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Table 7.4.12 Quantity Table of Clock Tower Flyover

Quantity
Clock Tower Flyover Unit Total
Act1 Pct1 Pct2 Pct3 Act2
Bridge Type Steel Box Girder
Bridge Length m 260.000 260.0
Span Length m 55.000 80.000 70.000 55.000 260.0
Width m 7.250 7.250 7.250 7.250
Bridge Area m2 398.75 580.00 507.50 398.75 1,885.0
Superstructure

M edian & Sidewall Width m 1.500 1.500 1.500 1.500

Concrete - PC T Girder m3 0.0 0.0 0.0 0.0 0.0
Concrete - PC Box Girder m3 0.0 0.0 0.0 0.0 0.0
Reinforcement - PC Girder tf 0.0 0.0 0.0 0.0 0.0
Steel - I Girder tf 0.0 0.0 0.0 0.0 0.0
Steel - Box Girder tf 163.5 319.0 243.6 163.5 889.6
Election tf 163.5 319.0 243.6 163.5 889.6
Pavement m2 316.3 460.0 402.5 316.3 1,495.0
Total Height m 8.300 9.200 13.600 9.200 8.300
Substructure

Concrete - Beam & Column m3 74.0 61.6 96.8 61.6 74.0 367.9
Concrete - Pilecap m3 76.1 73.5 73.5 73.5 76.1 372.8
Reinforcement - Pier tf 18.0 16.2 20.4 16.2 18.0 88.9
Steel - Pier tf 0.0 0.0 0.0 0.0 0.0 0.0
Foundation

Pile Length m 10.000 10.000 10.000 10.000 10.000

No. of Pile No. 9 9 9 9 9
Bored Pile m 90.0 90.0 90.0 90.0 90.0 450.0

Source: JICA Study Team

7.5 CONSTRUCTION PLANNING

7.5.1 CONSTRUCTION PLAN

(1) General

The construction plan consists of two major project components of the civil works, namely, i)
new construction of the flyover, and ii) widening of the existing road including new construction
of the pedestrian bridge and re-setting of traffic signal.

(2) Major Project Component

Major components of the project are new construction of the bridge section (flyover) of about 3.4
km and road section including two types of civil works, namely, i) widening of the existing road
with total length of about 3.7 km, and ii) new construction of the pedestrian bridges and
Re-setting of the traffic signal.

Major components of the project and approximate work quantities are listed in Table 7.5.1.

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Table 7.5.1 Major Project Components

Pre-FS projects
Project 1.1 Project 1.2 Project 1.3 Project 3.7
DESCRIPTION UNIT Jinjya - Yusefu Shoprite Jct Traffic Improvement
Yusefu Lule - Queen's Way -
Lule Rds Flyover
Mukuwano Rds Mukuwano Rd
and Mukuwano - Clock tower
Flyover Flyover Shoprite Section
Jinjya Rds Flyover Section

New construction of the flyover

1. Bridge work

Length m 1,675.00 1,687.00 110.00 - -

Width m 13.00 10.00 7.25 - -

Approach road m 230.00 325.70 184.00 - -

Widening of the existing road

2. Road work

Length m 1,304.00 356.00 2,007.00 - -

Overlay area m2 19,462.00 4,222.00 11,066.00 5,786.00 12,855.00

Widening area m2 5,267.00 465.00 24,763.00 4,517.00 11,707.00

Re-setting of traffic signal pace - - - 1.00 1.00

Source: JICA Study Team

(3) Outline of Construction Work

The main construction work of this Project is flyover construction, which is the first of its kind in
Kampala City.

Construction work of flyover involves large-scale civil engineering works mainly with steel
material and requires bridge construction equipment. The equipment and materials are expected
to be supplied from other countries such as neighboring Kenya or South Africa.

The construction process is described as follows:

1) New Construction of Flyovers

Foundation works

The construction method of foundation works can be divided into three steps, namely:

STEP-1: Piling Works

STEP-2: Sheet Pile Installation

STEP-3: Structural Excavation

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Cast-in-Site Concrete Pile Sheet Pile Excavation

Crawler Crane
Crawler Crane

Vibro Pile Driver

Bucket Excavatoer
Sheet Pile

CCP Pile

Source: JICA Study Team

Figure 7.5.1 Construction of Foundation Works

Substructure

The RC-Portal Type Pier will be constructed with temporary support as shown in Figure 7.5.2. It
is planned to traverse the existing arterial road which is required to be open to traffic flow even
under construction.

Source: JICA Study Team

Figure 7.5.2 Construction of Substructure (RC-T Type)

Superstructure

Truck Crane

PC-I girders are fabricated in the factories (pre-cast). One girder will be fabricated with the
proper length of segments in the factory and thereafter will be transported and connected to the
other girder on site.

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The girder will be erected by truck cranes as shown in Figure 7.5.3.

