growth of 8% according to the ministry of transport and works. With this scenario,
it is expected that the total number of vehicles using the Public Highways will increase
substantially. This indicates a potential demand for investment in transport infrastructure.
Proper utilization of such huge investments necessitates systematic planning for need-based
development. Such need-based developments include determination of the required capacity
expansion, provision of additional road infrastructure, improvement of existing roads,
prioritization of different development phases and forecasting of which is possible through traffic
assessment by collection of traffic data. This is done in order to eliminate bottlenecks in both
international and local inter-urban road transport towards providing an efficient and effective
road transport system. So in order to facilitate the assessment of present and future traffic
demands, for the development of need-based infrastructure accurate information and continuous
monitoring of traffic by appropriate methods is necessary. Sufficient and appropriate data should
be available to undertake necessary planning, design, construction and maintenance of the
country’s highway road network, which is aimed at meeting the prevailing traffic flow, future
traffic growth and loading without considerable deterioration in the level of service. The concept
of forecasting the future use of the highway network in terms of level of service i.e through
traffic loading and flow, is generally an accepted approach worldwide.
The accuracy of traffic data collection and the subsequent predictions are of paramount
importance in the fulfilment of an appropriate planning, design, maintenance monitoring and
management

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of the highway network.
The assessment of highway traffic becomes an important basis, which evaluates the pros and
cons of existing highway facilities.
1.4. OBJECTIVES OF THE STUDY
1.4.1. General objective
The aim of this research proposal is to analyze the level of service of highway facilities basing
on traffic assessments in Uganda.
1.4.2. Specific objectives
With the general objective stated, the specific objectives of the study are;
1. To investigate the efficiency of the road network by comparing current traffic volume
with the level of service.
2. To find outcurrent and future traffic trends to assist in predicting traffic flows in the
future on highway facilities.
3. To classify roads on their level of service or functional basis.
4. To establish the relationship between number of accidents and causes in relation to the
level of service of highway roads, as well as determination of the probable occurrences.
5. To check the efficiency of the road network by comparing current traffic speeds on
highways with the level of service.
6. To ascertain appropriate/optimal timings for maintenance interventions and rehabilitation
needs of highway facilities.

1.5. RESEARCH QUESTIONS

The overarching research question was the following: What are the traffic assessment typesthat
can guide thedesign and maintenance of highway facilities to provide efficient and effective road
services for business, storeowners, customers, employers, and employees’ mobility in Uganda?
A number of questions in terms of traffic assessment and level of services on highway facilities
in Uganda have been elicited and to which answers are to be proffered. Some of these questions
are;
1. What is the relationship between the current traffic volumes of highway facilities and
their level of service?

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 2. Is there a contribution to the occurrence of accidents on highway roads as a result of their
level of service?
3. How are the highway facilities classified in Uganda?
4. Is there a relationship between the level of service of highway facilities and the current
traffic flows?
5. How is the level of service of highways affecting the traffic speeds at a given time
period?

1.6. RESEARCH HYPOTHESIS

Consequently, the research hypothesis are as follows;
1. There is a contribution to the occurrence of accidents on highway roads as a result of
their level of service.
2. There is a relationship between traffic speeds and level of service of highway facilities.
3. There is a direct relationship between the current traffic volumes on highway ways and
their levels of service.

1.7. CONCEPTUAL FRAMEWORK

In this diagrammatic description of traffic assessment on highway facilities with a focus on level
of service, I was able to relate these variables using a many to one approach as shown below.
TRAFFIC ASSESSMENT LEVEL OF SERVICE
(independent variable) (Dependent variable)

1. Traffic volume 1. Lane widths

2. Number of
study lanes
2. Traffic flow study 3. Access
points
3. Traffic capacity 4. Traffic
study Composition
5. Type of
4. Speed study median
5. Accident study

Moderating variable

1.Government policy
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2.Authorities in charge
 1.8. SIGNIFICANCE OF THE STUDY
Traffic assessments and projections thereof of traffic volumes are basic requirements for
planning of road development and improving level of services of roads. This study considers the
fact that traffic flow data is important in planning of a particular section of the road network and
for its subsequent maintenance. Traffic flow pattern appears to be random in distribution, as it
reflects people’s motivation in terms of different composition of vehicles on different types of
roads under varying environmental conditions. It follows then that data being collected is a
methodological statistic, because traffic flow pattern follows a random distribution. Despite such
complexities, it does follow fairly and clearly defined patterns that are possible to classify and
analyse. Thus, traffic assessment and analysis follows varying trends and plays an important role
in the evaluation and management of road network schemes.
While taking note of the above, traffic flow data is needed for different purposes by different
Ministries and/or Organisations in Botswana. The major areas for which this data is required are:
 Planning prioritisation and project initiation.
 Planning maintenance.
 National Transport Statistics.
 Project design.
 Road Safety Measures.
 Traffic Control.
Some of the key areas in which traffic flow data is needed for development and management of
the road network include;
a. Establish the use of the road network by vehicles of different categories, traffic
distribution, etc.
b. Assessment of pavement performance through traffic surveys and Period monitoring of
selected sections.

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 c. Determination of warrants or the need for implementation of traffic improvement and
traffic control measures, such as synchronised/coordinated traffic signals, stop signs, one
way roads, no entry and others.
d. Assistance in planning new developments such as roads in a new town, subdivisions, land
use, which generally includes shopping centres, hotels, commercial and industrial
complexes, service stations and other traffic generators activities.
e. To assess economic benefits arising from roads improvements.

