TARURA

TRAFFIC MANAGEMENT
Traffic data Collection and Analysis

Eng. K.A. Fuko

TARURA HEAD QUARTER Page 1
1. INTRODUCTION.
1.1. BACKGROUND

Tanzania has the population of 57m people in the year 2017 as per National Bureau of
Statistics and is projected to be 77.4 in the year 2027 with annual growth rate of 3.1%,
with this scenario it is expected that the number of vehicle operating on our Road
Networks will increase substantially. This data indicates a potential demand for
Investments in Transport infrastructures.

As we aware that, the above data needs proper utilization of such huge investments which
necessitate systematic planning for need-based development. such needs developments
includes determination of acquired capacity expansion, provision of addition road
infrastructure, improvement of existing roads, prioritization of different development
which is possible upon collection of traffic data. The above information was amongst the
basic requirements for Nation to establish an institution which will manage all the roads
network in Tanzania.

TARURA Tanzania Rural and Urban roads Agency is the Road agency which is
responsible for providing on adequate safe, Cost effective and efficient road
infrastructure with the country. The basic responsibilities of the Agency found in the Act




The agency has been vested with strategic responsibility for overall Management of the
District Roads (Both Urban and Rural) of some 111,341.75 as per DROMAS August 8,
2017.

Agency is also responsible for administering the relevant Sections of Road Act 2007 and
the act which establish the Agency.

As part of this document, The following Ministry of Works Manual and PO-LARG
Manuals facilitates general procedure and best practice on variety of aspect for the
planning, Design, Construction and maintenance of roads in Tanzania. However the
following reference will be in support to facilitate the Traffic data collection and
Analysis.

 Ministry of Works (2011), Road Geometric Design Manual, Government

press, Dar es salaam.
 Ministry of Works, Transport and Communication (2016). Low Volume
roads, Goldprints, Dar es salaam

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  The Department for International Development 2005) Oversees Road Note
5: A guide to road Project Appraisal.
 TRRL (1978). A guide to the measurements of axle loads in developing
countries using a portable weighbridge Roadnote40 Stationery office, London.

1.2. PURPOSE AND SCOPE OF THIS DOCUMENT

1.2.1. THE PURPOSE OF THE DOCUMENT.

This document prepared in order to facilitate assessment of present and future traffic
demand for development of need – based Infrastructure since accurate information and
continuous monitoring of traffic by appropriate method is necessary.

Council offices must therefore ensure that sufficient and appropriate data is available to
undertake necessary Planning, Design, Construction and Maintenance of the District
Road Networks which is aimed at meeting the prevailing traffic flows, future traffic
growth and loading without considerable deterioration in the quality of services.

1.2.2. THE SCOPE OF THE DOCUMENT.

This document provides basic information, concept and principles with respect to traffic
data collection and analysis. The method of data collection available and will be used by
different organization. This document is intended to provide guidance in report of data
collection and analysis and allow for variation in methodologies adopted by different
Users, Planners, Developers, and Funding Authorities.

The beneficiaries of this document are council offices, LGA’s, Education Institution,
Private Sectors and individuals.

1.3. STRUCTURE OF THE DOCUMENTS.

1.3.1. Chapter 1

This chapter gives a broad background and concept of traffic data collection. This chapter
also includes discussion of the purpose and scope of the guidelines.

1.3.2. Chapter 2

Provide the roles of this documents and function of the guideline with respect to traffic
data collection and analysis. The types of traffic counts, general specifications and quality
assurance of the data collected.
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 1.3.3. Chapter 3

Discuss and give extension guidance on traffic data collection in Urban and Rural Roads
Tanzania. The overview of the current practice in Tanzania and provides essential
approaches required to conduct s proper traffic flow/volume survey. This chapter also
discusses a process or methodology for selection of counting locations, vehicle
classification and configuration which may vary depending or results use of data.

1.3.4. Chapter 4

It provides scenario for counting characteristics in respect of choice of counting systems,

traffic volume characteristics and frequency of traffic counts. It is also provides
guidelines regarding data collection and storage.

1.3.5. Chapter 5

Considers resources required to undertake the exercise with respect to staff composition,
qualifications and equipments. As the work is to be carried out along motorized district
road network, traffic safely on site is key resources required.