After the girder is lifted up on the piers, the girder will be shifted in a lateral direction and will be
set in the right position. Consequently, the next girder will be erected in the same manner.

Source: JICA Study Team

Figure 7.5.3 Erection by Truck Cranes

The specificity of the flyover construction works includes the following:

i) Construction work in the city,

ii) Construction with open traffic status,
iii) Large-scale construction equipment is necessary,
iv) Large quantity of construction material is required.
From the highlights mentioned above, night construction work is necessary for the flyover
construction works.

2) Widening of Existing Road

There are many road construction works in Uganda at the moment. Therefore, construction
equipment and materials to be used for construction are available including onshore
procurement.

However, general control and supervision are necessary because the works have to be done not as
isolated components but in parallel and in combination with the other component, which is the
bridge construction.

Step-1 Clearing and grubbing works

Step-2 Relocation of the underground utilities
Step-3 Construction of the pedestrian way and drainage work, etc.
Step-4 Construction of sub-base and base course
Sub-base layers should be compacted by vibrating roller (7 - 8.5 ton capacity).

Base course also should be compacted by road roller macadam (12 ton

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capacity) and pneumatic tire roller (8 - 20 ton capacity).

Step-5 Dense bitumen binder course

The dense bitumen binder course is required for some sections of the widening
area to strengthen the pavement.

Step-6 Wearing course

Binder course will be applied and compacted by road roller macadam (12 ton
capacity) and pneumatic tire roller (8 - 20 ton capacity), while 30 mm of
wearing course will be applied and compacted by hand guide roller (0.8 - 1.1
ton capacity) for the walkway.

3) Improvement of Existing Road

Step-1 Removal of the traffic safety facilities

Median and the curbside stone on the road surface are removed using back-hoe
(0.5 m3).

Step-2 Machining of the existing road surface

Cutting machine of the crawler
type.

Step-3 Spreading and curing of the tack coat

Emulsion spreading is sprayed using
asphalt distributor.

Step-4 Wearing course

The pavement work of wearing course will then be applied and compacted by
road roller macadam (12 ton capacity) and pneumatic tire roller (8 - 20 ton
capacity).

Step-5 Road marking work

Channelization and sidewalk marking shall be applied to the road surface using
road marking machine. This work includes road widening part.

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(4) Construction of Pedestrian Bridges

The main structure of the pedestrian bridge is as follows:

9 Foundation: Direct Foundation

9 Substructure: RC Column
9 Superstructure PC-T Type Girder
The steps of the pedestrian bridge construction are as follows;

Step-1 Foundation excavation

Direct foundation method and construction by the "open cut method" will be
applied.

Step-2 Footing
After the aggregate bed has been compacted, concrete placing for the concrete
footing will follow in several lifts.

Step-3 Column
The RC-type Column is designed to traverse the existing arterial road which is
required to be open to traffic flow even under construction.

Step-4 Superstructure Works

PC-T type girders are
fabricated in the factories
(pre-cast). One girder will be
fabricated with proper length
in the factory which will then
be transported and connected
to another girder on the site.
The girder will be erected by
truck cranes. After the girder is
lifted up on the piers, the
girder will be set in the right
position.

Step-5 Subsidiary work

Installation of step and handrail works.

(5) Re-setting of Traffic Signal

Re-setting of traffic signal is carried out in parallel with the road construction (i.e., Step-2 – Road
construction work). The re-setting of traffic signal work is shown as follows:

Step-1 Removal of the existing signal,

Step-2 Construction of cable duct and cable junction manhole,
Step-3 Laying of the cable and electrical test,
Step-4 Erection of the signal pole and signal installation, and
Step-5 Confirmation of the function and adjustment of the signal timing.

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7.5.2 TRAFFIC CONTROL

(1) General

As the project roads are very busy trunk roads in Kampala City, the construction works have to
be carried out without interrupting daily traffic. This will be done under well-designed method of
traffic management system organized by the contractor and MoWT in affiliation with KCC and
traffic police to secure the safety of vehicles and pedestrians as well as those of project
personnel.

Traffic Management during the Construction Work

The project roads are mostly 7.0 m wide, 2-lane roads which require traffic management during
the construction works. These works shall be done under one side construction method without
interrupting traffic for both directions. This method requires traffic control by contractor with
the assistance of traffic police. Since the weekday daytime traffic is large, major construction
works are required to be carried out at night and during weekends.

(2) Basic Concept

Basic conditions for traffic management during construction are as follows:

- The one lane width shall be kept at 3.0 m at the minimum.