With this study, improvements to the highway facilities will facilitate a number of economic and
social developments within Uganda.
1.9. JUSTIFICATION OF THE STUDY
The development of urban centres inevitably results in the increase of the number of road
vehicles that daily use the road infrastructure. With continuous monitoring of the increase in the
number of road vehicles that operate in a certain area, one may determine the annual growth rate
of road traffic loads. Based on the obtained data it is possible to express the current traffic load,
with the possibility of planning the future load as well.
When planning of the new or improvement of the existing condition of road infrastructure it is
always necessary to take into consideration that the new solution has to be able to minimally
satisfy the current needs of the system users. In this case, the increase in the number of road
vehicles that operate in the respective area.
The planning should include the data on the average annual increase in the traffic load, i.e. the
planned solution should be able to serve well the increased loads within a certain future period of
time as well. In certain situations, and in certain areas there may still come to significant
deviations from the forecast values due to unforeseeable circumstances (level of build-up,
construction of new roads, receptive serving centres, etc.).
This main aim therefore is to be able to provide basic information, concept and principles with
respect to traffic assessment and level of service. Traffic assessment can be carried out using
various methods of data collection available and used by different organisations/institutions.

The beneficiaries of this study are Roads Department, other Ministries/Departments, local
authorities, educational institutions, the private sector and individuals.

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 1.10. SCOPE OF THE STUDY
1.10.1. Geographical scope
Located in the continent of Africa, Uganda covers 197,100 square kilometers of land and 43,938
square kilometers of water, with a total area of 241,038 square kilometers.Uganda is located on a
minimum longitude 29.570, a maximum longitude 35.040 and minimum latitude -1.480 and
maximum latitude 4.220.
Uganda is a landlocked country astride the equator, about 800 kilometers inland from the Indian
Ocean. It lies on the northwestern shores of Lake Victoria, extending from 1 south to 4 north
latitude and 30 to 35 east longitude.
The Uganda road network comprises of 21,000km of national roads; 17, 000km of district roads;
2,800km of urban roads and about 30,000km of community roads, connecting communities,
districts information by the Uganda National Roads Authority (UNRA).
Therefore, the geographic scope of our study is within the boundaries of Uganda with emphasis
on the highway road sector to assess the effects traffic assessment has on the level of service of
this sector.

1.10.2. Content Scope

This study looks at traffic assessment as the independent variable and level of service of highway
facilities as the dependent variable in Uganda.
This research proposal is organized into three chapters, including the present one. Chapter one
being the introductory chapter, chapter two, the literature review and the third and last chapter,
the methodologies to be used and followed.

1.10.3. Time scope

The study will use secondary data that is available on internet and Kyambogo university lecture
notes to study the frequency at which traffic assessments on highway facilities are done and how
these findings influence the level of service on the design and maintenance phases. The study is
intended to last for three weeks and this period will involve gathering, analysis, and interpreting
data.

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 2. CHAPTER TWO: LITERATURE REVIEW
This chapter provides a critical review of the literature on traffic assessment or studies in order to
identify the factors affecting the levels of service of highway facilities. The methods used in
traffic assessment or analyses are also discussed. A brief introduction is given in the first section,
followed by a review of the literature on variables of the study.
2.1. Introduction
In this Chapter, available literature was reviewed along subject matter of the research proposal,
which are traffic assessment and level of service of highway facilities. The central theme being
highway transport assessment, service levels and accessibility. To address the theme, this
Chapter undertakes a review of literature on individual components of the central theme and
combinations of such individual components, as basis for developing ideas on the general
concept of the study. The review of literature, in addition, aims at providing detailed account of
earlier studies in order to identify the gap that exists in the literature, which this proposal
attempted to bring out. Literature from extant disciplines such astransportation management, and
regional planning, amongst others found useful for addressing the central themes were studied.
Specifically, emphasis was on previous writings on transportation, road network pattern and
analysis, intra-urban accessibility and service values of highways.
2.1.1. Level of service
Level of service is a measure by which the quality of service on transportation devices or
infrastructure is determined, and it is a holistic approach considering several factors regarded as
measures of traffic density and congestion rather than overall speed of the journey (Mannering,
Walter, and Scott, 2004).
The level-of-service concept was introduced in the 1965 HCM(Highway Capacity Manual) as a
convenient way to describe the general quality of operations on a facility with defined traffic,
roadway, and control conditions. Using a letter scale from A to F, a terminology for operational
quality was created that has become an important tool in communicating complex issues to
decision-makers and the general public. The HCM (Highway Capacity Manual) 2000 defines
level of service as follows: "Level of service (LOS) is a quality measure describing operational
conditions within a traffic stream, generally in terms of such service measures as speed and
travel time, freedom to maneuver, traffic interruptions, and comfort and convenience."