1.3.6. Chapter 6

This chapter deals with issues of safety being paramount to the whole exercise of traffic
data collection with particular reference to sighting of counting sites, provision of road
sign and markings.

1.3.7. Chapter 7

This is the core chapter in this document as it provides guideline on vehicle counting,
with particular reference to factor affecting vehicle counting, accuracy, duration of the
count, counting procedure, typical counts conversions and reference curves.

1.3.8. Chapter 8

This chapter presents typical counts conversions and reference curves. It also outlines
layout of the analysis data entry, analysis and reporting.

1.3.9. Chapter 9

Describe how to use DROMAS – District Roads Maintenance System in facilitating

traffic Management as Traffic data tool.

1.3.10. Chapter 10

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 This chapter outlines the recommended layout of traffic data analysis, data entry and its
presentation.

2. TRAFFIC DATA COLLECTION.

2.1. Role and Functions.

Traffic data collection and projections thereof of traffic volumes are basic requirements
for planning of road development and management schemes. Traffic data forms an
integral part in science of descriptive nation economies and such knowledge is essential
in drawing up rational transport policy for movement of passengers and goods by both
government and private sectors.

The importance of the traffic data is planning of particular section of the road network
and for its subsequent. 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 environment conditions.

While taking cognizance of the above, traffic data collection and analysis follows varying
trends and plays an important role in evaluation and management of roads network
schemes.

2.2. Key Areas in which Traffic flow Data is needed for Development and Management
of Road Network.
 Determination of program of roads widening and general improvement or
strengthening of existing road through a program of reconstruction and
construction of a new road.
 To check the efficiency of road network in DROMAS by comparing current
traffic volume with level of services or calculated capacity.
 To establish the relationship between traffic volume, number of accidents and
causes thereof, as well as determination of probable occurrence.
 To access economic benefit arising from roads improvements.
 Investigation of various capacity and design problems for both roads and bridges
and parking facilities.
 Design and improvements of news/ existing junctions.
 Assistance in planning new developments such as roads in new towns,
Subdivisions, Land use which generally includes shopping centers, hotels,
commercial and Industrial complexes, Service stations and other traffic
generators.
 To study future trends and assisting in predicting traffic flow in the future for a
given period.
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  To support DROMAS in classifying roads in their functional basis.

2.3. Types of Traffic Count.

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 into two main categories:-

 Manual Count.
 Automatic Count/ satellite counting

There is no distinct different between the two methods however, economic use or
selection of an appropriate method of traffic counting is a level of traffic flow and
required data quality.

2.3.1. Manual Count.

This is the common methods of collecting traffic flows which consist of assigning a
person to record traffic as it passes. This method can be expensive in terms of man
power 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.

2.3.2. Automatic Count.

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 reentry years has
allowed traffic detection to occur in a non intrusive fashion at location above or to
the side of roadway. The most common detector types are pneumatic tubes,
Inductive loop, weigh – in – motion, sensor types, micro – millimeter wave radar
detectors and video cameras.

2.4. Reference Specification.

Reference is done through Pavement and Material Design Manual 1999 and field testing
manual 2003. Generally the PMDM provide guidance for traffic count in Tanzania on

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 how to use the counted data and for axle load survey reference should be done through
Field Testing Manual 2003.

In PMDM only heavy vehicle should be counted for purpose of Structural Pavement
design. Heavy vehicle those having registered un – leden weight of 3 tons or more,
Large buses having seating capacity of 40 or more are included as heavy vehicles.

If you study the details of traffic count details of the most data available at different
location in the country it has been noticed that manual count may be prone to human
errors when the number of enumerators are increase commensurate with increasing
traffic flow.

Below is the summary of recommended traffic flow counting levels.

Number of vehicle Number of vehicle Automatic Count Manual Count

(Paved) (Unpaved)
Greater than Required at
2000 Pavement Stations
Continuously
thought the year
1000-2000 For specific period Could be used when
to adopted appropriate that
(Temporally depending on the
automatic count) level of traffic flow
Less than Counted at interval
1000 for seven
consecutive days 16
hours per day four
times a year

3. TRAFFIC DATA COLLECTION, PRACTISES IN TANZANIA.

3.1. General.

The primary source of traffic data in Tanzania especially in Urban and Rural roads are
based on regular manual traffic counting programs. It is an idea to establish permanent
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 and regular manual traffic counters and permanent/ regular manual traffic stations and
counters with full location details (Lat and Long) and its data base being known.