- Public transport vehicles shall be given priority to pass through the project site.
- Other traffic (private cars) shall be diverted to use other roads.
Involvement of construction site and plan of diverted road is shown as follows:

Project 1.1Yusuf Lule -

Mukwano Rds Flyover
N
Project 1.2 Jinja - Yusuf Lule
Rds Flyover and Mukwano -
Jinja Rds Flyover
Siad Barre Avenue

Project 3.7
Shoprite Jct Traffic
Improvement
Luwum Street
Nasser Road

Project 2.4 Mukuwano Rd

Kafumbe Mukasa Road Kibuli Road Widening, incl. Mukuwano
Rdt & Nsanbya Jct
Capacity Improvement

Source: JICA Study Team

Figure 7.5.4 Plan of Diverted Road

7.5.3 COSTRUCTION SCHEDULE

The tentative implementation schedule of the Project is prepared taking into account the ICB
procedure. The project includes four sub-projects:

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Flyover sub-projects:

9 Project 1.1 Yusufu Lule - Mukwano Roads Flyover, and

9 Project 1.2 Jinja - Yusufu Lule Roads Flyover and Mukwano - Jinja Roads Flyover
The construction period for this sub-project is scheduled for 36 months. All two sub-components
shall commence and implemented concurrently.

Roads sub-projects:

9 Project 2.4 Mukwano Road Widening including Mukwano Roundabout & Nsambya
Junction Capacity Improvement, and
9 Project 3.7 Shoprite Junction Traffic Improvement
Mukwano Road Widening including roundabout and Nsambya Junction shall be scheduled to
start. Midway of its construction, the Shoprite traffic improvement shall commence. The main
objective is to allow continuity of traffic flow, i.e., as one section of the component is under
construction, the other can be utilized by the public.

The construction period for this sub-project is scheduled to last about 26 months: 12 months for
Mukwano Road widening and 20 months for Shoprite traffic improvement.

The overall Project construction schedule is shown below.

Table 7.5.2 Tentative Implementation Schedule

2014 2015 2016 2017
Item Quantity Unit Month
7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6
Mobilization and Demobilization
Bridge section Total 36 Month
1. Procurement 3,221 t 12
Project 1.1Yusuf Lule - Mukwano RdsFlyover

2. Transportation 3,221 t 6

3. Earth Work 8,392 m3 3

4. Foundation 4,522 m 15

5. Substructure 12,013 m3 24

6. Superstructure 1,675 m 27

Road section Total 8 Month

1. Excavation 3,260 m3 5

2. Concreting 3,150 m3 5

3. Surface cutting 19,460 m2 1

4. Surfacing 2,810 m3 1

5. Miscellaneous 1 L/S 1
Project 1.2 Jinja - Yusuf Lule and Mukwano - Jinja,Nile

Bridge section Total 36 Month

Procurement 3,661 t 12

Transportation 3,661 t 6

Earth Work 10,147 m3 4

Foundation 2,475 m 8
Avenue Ramp

Substructure 9,526 m3 19

Superstructure 1,687 m 27

Road section Total 8 Month

1. Excavation 890 m3 4

2. Concrete 860 m3 2

3. Surface cutting 4,220 m2 1

4. Surfacing 560 m3 1

5. Miscellaneous 1 L/S 1

Road section Total 12 Month

Project 2.4 Mukuwano

Nsanbya Jct Capacity

Rd Widening, incl.
Mukuwano Rdt &

1. Excavation 5,010 m3 5
Improvement

2. Concrete 6,110 m3 4

3. Surface cutting 15,800 m2 1

4. Surfacing 5,570 m3 3

5. Miscellaneous 1 L/S 2

Road section Total 20 Month

Project 3.7 Shoprite Jct Traffic

1. Excavation 2,000 m3 3

2. Concrete 3,272 m3 4
Improvement

3. Surface cutting 18,641 m2 2

4. Surfacing 3,926 m3 9

5. Pedestrian Bridge 1,090 t 14

6. Traffic signal 1 L/S 14

6. Miscellaneous 1 L/S 2

: Rainy season

Source: The Study Team

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7.6 MAINTENANCE PLAN AND COST

7.6.1 MAINTENANCE PLAN

Road maintenance activities, which are required after completion of the project, are generally
divided into two categories, i.e., routine maintenance work and periodic maintenance work. Each
maintenance work consists of the following items:

i) Routine Maintenance Work includes the following:

- Operation cost: Costs for electricity for street lighting, signal operation, etc,
- Clearing cost: Costs for clearing the road and bridge surfaces, drainage facilities,
traffic sign boards, traffic devices, trimming/cutting of trees/grass, etc.
- Repairing cost: Costs for pavement repair including pot hole patching and crack
sealing for AC pavement, re-painting road markings, repair of sign
boards, safety devices and traffic control facilities, repair/seal of
concrete cracks of bridge decks, handrail, girders, abutment and piers,
replacement deck drainage pipe, etc.
ii) Periodic Maintenance includes the following:
- Overlay for AC pavement (every 5 years)
- Repainting of steel girder and replacement of expansion joint of bridge which includes
reconstruction of water proofing of pavement surface, minor repair of damaged deck
girder, etc. (every 15 years)

7.6.2 MAINTENANCE COST ESTIMATE

Taking the above activities into account, the maintenance cost for the Jinja Flyover, Clock Tower
Flyover, Mukwano Road Widening and Shoprite & Clock Tower Traffic Improvement projects
were estimated as shown in Table 7.6.1.