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A term level-of-service closely related to capacity and often confused with it is service volume.
When capacity gives a quantitative measure of traffic, level of service or LOS tries to give a
qualitative measure. Service volume is the maximum number of vehicles, passengers, or the like,
which can be accommodated by a given facility or system under given conditions at a given level
of service. (AAiT, Department of civil Engineering)
Level of service (LOS) qualitatively measures both the operating conditions within a traffic
system and how these conditions are perceived by drivers and passengers. It is related with the
physical characteristics of the highway and the different operating characteristics that can occur
when the highway carries different traffic volumes. Speed-flow-density relationships are the
principal factor affecting the level of service of a highway segment under ideal conditions.
For a given road or facility, capacity could be constant. But actual flow will be different for
different days and different times in a day itself. The intention of LOS is to relate the traffic
service quality to a given flow rate of traffic. It is a term that designates a range of operating
conditions on a particular type of facility. Highway capacity manual (HCM) provides some
procedure to determine level of service. It divides the quality of traffic into six levels ranging
from level A to level F. Level A represents the best quality of traffic where the driver has the
freedom to drive with free flow speed and level F represents the worst quality of traffic.
Service A: This represents free-flow conditions where traffic flow is virtually zero. Only the
geometric design features of the highway may limit the speed of the car. Comfort and
convenience levels for road users are very high as vehicles have almost complete freedom to
maneuver.

Figure 1 Level of service A

Service B: Represents reasonable free-flow conditions. Comfort and convenience levels for road
users are still relatively high as vehicles have only slightly reduced freedom to maneuver. Minor
accidents are accommodated with ease although local deterioration in traffic flow conditions
would be more discernible than in service A.

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Figure 2 Level of Service B

Service C: Delivers stable flow conditions. Flows are at a level where small increases will cause
a considerable reduction in the performance or ‘service’ of the highway.There are marked
restrictions in the ability to maneuver and care is required when changing lane. While minor
incidents can still be absorbed, major incidents will result in the formation of queues. The speed
chosen by the driver is substantially affected by that of the other vehicles. Driver comfort and
convenience have decreased perceptibly at this level.

Figure 3 Level Of Service C

Service D: The highway is operating at high-density levels but stable flow still prevails. Small
increases in flow levels will result in significant operational difficulties on the highway. There
are severe restrictions on a driver’s ability to maneuver, with poor levels of comfort and
convenience.

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Figure 4 Level Of Service D

Service E: Represents the level at which the capacity of the highway has been reached. Traffic
flow conditions are best described as unstable with any traffic incident causing extensive
queuing and even breakdown. Levels of Basic Elements of comfort and convenience are very
poor and all speeds are low if relatively uniform.

Figure 5 Level Of Service E

Service F: Describes a state of breakdown or forced flow with flows exceeding capacity. The
operating conditions are highly unstable with constant queuing and traffic moving on a ‘stop-go’
basis.

Figure 6 Level Of Service F

Factors affecting level of service

The factors affecting level of service (LOS) can be listed as follows:

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1. Speed and travel time
2. Traffic interruptions/restrictions
3. Freedom to travel with desired speed
4. Driver comfort and convenience
5. Operating cost.

Factors such as lane width, lateral obstruction, traffic composition, grade and driver population
also affect the maximum flow on a given highway segment. The effect of each of these factors
on flow is discussed. (AAiT, Department of civil Engineering)
• Lane Width. Traffic flow tends to be restricted when lane widths are narrower than 12 ft.
(3.65m). This is because vehicles have to travel closer together in the lateral direction, and
motorists tend to compensate for this by driving more cautiously and by increasing the spacing
between vehicles, thus reducing the maximum flow on the highway.
• Lateral Obstruction. In general, when roadside or median objects are located too close to the
edge of the pavement, motorists in lanes adjacent to the object tend to shy away from the object,
resulting in reduced lateral distances between vehicles. This lateral reduction in space also results
in longer spacing’s between vehicles and a reduction in the maximum flow on the highway. This
effect is eliminated if the object is located at least 6ft (1.8m) from the edge of the roadway. Note,
however, that lateral clearances are based mainly on safety considerations and not on flow
consideration.

• Traffic Composition. The presence of vehicles other than passenger cars-such as trucks, buses,
and recreational vehicles-in a traffic stream reduces the maximum flow on the highway because
of their size, operating characteristics, and interaction with other vehicles.

• Grade. The effect of a grade depends on both the length and the slope of the grade. Traffic
operations are significantly affected when grades of 3 percent or greater are longer than 1/4 mi
(400m) and when grades are less than 3 percent and longer than l/2 mi (800m). The effect of
heavy vehicles on such grades is much greater than that for passenger vehicles.

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• Speeds, Space mean speed, are also used in level-of-service analysis because flow has a
significant effect on speed.

• Driver Population. Under ideal conditions, a driver population consisting primarily of

weekday commuters is assumed. However, it is known that other driver populations do not
exhibit the same behavior

Because these factors affect traffic operations on the highway, it is essential that they be
considered in any LOS analysis. Highway Capacity Manual (HCM) used travel speed and
volume by capacity ratio (v/c ratio) to distinguish between various levels of service. The value of
v/c ratio can vary between 0 and 1. Depending upon the travel speed and v/c ratio, HCM has
defined six levels of service.
These operating conditions can be expressed graphically with reference to the basic speed-flow
relationship. At the level of service A, speed is near its maximum value, restricted only by the
geometry of the road, and flows are low relative to the capacity of the highway, given the small
number of vehicles present. At the level of service D, flows are maximized, with speed at
approximately 50% of its maximum value. Level of service F denotes the ‘breakdown’ condition
at which both speeds and flow levels tend towards zero.