In addition, it is recommended to establish a temporally traffic counting sites for special

traffic count such as ad-hoc (short-term) or special count which are mainly conducted on
road without permanent stations.

3.2. Selection of counting sites.

As it proposed, in TARURA there must be a permanent traffic counting sites and in

additional various special traffic counting stations in Tanzania.

The following should be kept in mind before deciding on counting site:-

The road section should have uniform geometric characteristics along the
road length and be away from junctions.
Location should be a horizontal (flat) and geometric straight road section.
Section of the road to have an uninterrupted traffic flow.
Section line where Internet data (Mobile Towers) is available or radio
(Mobile) are easily accessible or can be installed if possible.
Section to have very little pedestrian or animal traffic.
Section to meet safety requirements.

To ensure adequate attentions are given to section of roads constituting a specific traffic
flow, roads should be divided into uniform sections according to traffic characteristics.

3.3. Vehicle Classification and Configuration.

Although there are various classification approaches available to

various/organization or and users of this documents may the responsible
organization may use whichever method is deemed appropriate and applicable for
the purpose at hand but for TARURA classification which is available in
DROMAS systems is compulsory based on the quality of data is needed in
DROMAS.

For manual count classification in DROMAS traffic flow count is categorized by

visual assessment of vehicle size configuration of axes. The current DROMAS
traffic flow data system classified vehicles into 18 categories as follows.

Articulated > 7 axle 1

Articulated > 6 axle 2
Articulated > 5 axle 3
Truck >= 6 axle 4
Truck > 5 axle 5

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 Truck > 4 axle 6
Truck > 3 axle 7
Truck > 2 axle 8
Truck > 2 axle light 9
Big Bus 10
Min/Micro Bus 11
Car/Suv 12
Pickup 13
Tractor 14
Three wheeler 15
Motor cycle 16
Bicycle 17
Cart 18

If you refer to the TPMDM traffic count shall be carried out in a manner that results
in a grouping of vehicle types into the categories given in the table below. Inclusion
of other vehicle categories may be desirable for other purposes. However,
manipulation of data shall not obscure the prescribed division into four heavy
vehicle categories:-

Heavy vehicle categories Definition

Medium goods Vehicle MGV 2 axle, incl. steering axle and
3 tones empty weight or more
Heavy good vehicle HGV 3 axle, incl. steering axle and
3 tones empty weight or more
Very Heavy good vehicle HGV 4 axle, incl. steering axle and
3 tones empty weight or more
Buses Seating capacity of 40 or more

3.4. Automatic Traffic Count.

Suggestion is made to full equipped traffic counters with inductive loops and WIP-
censors (Weigh pads) has a potential of clarifying traffic as required by means of
following classification parameters.

Number of axles.
Weight of axles.
Axle spacing.
Speed.
Vehicle Length.
Chassis height.

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 Notwithstanding the above, where only inductive loop is used it is possible to count only
5 classes using the following axle spacing classification (5 classes for inductive loop and
inductive loops with WIM Censors it is possible to count 7 classes. With this electronic
device you can store Date and time, speed, total length, all axle spacing, all axes weights.
After stored data in computer, it is easily now to process by a program (Software’s) to get
the required traffic information.

1W Car, Taxi and vans 2 axle, length 0 – 5.5m

2W 4W – drive pick ups Same as 1W, but with higher chasing
3W 2 axle Trucks and Buses Length 5.6-7.5m weigh – 2 ton
4W 3axle Trucks and Buses Length 5.6 – 7m weigh 2-20 tons
5W 2-3 axle buses and Trucks Length 7.6 – 12.4m
6W 4.5 axle Trucks Length from 12.5m
7W 6 or more axle trucks Length from 16m

In order for automated system to be successful, agencies should focus on adequate or

sustainable maintenance. For agency to purchase new traffic counting equipment,
maintenance of equipment should be included in periodic, emergency and in routine
maintenance activities.

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4. COUNTING CHARACTERISTICS.
4.1. Traffic Flows.
4.1.1. Frequency of Traffic Counts.

In order to predict traffic flow volumes that can be expected on the road network during
specific periods, cognizance should be taken of the fact that traffic volumes changes
considerably at each point in time.