Table 7.6.1 Estimated Maintenance Costs of Each Project

Routine
Maintenance Cost Periodic Maintenance Cost (M. Sh.)
No. Project Name ([Link].)
Every Year Every 10 Years Every 15 Years
1-1 Jinja Flyover Project 1,930 1,800 61,300

1-2 Clock Tower Flyover 160 0 5,630

2 Mukwano Road Widening Project 330 3,350 0

Shoprite & Clock Tower Traffic Improvement
3 260 2,610 0
Project
Source: JICA Study Team

The above cost estimate was developed based on the assumption shown in the following Table
7.6.2:

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Table 7.6.2 Estimated Ratio of Maintenance Costs for Construction Cost

Routine Maintenance
Construction Periodic Maintenance Cost
Cost
Cost excluding
(Every Year) (Every 10 Years) (Every 15 Years)
No. Project Name General Cost (M.
Sh.) Ratio Ratio Ratio
Amount ([Link].) Amount ([Link].) Amount ([Link].)
for A for A for A
(A) (%) (B) (%) (C) (%) (D)
Road Sec. 6,005 3.0% 180 30.0% 1,800 - 0
1-1 Jinja Flyover Project Bridge Sec. 175,133 1.0% 1,750 - 0 35.0% 61,300
Total 181,138 1,930 1,800 61,300

1-2 Clock Tower Flyover 16,077 1.0% 160 - 0 35.0% 5,630

2 Mukwano Road Widening Project 11,160 3.0% 330 30.0% 3,350 - 0

Shoprite & Clock Tower Traffic

3 8,686 3.0% 260 30.0% 2,610 - 0
Improvement
Source: JICA Study Team

7.6.3 MAINTENANCE ORGANIZATION AND CAPACITY

Currently all Pre-FS roads will be under administration of the KCC as other national roads which
are located in the city centre. The number of engineers of KCC in civil engineering sectors is a
few and their capacity is very limited. The budget of KCC for road and bridge is also very small
(refer to Section 3.2.1). Therefore, the road and bridge maintenance by KCC would not be
possible or very limited as other infrastructures. However, the GOU has planned to move the
administration of national roads and other urban trunk roads located in the city centre from KCC
to UNRA in a few years.

The GOU established UNRA in 2006 as one of the products of the road sector reforms and it
became fully operational on 1st July 2008. The UNRA is responsible for both development and
maintenance of national roads. Since the salary scale of UNRA staff is more than 5 – 7 times
higher than that of MoWT and KCC, their motivation is high and UNRA can employ the staffs
who have better capacity. In addition, EU has conducted capacity building of UNRA, including
planning and implementation of maintenance projects.

As to the maintenance budget, the GOU established Uganda Road Fund (URF) in 2008 and it has
a duty to finance the implementation of the Annual Road Maintenance Programs that are carried
out by UNRA and the other designated road agencies responsible for district, urban and
community access roads. Since the current URF is approximately US$ 100 million, it will be
sufficient to cover the maintenance cost required for the Pre-FS flyovers.

The Study Team understands that as capacity of UNRA is insufficient for steel structures
(bridges) maintenance, development of the maintenance capacity should be incorporated in the
project at the implementation stage. The Study Team also recommends that introduction of a
performance-based maintenance and management contract (PMMC) would be appropriate for the
flyover maintenance reducing life cycle costs, increasing in maintenance efficiency and reducing
the government burden.

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CHAPTER 8 ROAD TRAFFIC SAFETY PLAN

8.1 INTRODUCTION

Road traffic safety is a great concern in GKMA. As part of the Study on Greater Kampala Road
Network and Transport Improvement, a road traffic safety study is conducted to improve road
traffic safety situation in GKMA.

8.1.1 BACKGROUND AND OBJECTIVE

(1) Study Background

The economic growth of Uganda has been steady since the early 1990s. While the demand for
passengers and goods transport has increased together with the growth of the economy, the road
system in GKMA is being built or improved with domestic funding as well as aid funds from
donor organizations. In recent years, income growth and improvement of transport infrastructure
have both contributed to a rapid increase in the number of motorized vehicles. As traffic volume
expanded, traffic-related problems also increased, i.e., traffic conflicts and bottlenecks became
evident and traffic accidents began to rise. On the other hand, the level of understanding and
compliance to traffic safety requirements remains very low among the public. Also, authorities
have not been always aware of their critical role in restoring traffic safety and order.

Thus, traffic accident has become a major social problem and consequently, traffic safety is now
regarded as one of the most urgent policy issues of the Government of Uganda (GOU).