2.1.2. TRAFFIC STUDIES OR ASSESSMENT

These are conducted to analyse the traffic characteristics. It helps in geometric design and traffic
control, which tends to a safe and efficient traffic movement. The traffic studies for collecting
data is known as traffic census. (Roess & Prasas, 2004)

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Types of traffic studies
 Traffic volume study
 Traffic capacity study
 Speed study
 Traffic flow characteristics study
 Accident study
Traffic capacity study
The capacity of a facility defined as the maximum hourly flow rate at which the maximum
number of vehicles, passengers, or the like, per unit time, which can be accommodated under
prevailing roadway, traffic and control conditions with a reasonable expectation of occurrence.
For most cases, to analyze the capacity we used the peak 15 minutes of the peak hour.
Capacity is independent of the demand. It speaks about the physical amount of vehicles and
passengers that a road can afford. It does not depend on the total number of vehicles demanding
service. Generally, the highway capacity depends on certain conditions as listed below; (AAiT,
Department of civil Engineering)
1. Road way characteristics: This are associated with the geometric characteristics and design
elements of the facility, which include type of facility, number of lanes, lane width, shoulder
width, horizontal and vertical alignments, lateral clearance, design speed, and availability of
queuing space at intersections. For example, a curved road has lesser capacity compared to a
straight road.

2. Traffic conditions: Capacity is expressed in terms of units of some specific thing (car, people,
etc.), so it also does depend on the traffic conditions. The traffic conditions are associated with
the characteristics of the traffic stream on the segment of the highway. These include the
distribution of the different types of vehicles in the traffic stream or traffic composition such as
the mix of cars, trucks, buses etc. and the directional and lane distribution of the traffic volume
on the highway segment. Furthermore, it includes peaking characteristics, proportions of turning
movements at intersections etc.

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3. Control conditions: This primarily applies to surface facilities and includes the types of
traffic control devices in operation, signal phasing, allocation of green time, cycle length, and the
relationship with adjacent control measures.

Therefore, the study of traffic density and traffic volume is known as traffic capacity study.
Three types of traffic capacity study are;
1. Basic capacity
2. Possible capacity
3. Practical capacity
Practical Capacity
The maximum number of vehicles that can pass a given point on a lane or road way during one
without the traffic density being so great as to cause unreasonable delays, hazard or restriction to
the driver’s freedom to maneuver under prevailing roadway and traffic conditions.
Possible Capacity
The maximum number of vehicles that can pass a given point on a lane or roadway during one
hour under prevailing roadway and traffic conditions.
Basic Capacity
The maximum number of passengers that can pass a point on a lane or highway during one hour
under the most ideal roadway and traffic conditions.
Traffic speed study
Traffic speed data are needed in research, planning, designing and regulation phases of traffic
engineering and are also used in establishing priorities and schedules of traffic improvements.
The traffic engineer must acquire general knowledge of traffic speeds in order to set different
limits, setting different distances i.e. passing sight distance, stopping sight distance. (Nicholas J.
Garber)
Types of speed:
 Spot speed
 Space-Mean speed
 Time-Mean speed
 Free flow speed
 Travel speed

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Spot speed
Spot speed is the instantaneous speed of a vehicle as it passes a specified point along a road.
Spot speeds may be determined by manually measuring (with use of electronic or
electromechanical devices like pneumatic tube detectors or radars) the time required for a vehicle
to traverse a relatively short specified distance.
Space-Mean-Speed (SMS)
Space-Mean-Speed is the average of vehicle speeds weighted according to how long they remain
onthe section of road. Mathematically it is harmonic mean of the observed speeds. It is given by:

Where,
ti = observed time for the ith vehicle to travel distance d
N or n = number of vehicles observed
d= length of roadway section
Time-Mean-Speed (TMS)
The time mean speed Ut, is the arithmetic mean of spot speeds of all vehicles passing a point
during a specified interval of time. It is given by

where,
Uior ui= observed speed of ith vehicle
N or n = number of vehicles observed
Free flow speed
The desired speed of drivers in low volume conditions and in the absence of traffic control
devices. In

18
other words, the mean speed of passenger cars that can be maintained in low to moderate flow
rates
on a uniform freeway segment prevailing roadway and traffic conditions.
Factors affecting free flow speed:
 Width
 Lateral clearance
 Number of lanes
 Side friction
 Interchange density
 Geometric design
 Weather (The amount of reduction in free-flow speed is directly related to the severity of
the weather event).
 Visibility.
Traffic volume study
Traffic volume study is the procedure to determine mainly the volume of traffic moving on the
roads at a particular section during a particular time.
Traffic flow characteristics
Traffic flow characteristics comprise of traffic volume, speed and composition of vehicles on
roads. In recent times there has been a massive increase in population and economic behavior
thus resulting in huge travel demand of the traffic. The data gathered from the traffic volume and
speed studies is used to determine the capacity and level of service for the given road. The traffic
volume data is very important in planning, designing of a road system while as speed data is an
essential measure in determining the safety of the road network. The data gathered in spot speed
studies are used to determine vehicle speed percentile which is useful in making speed related
decisions.
SUMMARY
Generally, this chapter summarizes the key definitions about level of service, various types
levels of service, and factors affecting the different levels of service. It defines traffic assessment
and lists the traffic assessment types.
It has therefore been seen that the planning, design, construction and maintenance of highway
facilities depends largely on the information and data gathered from the traffic assessment

19
processes. Information on traffic data is not always easily accessible. It is recommended that
simple maps or graphs should be produced for present of summary information. This
presentation will assist where staff not familiar with such traffic census figures as presented only
in a table. These maps may be supported by graphs and tables, showing the typical hourly, daily
and yearly traffic flow pattern. This will give useful and comprehensive information of the traffic
volume data on the road network.I therefore conclude that the frequency at which traffic
assessments are done will influence the level of services of highway facilities. Therefore, it’s
upon this strategy that the researchers think much is needed to study about the topic.