There are three cyclical variations that are of particular interest:-

Hourly pattern, this is the way traffic flow characteristic varies through
the day and night.
Daily pattern, the day to day variation through the week.
Monthly and yearly pattern, Season variation through the year.

When analyzing patterns of traffic flow one must also be aware of the directional
disturbance of traffic and the manner in which its composition varies.

4.1.2. Hourly patterns.

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 Particularly in urban areas, generally it shows the number of distinguishable peaks. Peaks
in the morning following by learn flow until another peak in the middle of the afternoon,
after which there may be a new peak in late evening.

Based on experience in Local Government in Tanzania shows that, traffic volumes may
grow over time, the relative variation of traffic at various hours of the day of a month are
often quite consistent year after year.

4.1.3. Daily Patterns.

The traffic volume generally varies throughout the week. The traffic during the working
days (Monday – Friday) may not vary substantially, but the traffic during the weekends is
likely to differ from the working days on different type of the roads and in different
directions.

4.1.4. Monthly and yearly Patterns.

The monthly and yearly patterns reflect the seasonal variation of traffic flows. The
pattern may vary for passenger cars and vehicle transporting goods. It is the local to
identify variation between traffic flow during the wet and dry season if it is whether
significant or insignificant.

Knowledge of how traffic flows varies for different vehicle classes may be very usefully
when designing programs for axle load counting, design of roads improvements,
upgrading schemes and setting maintenance programs and priorities.

5. RESOURCES REQUIRED FOR COLLECTING TRAFFIC DATA.

5.1. General.

Assessment of available resources prior to commencement of any activity is critical to any

assignment at hand. For traffic data collection it is important that proper assessment of extent or
scope of envisaged counting (quality level of data required) is undertaken.

This is aimed at ensuring that the planed and organized exercise is achieved at optimal cost and
with expected accuracy.

The exact number of persons and equipment to undertake a specific traffic counting assignment
is dependent, among other factors on

The location of the station.

The quality of the data to be collected.
The level of the traffic flow.
The nature of the road section and traffic flow characteristics within which
the station falls.

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 Traffic composition.
5.2. Staff Composition and Qualifications.

More often staffing conducting traffic counts is note deemed to be critical to quality of the
data being collected, as the assignment is regarded just counting of vehicular traffic groups as
they pass specific point on the road.

It is recommended field enumerators appointed for traffic survey should have at least a
minimum of form IV division III with Certificate of Secondary Education (GCSE). However
those engineering students whom attending practical training (PT) form Universities can be
engaged in the assignment.

5.3. Training required before Assignment for Engaged Enumerators.

Before engaged to counting assignment, they should undergo a training program which
comprises familiarizing of employees with vehicle classification/configuration process, use
of different automatic counting equipment, Axle load survey and any other activities with
traffic data collection and analysis is involved. While majority of Enumerators may be based
in the field collecting raw data some should be stationed at office to transform the new data
into analysis forms, either for subsequent storage or transfer into computer system for further
analysis. The office staff should have a working experience as fields Enumerator to ensure
full understanding of raw data they expected to transform into analysis form. They should as
well at least same qualification or higher. The Enumerators should undergo through special
software’s program for data processing, appropriate data analysis system available and any
other related system for the exigency of services.

5.4. Equipment Requirements.

5.4.1. Automatic Traffic Counting Equipments.

A detailed discussion of various types of automatic traffic counter equipment systems

will have a separate document; the main aim of this part is to sight typical equipment
required for traffic data collection.

In essence, typical automatic traffic data collection equipment consists of detector to

detect vehicles and a counter to record the information’s.

6. TRAFFIC AND SITE SAFETY

6.1. General.

Traffic safety during the conduct of traffic surveys is mandatory and is the responsibility
of the institution or body undertaking the surveys.
The Road Act Cap 13 of 2007 section 33 places a statutory responsibility in ensuring

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 that appropriate safety measures are in place before a survey can be conducted on a road.
(Safety of road users)

6.2. Site Safety.

The location of the counting sites should be chosen with full consideration to traffic
safety both for installation, maintenance and use of the site. Whenever manual traffic
surveys are in progress, proper signals
should be in place for safety of enumerators. The site should be inspected for safe use by
supervisor who should also ensure that no sign is removed from site until the survey is
completed.