(2) Study Objectives

The objectives of the Road Traffic Safety Study are as follows:

(i) To develop a Road Traffic Safety Strategic Plan up to 2023, and

(ii) To formulate an Action Plan for Road Traffic Safety in GKMA, 2011-2015.
The Road Traffic Safety Strategic Plan will provide various comprehensive strategies and
develop sustainable fundamentals for the road traffic safety in GKMA. The proposals are based
on the existing conditions of the country, and thus, will be deemed feasible. They will address all
aspects of the road transport system, namely: (i) infrastructure; (ii) road users; (iii) vehicle; and
(iv) legal framework, especially traffic safety policies and institutional issues. The activities
included in the Action Program of 2011-2015 will form the first phase of the implementation
process for the whole complex of strategies for the Road Traffic Safety Strategic Plan.

8.1.2 STUDY AREA AND COVERAGE

The study area of the Road Traffic Safety Study follows the study area described in Chapter 1.3.2.
The related local government authorities as stakeholders of the Road Traffic Safety Study are as
follows:

1. Kampala City Council 5. Wakiso Town Council

2. Entebbe Municipality 6. Mukono District (part of Mukono District)
3. Mukono Town Council 7. Wakiso District (part of Wakiso District)
4. Kira Town Council (except for Kimwanyi Parish)

The Road Traffic Safety Study focuses on the road sector, as well as on road-railway crossing.

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8.2 CURRENT TRAFFIC SAFETY SITUATION, PROBLEMS AND ISSUES

8.2.1 CHARACTERISTICS OF THE STUDY AREA AND ROAD TRAFFIC ACCIDENTS

(1) Profile of the Study Area

1) Population Growth in GKMA

The population in GKMA has increased from 2,047,000 in 2003 to 2,503,000 in 2008, with an
annual growth rate of 4.1% more than that of total national population, and reached 8.5% of the
total national population in 2008 as shown in Tables 8.2.1 and 8.2.2. Moreover, considerable
number of squatters seems to live in GKMA.

Table 8.2.1 Population Projections for GKMA

(Unit: '000)
No. Area 2003 2008 2013 2018 2023
1 Kampala 1,235.2 1,480.2 1,788.6 2,137.4 2,521.4
2 Mukono (GKMA) 93.5 119.3 152.3 189.8 233.1
3 Wakiso (GKMA) 718.6 904.1 1,142.9 1,424.3 1,749.6
Total, GKMA 2,047.3 2,503.6 3,083.8 3,751.5 4,504.1
Source: NTMP (May 2009), MOWT

Steady high population growth up to 2023 is projected.

Table 8.2.2 Population Growth Rates in GKMA

(%)
No. Area 2003/2008 2008/2013 2013/2018 2018/2023
1 Kampala 3.69 3.86 3.63 3.36
2 Mukono (GKMA) 4.99 5.01 4.50 4.20
3 Wakiso (GKMA) 4.70 4.80 4.50 4.20
Total, GKMA 4.11 4.26 4.00 3.72
Source: NTMP (May 2009), MOWT

2) Growth of Gross Domestic Product (GDP)

Uganda achieved annual GDP growth of around 8% from 2000 to 2008. However, GDP growth
fell to 6.2% in 2003 and 5.8% in 2004. Thereafter, GDP growth rose up again. GDP per capita,
however, is still at a low level but has increased to 626,895 Shillings (= US$ 303, US$ 1 = UShs
2,070) in 2008 as shown in Table 8.2.3.

Table 8.2.3 Gross Domestic Product and Per Capita GDP in Uganda
(Unit of GDP: Bln Shs)
GDP GDP Real Annual Per Capita GDP Per Capita GDP Real Annual
Year
(Current Price) (Constant Prices) Growth Rate (%) (Current Price) (Constant Prices) Growth Rate (%)
2000 10,030 10,297 - 437,251 448,860 -
2001 11,132 11,199 8.8 469,976 472,816 5.3
2002 11,990 11,990 7.1 490,190 490,190 3.7
2003 13,843 12,728 6.2 548,137 503,980 2.8
2004 15,271 13,467 5.8 585,622 516,420 2.5
2005 17,878 14,814 10.0 663,971 550,193 6.5
2006 20,166 15,859 7.1 725,343 570,410 3.7
2007 23,351 17,156 8.2 813,425 597,638 4.8
2008 28,340 18,582 8.3 956,081 626,895 4.9
Note: constant price are for 2002

Source: Statistical Abstract 2009, UBOS

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(2) Motorization and Road Transport Demand

1) Registered Vehicles

The estimated number of vehicles rapidly increased with high annual growth rates of 13%-23%
in recent years. Meanwhile, high annual growth rates of 17%-44% for newly registered vehicles
were recorded over the same period as shown in Table 8.2.4.