20
 3. CHAPTER THREE: METHODOLOGY
3.1. Introduction
The chapter gives a descriptive presentation of the research design, study area, study population,
sampling techniques, sample size, data collection methods, data collection instruments, data
analysis and ethical considerations. The aim of this study is to present the results and investigate
the applicability of traffic assessment methodology in Uganda.
3.2. Research Design
The study will employ a descriptive study design. Quantitative research methods will be used in
the study. The aim will be to enable the study offer and stimulate explanations about how the
frequency traffic assessment influences the level of service of highway facilities in Uganda.
Qualitative research design is of major importance because the data collected will be expressed
in numerical forms and then will be analyzed using suitable statistical methods.
3.3. The Study Population
The study will target Estate developers, District engineers, and the road authorities in Uganda.
The researcher will use random sampling to determine the areas of research so as to reduce bias
and increase the chances of gathering data that will be a true approximate of the study area. The
study population will be in any area within Uganda that is crossed by a highway road.
3.4. Sampling methods
systematic random and purposive sampling methods will be used in the selection of study areas.
This will enable selection of areas expected to provide reliable and informed results as a true
representative. Purposive sampling will be used to select key informants like road authorities,
District engineer and physical planner who are knowledgeable on the frequency at which traffic
assessments have been done. The researcher will also use simple random technique to collect a
sample size of 60 districts in Uganda with highway roads crossing them. This technique will be
used because it gives equal chance for the mentioned respondents to participate in the study.
3.5. Structure of Sampling Size
Systematic random sampling will be used in order to reach a target sample for the key
information.According to the financial statement 2015/2016 presented by UNRA,the road
network comprises of 20,544 km. It is from this numberthat the researcher will determine the
sample size as follows;

21
 n = N/(1 + N(e)̇ 2
Where n= sample size, N= Estimated convenient distance of road network, e=marginal error or
level of significance and it ranges from 1%-5% which is 0.01-0.05, thus

n = N/(1 + N(e)̇ 2
n = 5000/ (1+5000(0.05)2)
n = 370 km
It’s from this that the research will choose the sample interval (K) to follow using the formula
below;
Sample interval (K) = Total distance/Sample size
K = 20,544 km/370 km
K = 56 km
The researcher will then blindly select the starting point from the random distance number and
every kthelement of the total road network is selected for inclusion in sample

3.6. Data Collection Methods

Obtrusive method of observation will be used by the researcher to gather the required data in
relation to this study.
It is essential to know the magnitude of traffic data required or to be collected, which will then
determine its quality and type of vehicle classification to be adopted. Traffic counting falls in
two main categories, namely; manual counts and automatic counts. There is no distinct
difference between the two methods however, the economic use or selection of an appropriate
method of traffic counting is a function of the level of traffic flow and the required data quality.
1. Manual Counts
The most common method of collecting traffic flow data is the manual method, which
consist of assigning a person to record traffic as it passes. This method of data collection can
be expensive in terms of manpower, but it is nonetheless necessary in most cases where
vehicles are to be classified with a number of movements recorded separately, such as at
intersections. At intersection sites, the traffic on each arm should be counted and recorded
separately for each movement. It is of paramount importance that traffic on roads with more
than one lane are counted and classified by direction of traffic flow. Permanent traffic

22
 counting teams are normally set up to carry out the counting at the various locations
throughout the road network at set interval. The duration of the count is determined prior to
commencement of traffic counting and it is dictated by the end use of data. The teams are
managed and supervised by the technical staff to ensure efficient and proper collection of
data
2. Automatic Counts
The detection of vehicular presence and road occupancies has historically been performed
primarily on or near the surface of the road. The exploitation of new electromagnetic spectra
and wireless communication media in recent year, has allowed traffic detection to occur in a
non-intrusive fashion, at locations above or to the side of the roadway. Pavement-based
traffic detection currently relatively inexpensive, will be met with fierce competition in the
coming years from detectors that are liberated from the road surface.

3.7. Data Collection Instruments

The data collection instruments that will be used includeinterview guide, field surveys and
secondary data.
Interview Guide
The researcher mainly will use face to face interviews for the respondents. This method will be
used because it enables the researcher to get a better understanding of the issues addressed by the
study. It also enables the researcher to interact with the respondents and probe their responses
where necessary. This will be applied on community leaders, district Engineer and the physical
planner.
Secondary data
Secondary data will be used in addition by the researcher to gather relevant information on the
study. The secondary data will be got from text books and internet. The use of secondary data
will help the researcher in understanding more on the topic under investigation. In addition, it
will provide data about what other different scholars have written on the topic under
investigation.

Field instruments that can be used to collect data are listed in detail below.
i. Pneumatic tubes.