6.3. Site Markings.

Both the automatic and manual counting sites should have an unambiguously
identification number. The counting site number is linked to the existing Road Reference
System. It is recommended that the counter storage boxes be marked with an identity
number plate.

7. TRAFFIC COUNTING PROCEDURES.

7.1. General

The result of traffic counting is subject to sampling error and observational

uncertainty. Sampling error in traffic counting is error emanating from collected traffic
data while observational error relates to vehicle classification
by vehicle types resulting in some vehicles being wrongly classified. In
this context, vehicle classification cannot be defined without ambiguity and
therefore is a subject of enumerators’ interpretation of the passing traffic
stream. To minimize the error, statistical methods are more preferable to use
for analysis to smooth out sampling and observational errors.

Automatic counters mainly use the distance between axles to classify vehicles. In
situations where vehicles of different make have similar axle
spacing, the automatic counter cannot ascertain that these are two different
Vehicles. The resulting scenario is that either the system rejects all vehicles
it cannot classify or misclassifies them, thus resulting in classification error. Where there
is a significant proportion of unclassified vehicles the level of error is deemed to be very
high and the results should not be used for any economic decision making purpose.

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 7.2. Factor affecting Vehicle counting.

There are many factors that 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.
7.2.1. Weather Conditions.

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

7.2.2. 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 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.
Any other exercise that is not of major significance should require less counting duration.

7.2.3. 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 forms, and training should be conducted.

7.2.4. Location of Counting Site.

Counting in the open country and in build-up areas is different in nature

and in execution. Traffic 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

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 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.

7.2.5. Traffic flow Levels.

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 com-
monly encountered. On the other hand, whereas efficiency and capability of traffic
enumeration vary from enumerator to enumerator, for 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.

7.3. Duration of Counting.

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.

7.4. Counting Procedures.

7.4.1. Intersection

Traffic counting at intersections is dependent on varying geometric conditions, for

example; T-junctions cross roads, roundabouts and signalized intersections and assumes
the following operating conditions:

The major road traffic flow may be either in a single or in multiple streams
in one direction and may vary from low non-congested flow to high
congested flow conditions.
The minor road flow is generally in a single stream, with the flow varying
from low non-congested flow to high congested flow conditions;

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 The gap acceptance of minor road approaching traffic may be presented
with a uniform distribution and close to zero opportunities to join the main
traffic stream;
The minor road traffic flow rises instantaneously from very low flow to a
maximum peak value, which is maintained until the end of the peak period
after which it falls instantaneously to very low flow and to zero.
7.4.2. Urban Roads.

In the context of this documents, an urban road is a road located and/ traversing a
developed or built-up environment but there is no specific classification in Road Act
2007 which describe this type of roads.. This type of road may serve as a main arterial or
transit route within the urban area, in the Road Act identified as Collector roads or local
connector, tertiary, access or even a local street.

As a result, traffic counting for these types of roads can be complex as the function of the
road and/or its level of service in the road hierarchy as measured by the traffic flow level
dictate it. Further complexity could be presented by the proximity of the access
intersections associated with the built environment. On this basis, both manual and
automatic counting systems are suitable for traffic data collection along these roads.

7.4.3. Rural Roads.

As per Road Act these roads described as District roads like Urban roads but most of
these roads are feeder and community roads however collector roads also exist.

These roads could be counted using both manual and automatic counting
systems, depending on the level of traffic flow, capacity of the road and
resources required to undertake the counts. If counting of these roads is not intended to
include intersection or is not undertaken within a built environment the site should be
planned and sighted in an area free of disturbance.

8. TYPICAL CONVERSION OF TRAFFIC COUNT.

8.1. General

Main input parameters for design of the road are the Annual Average
Daily Traffic (AADT) and the cumulative loading over the design life
of the road (normally 20 years), that is the number of vehicles passing
a point in both directions per day taking into account the variation in
the traffic flow throughout the year and the total number of axles for the
same traffic volume. Determination of the AADT from 12-hour traffic
count is achieved by converting to 16-hour flow (the volume of traffic

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 flow counted in hours) by using applicable conversion factors. Having obtained the 16-
hour counts, a further conversion to 24-hour flow may be carried out to obtain an
Average Daily Traffic flow, and subsequently to Annual Average Daily Traffic. For
illustration, the following conversion factors have been used in the calculations:

Scenarios Urban Rural Recreation

High 1.016 1.115 1.271
Medeum 1.0 1.06 1.141
Low 0.989 1.016 0.962

8.1.1. Conversion of Average Daily Traffic to Annual Average Daily Traffic.

Annual Average Daily Traffic is the average traffic that is expected to use
a particular road over a year (365 days). The Average Daily Traffic, con-
version to Annual Average Daily Traffic is determined from the following
expression:

AADT = T-ADT /365.