Table 8.2.4 Newly Registered and Estimated Number of Motor Vehicles

Category 2004 2005 2006 2007 2008
Newly Registered 35,538 51,107 59,617 77,305 101,240
Growth Rate (%) - 44 17 30 31
Estimated Number of Vehicles 247,045 278,594 315,903 382,773 470,488
Growth Rate (%) - 13 13 21 23
Source: MOWT and Uganda Revenue Authority

As for the annual growth of newly registered vehicles, station wagon and motorcycle record
constant high growth rates of over 30% in recent years. Alternatively, the annual growth rate of
cars is rather smaller than the average annual growth rate of newly registered vehicles as shown
in Table 8.2.5. Most of the newly registered vehicles are imported used cars except for
motorcycles.

Table 8.2.5 Newly Registered Vehicles by Type

Vehicle Type 2004 2005 2006 2007 2008
Car 7,614 10,001 9,639 11,218 11,950
Growth Rate (%) - 31.4 -3.6 16.4 6.5
Mini Buses 229 135 177 223 275
Growth Rate (%) - -41 31.1 26 23.3
Pick-up 3,714 4,006 3,443 4,062 3,193
Growth Rate (%) - 7.9 -14.1 18 -21.4
Van 1,984 2,599 1,722 2,389 2,739
Growth Rate (%) - 31 -33.7 38.7 14.7
Bus 45 75 73 151 262
Growth Rate (%) - 66.7 -2.7 106.8 73.5
Lorry 990 1,353 1,819 1,661 3,750
Growth Rate (%) - 36.7 34.4 -8.7 125.8
Tractor 373 273 195 206 346
Growth Rate (%) - -26.8 -28.6 5.6 68
Trailer 202 313 349 258 237
Growth Rate (%) - 55 11.5 -26.1 -8.1
Tanker 20 25 41 48 92
Growth Rate (%) - 25 64 17.1 91.7
Station Wagon 2,761 3,709 4,247 5,546 7,684
Growth Rate (%) - 34.3 14.5 30.6 38.6
Semi-Trailer 7 24 22 25 46
Growth Rate (%) - 242.9 -8.3 13.6 84
Forklift 9 26 40 42 30
Growth Rate (%) - 188.9 53.8 5 -28.6
Earth Equipment 217 125 169 209 332
Growth Rate (%) - -42.4 35.2 23.7 58.9
Ambulance 43 27 23 29 28
Growth Rate (%) - -37.2 -14.8 26.1 -3.4
Omnibus 140 36 8 11 17
Growth Rate (%) - -74.3 -77.8 37.5 54.5
Tipper 705 304 496 1,202 1,472
Growth Rate (%) - -56.9 63.2 142.3 22.5
Motor Cycles 19,398 27,885 35,057 46,921 68,787
Growth Rate (%) - 43.8 25.7 33.8 46.6
Total 38,451 50,916 57,520 74,201 101,240
Source: Uganda Revenue Authority

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The number of cars and motorcycles has increased from 59,800 and 89,200 in 2004 to 90,900
and 236,500 in 2008, respectively. In 2008, the vehicle ownership rates are 7.9 automobiles and
8.0 motorcycles per 1,000 persons as shown in Table 8.2.6.

Table 8.2.6 Estimated Number of Motor Vehicles by Vehicle Type

Vehicle Type 2004 2005 2006 2007 2008
Trucks 17,530 18,684 20,496 23,323 28,501
Growth Rate (%) - 6.6 9.7 13.8 22.2
Pick-up vans & 4-Wheel Drives 52,685 53,203 53,137 55,950 58,317
Growth Rate (%) - 1 -0.1 5.3 4.2
Buses 878 868 857 995 1,237
Growth Rate (%) - -1.1 -1.3 16.1 24.3
Mini Buses 22,565 27,568 32,006 39,476 49,235
Growth Rate (%) - 22.2 16.1 23.3 24.7
Cars 59,786 65,471 70,652 81,320 90,856
Growth Rate (%) - 9.5 7.9 15.1 11.7
Motor Cycles 89,212 108,207 133,985 176,516 236,452
Growth Rate (%) - 21.3 23.8 31.7 34
Agric Tractors 2,574 2,717 2,778 2,958 3,306
Growth Rate (%) - 5.6 2.2 6.5 11.8
Others 1,815 1,876 1,991 2,235 2,584
Growth Rate (%) - 3.4 6.1 12.3 15.6
T otal 247,045 278,594 315,902 382,773 470,488
Source: MOWT

The number of motorcycles in Uganda has rapidly increased. The share of motorcycles accounts
for over 50% of total number of vehicles in Uganda in 2008 as shown in Figure 8.2.1. Boda-boda
shares a dominant proportion of the total number of motorcycles.