23
These are tubes placed on the top of road surfaces at locations where traffic counting is
required. As vehicles pass over the tube, the resulting compression sends a burst of air to an
air switch, which can be installed in any type of traffic counting devices. Air switches can
provide accurate axle counts even when compressions occur more than 30 m from the traffic
counter. Although the life of the pneumatic tubes is traffic dependent as they directly drive
over it, it is used worldwide for speed measurement and vehicle classification for any level of
traffic. Care should be exercised in placing and operating the system, to ensure its efficient
operation and minimize any potential error in the data.
ii. Inductive loops.
Inductive loop detector consists of embedded turned wire from which it gets its name. It
includes an oscillator, and a cable, which allows signals to pass from the loop to the traffic
counting device. The counting device is activated by the change in the magnetic field when a
vehicle passes over the loop. Inductive loops are cheap, almost maintenance-free and are
currently the most widely used equipment for vehicle counting and detection. Single loops
are incapable of measuring vehicular speed and the length of a vehicle. This requires the use
of a pair of loops to estimate speed by analyzing the time it takes a vehicle to pass through
the loops installed in series. An inductive loop can also, to a certain degree, be used to detect
the chassis heights and estimate the number of axles. By using the inductive loops, the length
of the vehicle is therefore derived from the time taken by the vehicle to drive from the first to
the second loop (driving time) and the time during which the vehicle was over the first and
the second loop (cover time). The resulting length is called the electrical length, and is in
general less than the actual length of the passing vehicle. This is caused by the built in
detector threshold, the road
surface material, the feeder length, the distance between the bottom of the vehicle and the
loop, but also, to a large extent, the synthetic materials used in modern cars. The system
could be used for any level of traffic.
iii. Weigh-in-Motion Sensor types.
A variety of traffic sensors and loops are used world-wide to count, weigh and classify
vehicles while in motion, and these are collectively known as Weigh in Motion (WIM)
sensor systems. Whereas sensor pads can be used on their own traffic speed and axle
weighing equipment, they are trigged by “leading” inductive loops placed before them on the

24
roadbed. This scenario is adopted where axles, speed and statistical data are required. Some
notable traffic sensors are;
 Bending Plates which contains strain gauges that weigh the axles of passing vehicles.
Continuous electric signals are sent to the strain gauges, and these signals are altered
as the plates are deflected by dynamic vehicular weight and measure the axle of the
passing vehicles.
 Capacitive Strip is a thin and long extruded metal used to detect passing axles. The
force of vertical pressure applied to this strip by a wheel alters its capacitance, which
can be converted to a wheel-weight measure when related to the speed of the vehicle.
Capacitive strips can be used for both statistical data and axle configuration.
 Capacitive Mat functions in a similar manner as the capacitive strip but it is designed
to be mobile and used on a temporary basis only.
 Piezo-electric Cable is a sensing strip of a metallic cable that responds tovertical
loading from vehicle wheels passing over it by producing a corresponding voltage.
The cable is very good for speed measurement and axle-space registration, and is
relatively cheap and maintenance free like a inductive loop if installed correctly.
 Micro-millimeterwaves Radar detectors. Radar detectors actively emits radioactive
signals at frequencies ranging from the ultra-high frequencies (UHF) of 100 MHz, to
100 GHz, and can register vehicular presence and speed depending upon signals
returned upon reflection from the vehicle. They are also used to determine vehicular
volumes and classifications in both traffic directions.Radar detectors are very little
susceptible to adverse weather conditions,and can operate day and night. However,
they require comparatively highlevels of computing power to analyse the quality of
signals.
 Video Camera. Video image processing system utilize machine vision technology to
detect vehicles and capture details about individual vehicles when necessary. A video
processing system usually monitors multiple lanes simultaneously, and therefore it
requires high level of computing power. Typically, the operator can interactively set
the desired traffic detection points anywhere within the system’s view area.

25
 Algorithms are used to extract data required for the detection of the raw data feeds.
Due to the complexity of the images, it is not recommended that they should be
processed outdoors as this can give poor results. The system is useful for traffic
counting and give a +/- 3% tolerance, and is not appropriate for vehicular speed and
their classification.

3.8. Validity and Reliability of Data

Reliability of an instrument is the dependability of an instrument in measuring what is designed
to measure.
Quality of sampled data largely depends on, among others, the method followed in the
establishment, use and maintenance of the count stations. For automatic counts equipment, close
co-operation with the manufacturer is necessary in order to achieve maximum benefits. The
operation procedures should be clearly written and detailed for easy understanding by both the
client and the supplier.
Common for all methods of traffic counting, classification chart (based on vehicle composition)
is required to record the traffic flow by vehicle types. This is because traffic flow is a dynamic
process and can fluctuate over time. Accuracy in traffic counting and establishment of these
fluctuations in the traffic flow is of critical importance, as this influence derivation of projected
traffic. Where there is evidence of increased traffic flow, it is required that the vehicle groups
experiencing high growth should be calculated as a percentage of the total traffic counted in the
stream. This enables appropriate determination of the impact of the most influential vehicle
type(s) on the road being considered and how it influences economic analyses and decision-
making.

3.9. Measurements of Variables

‘Level of service’ describes in a qualitative way the operational conditions for traffic from the
viewpoint of the road user. It gauges the level of congestion on a highway in terms of variables
such as travel time and traffic speed.
In order to determine a road’s level of service, a comprehension of the relationship between
hourly volume, peak hour factor and service flow is to be taken vital by the researcher.