Where: AADT = Average Annual Daily Traffic.
T-ADT = Total Average Daily Traffic.

8.1.2. Conversion of peak hour traffic to Average Daily Traffic (ADT).

Peak hour traffic used for design is the traffic, which passes a point during the severest
peak hour(s) of the counting period. In order to convert
peak hour traffic to Average Daily Traffic (ADT), the peak hour traffic
should first be converted to 12 hour or 16-hour traffic flow and then to
24-hour traffic flow. For instance, if peak hour flow is 10% of 16-hour
counts, then for any given number of vehicles, ADT is given by the following:

Peak hour flow * Conversion factor = ADT (16-hour)

Then, ADT (16-hour) * Conversion factor = ADT (24-hour)

The conversion factor is the proportion of traffic flow over a given peak time as it relates
to that prevailing traffic counted under same traffic conditions and over a specific
counting period.

8.1.3. Conversation of Day Time traffic to Average Daily Traffic.

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 In order to convert Day Time Traffic to Average Daily Traffic and subsequently to
Annual Average Daily Traffic, derived factors based on the duration of counts shall be
used. For the purpose of illustration the following has been assumed:

Seven (7) day counts is conducted on a busy rural main road.

Constant 16-hour traffic flow counts from Monday to Friday of 10 000 vehicles each has
been obtained.

A further 16-hour constant traffic flow for Saturday and Sunday of 8 000 vehicles each
was also obtained.

7-day 16 hour traffic flow = (5 x 10 000) + (2 x 8 000)

= 66 000 vehicles.

Using a 95% confidence limit for the 24-hour traffic flow with 5% tolerance.

Then, 16-hour traffic flow is 95% of 24-hour traffic flow, therefore;

7 days 24 hour traffic flow = 66 000 / 0.95 = 69 474 vehicles

Average Daily Traffic (ADT) = 69 474/7 = 9925 vehicles.

As for the Annual Average Daily Traffic (AADT), the derived Day Traffic

is converted as follows:

AADT = 9925 x conversion factor

= 9925 x 1.141 (considering medium scenario)

= 11 324 vehicles

9. ANALYSIS AND PRESENTATION OF TRAFFIC DATA.

9.1. General

Analysis of traffic data will vary greatly in complexity depending on the scope and objective of
the survey. At the simplest extreme, analysis consists of totalling different categories of vehicles
in a volumetric count. At the other extreme, complex surveys may require computer analysis of
traffic to journeys, allocation of existing and proposed road network, traffic projections and other
related operations/analysis.

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 9.2. Layout of Analysis.
9.2.1. Computer Analysis.

For the file system as recommended earlier, almost all PC-programs

developed and available for traffic analysis can be used. Most of them
will also be in an English version and therefore usable for Tanzania
conditions.

For simulation purposes, an example of the Norwegian computer program Traffic 6 /

NorTraf incorporate the following:

DROMAS District Road management Systems for computing analysis. In

DROMAS traffic count station definition is included where each road
assessed basic data were inserted such as road code, station code, location,
chainage, longitude, latitude, elevation, direction of moving vehicle, year data
taken, The program gives access to record up to 16 vehicle categories, survey
date, type and weather kind. It can load traffic assignment where AADT,PCU
would be calculated.
MS 2 it is cloud based traffic count database system (TCDS) can allow to map
and analyse traffic count data. Data can be shared internally or either the
public. It can provide reports and graphs and export data to other format for
analytical simulation, it can easly link with google map.
Satellite Traffic Management Programs. There are computer based
programs which associated by satellite. These are programs basically count in
high traffic flow management in very busy areas.

A specific system can be developed or purchased depending on the needs of the

institution and compatibility with existing systems. Although not exhaustive or
prescriptive, the following salient issues should, therefore, be taken into account during
the development, improvement or procurement of a traffic data storage and analysis
program, particularly for Tanzania conditions.