100%
90%
80%
Others
70% Agric Tractors
60% Motor Cycles
Cars
50%
Mini Buses
40% Buses
30% Pick-up vans & 4-Wheel Drives
Trucks
20%
10%
0%
2004 2005 2006 2007 2008

Source: MOWT
Figure 8.2.1 Vehicle Share by Vehicle Type

3) Road Transport Demand

Road transport shares a dominant proportion of the total transport demand in GKMA. Transport
demand of people and goods in GKMA is absolutely increasing. Minibuses/taxis, bus and
motorcycle share about 43% of total vehicle-km as commercial passenger transport while light
goods vehicles and trucks share about 35% as goods transport. Share of private passenger
transport is about 22% of total vehicle-km. Motorcycles share about 50% of commercial
passenger transport demand as shown in Table 8.2.7.

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Table 8.2.7 Estimates of Vehicle-Kilometer in Uganda (2003)

(Unit: Million)
Vehicle Type Veh-Kms Share (%)
Cars and T axi (special hire) 817.4 21.8
Light Goods Vehicle (inc 4WD) 785.8 20.9
Minibuses and T axis (Kamunye) 752.2 20.0
Buses 59.2 1.6
T rucks (Single-unit) 417.8 11.1
T rucks (T railers and Articulated) 118.9 3.2
Sob-Total 2,951.3 78.6
Motor Cycles 804.4 21.4
Total 3,755.7 100.0
Source: NTMP Interim Report 3 (2004), MOWT

About 49% of total motorcycle vehicle-km is estimated as total vehicle-km on less traffic roads
as shown in Table 8.2.8. It seems that minibus and motorcycle consider roominess and flexible
access of vehicles in choosing their roads. Trunk roads with high traffic demand are mainly
covered by minibuses while collector streets with low traffic demand are covered by motorcycles
(Boda-boda).

Table 8.2.8 Estimated Total Annual Traffic by Surface Type and Traffic Range (2003)
Length Motorised Traffic Totals (million vehicle-kms)
Traffic Range in ADT
(km) exc. MC MC Inc. MC MC Share (%)
0 - 2,499 1,835 668.3 170.2 838.5 20.3
2,500 - 4,999 572 653.8 129.8 783.6 16.6
Paved 5,000 - 9,999 143 346.4 28.2 374.6 7.5
Roads 10,000 - 19,999 74 346.1 38.2 384.3 9.9
20,000 and over 22 179.4 13.7 193.1 7.1
Total 2,646 2,194.0 380.1 2,574.1 14.8
0 - 2,499 7,895 729.8 373.7 1,103.5 33.9
Unpaved 2,500 - 4,999 73 27.5 50.6 78.1 64.8
Roads 5,000 and over
Total 7,968 757.3 424.3 1,181.6 35.9
0 - 2,499 9,730 1,398 544 1,942.0 28.0
2,500 - 4,999 645 681 180 861.7 20.9
5,000 - 9,999 143 346 28 374.6 7.5
All Roads
10,000 - 19,999 74 346 38 384.3 9.9
20,000 and over 22 179 14 193.1 7.1
Total 10,614 2,951.3 804.4 3,755.7 21.4
Source: Consultancy Services for Preparation of National Transport Master Plan,
Interim Report 3 (February 2004), Tahal Consulting Engineers

3) Traffic Conditions on Major Roads

Most of main radial routes from Kampala have large traffic volumes. The range of average
annual growth rates from 2001 to 2008 is from 6.6% to 16.6% except for unpaved road sections
as shown in Table 8.2.9. Outstanding growth is recorded on radial routes heading to northwest
direction such as Nansana-Busunju-Lwamata route and Busega-Mubende-Kabarole route due to
recent housing developments.

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Table 8.2.9 Traffic Growth on Main Radial Routes from Kampala (2001/2008)
Length Daily Traffic in Veh-kms ('000) Growth Rate
Route
(km) 2001 2008 (%)
Kibuye - Entebbe Airport 36.9 383.3 733.6 9.7
Kibuye - Masaka - Lyantonde 198 822.8 1291.2 6.6
Busega - Mubende - Kabarole Brd 177.9 166.2 431.3 14.6
Nansana - Busunju - Lwamata 96.3 94.9 278 16.6
Kalerwe - Lwero - Kafu Bridge 178.5 361.7 569.8 6.7
Kalerwe - Gayaza - Kalagi 34.5 129.6 279.5 11.6
Gayaza - Zirobwe* 31.5 53.8 56.6 0.7
Mukono - Kayunga 33.8 65.4 102.1 6.6
Kayunga - Galiraya* 77.5 75.5 60.1 -3.2
Nakawa - Mukono - Njeru 71.4 455.1 923.6 10.6
Total 936.3 2,608.3 4,725.8 8.9
Note: * Unpaved sections
Source: Traffic Census on National Road Links in Central Uganda, Draft Final
Report (April 2008), Prome Consultants

(3) Traffic Accident Analysis

1) Road Traffic Accidents in Uganda

i) Definition of Accident Classification

Accident statistics classify accident into three categories, namely: fatal accident, serious
accident, and minor accident, based on annual traffic accident report filled out by the
Uganda Police Force (UPF).