26
Hourly volume (V); The highest hourly volume within a 24-hour period
Peak-hour factor (PHF); The ratio of the hourly volume to the peak 15-minute flow (V15)
enlarged to an hourly value
PHF = V ÷ V15 × 4
Service flow (SF) The peak 15-minute flow (V15) enlarged to an hourly value
SF = V15 × 4

3.10. Data Analysis

The data collected will be analyzedquantitatively. Data will be analyzed using simple techniques
to produce appropriate percentages calculated showing different variables to fit particular
statistical analysis.
The quantitative data will be entered in the computer to generate quantitative results including
percentages, frequencies and graphs. Descriptive statistics are most often used to examine
comparisons of the findings.
Formultilane highways, the measure of effectiveness used to define levels of service is density.
The use of density, rather than speed, is based primarily on the shape of the speed-flow
relationships. Because average speed remains constant through most of the range of flows and
because the total difference between free-flow speed and the speed at capacity is relatively small,
defining five level-of-service boundaries based on this parameter wouldbe very difficult.
Types of Analysis
There are three types of analysis that can be conducted for multilane highways;
• Operational analysis
• Service flow rate and service volume analysis
• Design analysis
All forms of analysis require the determination of the free-flow speed of the facility in question.
1. Operational Analysis
The most common form of analysis is operational analysis. In this form of analysis, all traffic,
roadway, and control conditions are defined for an existing or projected highway section, and the
expected level of service and operating parameters are determined.

27
The basic approach is to convert the existing or forecast demand volumes to an equivalent flow
rate under ideal conditions.
2. Service Flow Rate and Service Volume Analysis
It is often useful to determine the service flow rates and service volumes for the various levels of
service under prevailing conditions. The service flow rate for level of service i is the maximum
flow rate that can be maintained under prevailing condition. Prevailing conditions are usually not
the same as the ideal conditions, and therefore the service flow rate must be obtained by
adjusting the maximum service flow MSF to reflect the number of lanes and the prevailing
conditions. The maximum service flow rate at level of service i (MSFi) is the maximum flow that
a section of the freeway can maintain at level of service i under ideal conditions. Ideal conditions
are defined as follows:
1. Lanes are 12ft (3.65m) or wider.
2. Lateral obstructions are no closer than 6 ft. (1.83m) to the edge of the travel lane.
3. Only passenger cars are in the traffic stream.
Driver population is dominated by regular and familiar users of the facility.
The maximum service flow rate is determined as the product of the capacity under ideal
conditions and the maximum volume-to-capacity ratio for the level of service i.
𝐌𝐒𝐅𝐢=𝐂𝐣(𝐯/𝐜) 𝐢R
Where
MSFi = maximum service flow rate per hour per lane (pc/hr/ln) under ideal conditions for level
of service i
(V/C)i = maximum volume-to-capacity ratio for level of service i
Cj = capacity under ideal conditions for the freeway segment having design speed j (2200
pc/hr/ln for four-lane freeway segments and 2300 pc/hr/ln for six or more lane freeway
segments)
The MSFi is multiplied by adjustment factors that reflect deviations from ideal conditions. And
so that the service flow rate is calculated as shown in Eq. 4.3
SFi = MSFi (N) (fW)(fHV) (fp) …………………………………. 4.3
Substituting for MSFi using Eq. 9.1,
SFi = Cj(v/c)i (N) (fW)(fHV) (fp) ………………………….4.4

28
Where SFi = service flow rate for level of service i under prevailing traffic and roadway
conditions for N lanes in one direction (vph)
MSFi = maximum service flow rate per hour per lane under ideal conditions for level of service i
fW = factor to adjust for the effect of restricted lane widths and/or lateral clearance
fHV = factor to adjust for the combined effect of heavy vehicles in the traffic stream.
fp = factor to adjust for the effect of recreational or unfamiliar driver populations
N = number of lanes in one direction of the freeway
The adjusted service flow rate obtained from either Eq. 4.3 or Eq. 4.4 will be achieved only if
good pavement and weather conditions exist and there are no incidents on the freeway segments.
If these conditions do not exist, the actual service flow that will be achieved may be less.

3.11. Anticipated Problems

This refers to conditions that are beyond the researchers control that are most likely to impact on
the research study There are many factors that may affect traffic counting and the most common
includes:
● Weather conditions.
● Purpose of the traffic counting.
● Method of traffic counting.
● Location of the counting sites.
● Traffic flow level.
● Road type.
● Traffic composition

Weather Conditions
Traffic counting during high and low weather conditions have serious effect on the enumerators
through an interrupted counting process resulting in severe data errors.

Purpose of Traffic Counting

Understanding the purpose for which traffic is being counted enables collection of appropriate
quality data, the number of vehicle classes and determination of the duration of the count. For
major projects, good quality data is required for a pre-determined number of vehicle classes at

29
specific intervals over at least five working days for 12 to 16 hours per day, excluding public
holidays or special occasions, such as independence day.
Method of Traffic Counting
The method of traffic counting has a bearing on the quality of data obtained. Manual counting of
vehicles passing a point at specific intervals (15 minutes, 30 minutes, 45 minutes, 1 hour, etc.) is
one method of traffic counting, whereby the total vehicular traffic is required. If from the past
traffic counts it is required that a proportion of heavy vehicles is to be determined as a
percentage of the total traffic, then such a percentage is applied to the counted volume to get the
effective traffic flow. On this basis, the method of traffic counting should be decided before
Location of Counting Sites
Counting in the open country and in build-up areas is different in nature and in execution. Traffi
c counting in an open country (rural environment) has a high potential to yield the much-needed
concentration by enumerators, while that in the build-up areas is prone to disturbances. The type
of disturbances envisaged include movement by enumerators between the counting sites and the
built-up environment, such as shops, thus resulting in high error margins in data so collected. It
is, therefore, critical that supervision and close monitoring are undertaken at the respective sites
falling within the built-up environment for the duration of the counts.
Traffic Flow Level
Traffic flow level influences the capability of enumerators to carry out traffic counts manually on
high volume roads. Where the enumerator is expected to count more than one traffic lane on a
busy road, observational error is commonly encountered. On the other hand, whereas efficiency
and capability of traffic enumeration vary from enumerator to enumerator, for a traffic level of
less than 1000 vehicles per hour in one direction manual counting by one enumerator can give
satisfactory data within the permissible tolerances. For traffic level in excess of 1000 vehicles
per hour in one direction, additional enumerators are required or automatic counters should be
used.
Road Type
The type of road has an effect on traffic counting as it combines both the level of traffic flow and
the number of lanes for the specific road. Traffic flow normally follows three different modes
and levels, namely:
● Congested or forced low-speed continuous flow