9.2.2. Manual Analysis.

The essential part of any data collection process is to be analysed and presented in a
format that is easily understandable. Below is an illustration of a simplified manual
counts data analysis done from Dodoma Council Office.

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 9.3. Data Entry and Analysis.
9.3.1. General

Data entry and analysis is undertaken in two distinct forms, namely;

manual and computerized. Where computerized system is not in use
manual entries in summary forms are used, which is then transferred to
analyses forms. Where computerized system is in place, data entry and analysis should
allow for direct manual entry of data in the system. However, changes to data entered and
formatting of forms should be coded to prevent it from any undue changes.

9.3.2. Data Entry.

Data entry menu provides a means of entering collected traffic data from
the collection forms received from the counting sites into a computerized
system. The data entered in the system should be cleaned of errors before
it is summarized and analyzed. The summary program processes each link
in the network accumulating detailed data for each representative section
and produce summary records for each of the road section. Once the data
has been summarized for each station, on regional or national basis, the

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 system should not allow for the same data to be summarized again unless
the condition or inventory of data entered has changed.

9.3.3. Data Analysis.

The analysis process should permit the user to obtain, among others, the following
reports:

Defined vehicle types and counting stations;

Conversion of data in different formats into a common data format;
Calculation of Traffic Growth Rates of traffic volumes;
Production of forecasts based on historical data and growth rates.

The analysis of the summarized data uses conversion parameters set up by the user or
administrator, and where parameters are not defined default system parameters could be
used.

In the calculation of traffic growth rates where data is available, the system should
generate growth rates and updates the user growth rates unless the user has already
defined a growth rate. In this case, the system calculates the growth rate as a percentage
change in traffic volume per year per vehicle category. Where historical data is not
available, extrapolated growth rates are determined, whereby the system takes all
available traffic and produces an estimated growth rate.

9.3.4. Reporting.

Whatever program is used to analyse traffic data collected, it should

satisfy the specific needs of the user, and allow the user to search vehicles of similar
characteristics and be able to send such information in graphic forms as may be required
to meet the intended reporting format. This query computation should either be done for a
particular parameter, range or limit on stages (in series) or to be carried out at the same
time (in parallel) by selecting a group of parameters.

In processing the reporting modules, the user should be able to produce

summary tables of different characteristics of vehicles from the general
tables into which raw data was entered or from analysed data as required by the user.

The program used should be able to produce reports of Average Daily Traffic (ADT) for
any period of the year, as well as Annual Average Daily Traffic (AADT), traffic growth
factors, etc.

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 As determination of the correct traffic growth factors are very important for projection of
traffic flow, the program should enable the user to
request for growth factors and percentages over a specific period in time
(weeks, months, years), or as required for each road, group of roads and
for the country. These growth factors should be easily turned into traffic
growth envelopes or standard curves to be used in checking data quality and projection
for planning purposes. Further, the program should be able
to generate growth factors for each counting station in weeks, months,
years, as required. Sufficient projections based on historical traffic trend,
potential economic development indicators or GDP growth, etc over a
period should be easily undertaken by the selected program.

9.4. Pilot Example on how to analyze Traffic Flow Data from Martine Luther –
Swaswa road Dodoma Municipality.
9.4.1. Reporting Hourly pattern.
a) Add rows traffic each hour from Monday to Sunday to get a total number of
vehicles at each hour for those 7 counting days.
b) Use Edraw software to prepare a nice curve for Traffic flow against time for
establishing Hourly pattern characteristics. Here you can easily prepare csv
file format and upload to Edraw.

TIME IN HRS 7 8 9 10 11 12 13 14 15 16 17 18
102 104 105 97 100 87 99 100 101 120
TRAFFIC FLOW 541 3 2 5 5 7 9 1 873 5 0 7

c) Provide analysis and presentation of data.

The above graph shows that the traffic increases from 0700 hrs to 0800 hrs between
1023 and 1042 vehicles. And decrease when the time arrives around 1500hrs. Again

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 at evening the trends is starting to grow. This implies that the traffic flow grows
over time and you can observe the relative variation of traffic at various hours.

9.4.2. Reporting Daily pattern.

Data which is needed to report daily pattern are Number of vehicles counted at every
station from Monday to Sunday.

9.4.3. AADT Calculation.

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