30
● Normal continuous flow and;
● Wide spaced high-speed flow.
From the lower level to the upper level of traffic flow there remains an
incremental desire for collection of better quality data commensurate with increase in the sample
size. This is because with lower volume of traffic the potential for variance in the traffic flow
reduces, while with higher traffic volume potential for flow variation over short intervals
increases,
such as tidal flow or platoon flow. While taking cognisance of the above traffic flow levels,
traffic counting for single carriageways can be handled with manual counting with much reduced
risk of error level while dual carriageways would require automatic traffic counters owing to the
volume of traffic, the speed and the number of lanes.
Traffic Composition
Traffic composition influences the methodology and approach which should be applied for
traffic counting at respective counting sites. This dictates the number of vehicle classes and the
quality of data required. It is, therefore, critical that the traffic composition is known prior to the
commencement of the survey in order to enforce the measures required.

3.12. Ethical Considerations

The researcher will get a letter of introduction from Kampala City Council Authority which will
be presented to the authorities in the respective areas where research is to be carried requesting
for permission to carry out research in the area.
Information on traffic data is not always easily accessible. It is recommended that simple maps
or graphs should be produced for presentation of summary information.
These maps may be supported by graphs and tables, showing the typical hourly, daily and yearly
traffic flow pattern. This will give useful and comprehensive information of the traffic volume
data on the road network.
In Uganda, information or data may be gathered from the authorities in charge such as Kampala
City Council Authority, Uganda National Roads Authority or the Ministry of Works and
Transport.

31
 3.13. Time Frame/Schedule
Time frame refers how long it will take to finish the research. Duration of traffic counts is
dependent on the type and quality of data required. Depending on the end use of traffic data
being collected, counts at established permanent stations are ideally conducted over 12, 16 and
24 hours continuously for at least seven consecutive days per station. The selection of counts
duration will depend on whether the amount of data collected will produce reliable results. This
decision will depend on the characteristics of the traffic flow and the type data required for a
particular location or project.When relevant data has been gathered by the researcher, he is
expected to have done whatever is required in its degree of validity, compiled the report and
ready for submission to Kyambogo Universityat the department of civil and building
engineering.

32
 3.14. APPENDIX

Figure 7 Map of Uganda with the road network

33
 Monthly Traffic Census Count Survey Form

MONTHLY TRAFFIC CENSUS COUNT SURVEY FORM

PLACE.................................................CENSUSPOINTNo...................................DIRECTIONCOUNTED..............................................
....

MONTH AND YEAR...............................................No. OF DAYS...............................................................

34
 TRAFFIC CENSUS SURVEY FORM
Date: ............................................................ To.................................. Place:.........................................................
Time from:.......................................................................................... Census Point No.:......................................
Direction Counted:........................................................................................................ Weather:....................................................
Enumerater:....................................................................................... Sheet No.:..................................................
Counted Heading: Beginning of day:................................................. End of Day:................................................
Put an oblique stroke (/) for each vehicle in consecutive squares. When the squares for any period full additional vehicle noted by
crossing oblique stroke

35
Figure 8 Distance Matrix

Figure 9 Travel time from Kampala to major towns

36
Below table shows the gross vehicle weight plus the axle load limit currently in force within
Uganda and the East African Region.

Figure 10 Gross weight and axle load limit

Figure 11weight –in-motion speed and axle detection

37
Figure 12 Automatic counting station secured and operated

Figure 13 Typical traffic counting station

38
 4. REFERENCES
Logistics Capacity Assessment (Uganda Logistics Infrastructure)
http://dlca.logcluster.org/display/public/DLCA/2.3+Uganda+Road+Network;jsessionid=63D483
9FF95FFD41CE8B0C1CEAB08F0D

Botswana Guideline 9 - Traffic Data Collection and Analysis (2004)

https://www.google.com/search?q=Botswana_Guideline+9+-
+Traffic+Data+Collection+and+Analysis+%282004%29&ie=utf-8&oe=utf-8&client=firefox-b-
ab

AAiT, Department of civil Engineering. Highway capacity: The level of service concept.
https://library.ctr.utexas.edu/digitized/texasarchive/phase3/tx_MS81_1965.pdf

Road Management System and Road Safety in Uganda by Paul Gudoi Zanule
Walden University.
https://www.google.com/search?q=Road+Management+System+and+Road+Safet
y+in+Uganda+by+Paul+Gudoi+Zanule+Walden+University.+&ie=utf-8&oe=utf-
8&client=firefox-b

Uganda National Roads Authority web page

http://www.unra.go.ug/ (https://www.unra.go.ug/en/welcome)

Traffic engineering third edition by Roess & Prasas, 2004

Highway Engineering, Martin rogers

Traffic and Highway Engineering, Nicholas J. Garber

Principles of Highway Engineering by Fred Mannering, Walter, and Scott, 2004

39