Traffic accidents:

Traffic accidents refer to collisions between vehicles; between vehicles and pedestrians;
between vehicles and animals; or between vehicles and fixed obstacles.

Accident Severity:

Accident Severity is determined by or classified according to the most severe casualty

involved in the accident. Severity is also used to rank accidents. For instance, if an
accident results in one fatal casualty, two hospitalized casualties and two
non-hospitalized casualties, the accident is referred to as a ‘fatal accident’.

Fatal accident: is defined as one in which death occurs on the scene of the accident
and/or within a given period of time as a result of injuries sustained in the accident.

Serious accident: is defined as an accident in which a person is detained in the hospital

as an “in-patient” or has suffered any of the following injuries, whether or not he or she
is detained in the hospital: fractures, concussion, internal injuries, crashing, severe cuts
and lacerations.

Minor accident: is one in which a person is treated for minor injuries and released to go
home thereafter. It can also be an accident with damage only where no persons are
injured at all.

Juvenile: (As per the children statute 1997) is a person below 18 years of age.

Adult: A person aged 18 years and above as per the Constitution of Uganda.

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ii) Trend of Road Traffic Accidents

Figure 8.2.2 and Table 8.2.10 show the annual number of road traffic accidents,
fatalities and injuries from 1990 to 2008. In 2008, there were 20,522 road traffic
accidents which resulted to 2,488 fatalities and 13,753 injuries. The road traffic
accidents increased rapidly from 1990 to 2007, with an annual increase rate of 7.8%.
During this 17-year period, the number of fatalities has increased 3.6 times. The
numbers of accidents, fatalities and injuries have reached 20,413, 2,807 and 14,073,
respectively (Figure 8.2.2 and Table 8.2.10).

Accidents Fatalities Injuries

25,000

20,000

15,000
No.

10,000

5,000

0
1990 1995 2000 2005 2006 2007 2008
Year

Source: Traffic Accident Report, Uganda Police Force.

Figure 8.2.2 Road Traffic Accidents in Uganda

Table 8.2.10 Road Traffic Accidents in Uganda (1990-2008)

Year Accidents Fatalities Injuries
No. Growth No. per No. per No. Growth No. per No. per No. Growth No. per No. per
Rate 10,000 10,000 Rate 10,000 10,000 Rate 10,000 10,000
(%/yr.) persons vehicles (%/yr.) persons vehicles (%/yr.) persons vehicles
1990 5,674 - - - 788 - - - 3,460 - - -
1995 11,638 15.5 6.1 - 1,538 14.3 0.8 - 7,693 17.3 4.0 -
2000 14,384 4.3 6.4 - 1,678 1.8 0.7 - 10,213 5.8 4.5 -
2005 19,783 6.6 7.5 709.1 2,034 3.9 0.8 72.9 12,275 3.7 4.6 440.0
2006 18,092 -8.5 6.6 572.5 2,172 6.8 0.8 68.7 12,158 -1.0 4.4 384.7
2007 20,413 12.8 7.2 533.0 2,807 29.2 1.0 73.3 14,073 15.8 5.0 367.4
2008 20,522 0.5 6.9 436.6 2,488 -11.4 0.8 52.9 13,753 -2.3 4.6 292.6
Source: Traffic Accident Report, Uganda Police Force (accident data); Statistical Abstract 2009, UBOS (population
data); MOWT (vehicle data)

iii) Traffic Accident per Population

Figure 8.2.3 shows the fluctuation of indices of traffic accidents per 10,000 persons.
The fluctuation trend is almost the same over the recent years because the increase of
population is constant at a growth rate of about 3.3%. Rates of accidents and injuries
were increasing until 2007.

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Accidents Fatalities Injuries

8
7.5
7.2
7 6.9
6.6
6.4
6 6.1

No./10,000 pop.
5 5.0
4.5 4.6 4.6
4.4
4 4.0

1 1.0
0.8 0.7 0.8 0.8 0.8

0
1995 2000 2005 2006 2007 2008
Year

Source: JICA Study Team

Figure 8.2.3 Road Traffic Accidents per 10,000 Populations (1995-2008)

iv) Traffic Accident per Motorized Vehicles

The number of road traffic accidents has been increasing as the number of motorized
vehicles including motorcycles increased. This is due to the rapid motorization that
Uganda has been experiencing. As statistics would show, from 2004 to 2008, the
number of motorized vehicles has sharply increased 1.9 times (1.5 times for cars and
2.6 times for motorcycles). On the other hand, as shown in Figure 8.2.4, the rates of
accidents and injuries are decreasing through the years. However, fatality rate still
remains at a critical level of 52.9 per 10,000 motorized vehicles.

Accidents Fatalities Injuries

800.0

700.0 709.1

600.0
572.5
533.0
No./10,000 veh.

500.0
440.0 436.6
400.0 384.7 367.4
300.0 292.6

200.0

100.0
72.9 68.7 73.3
52.9
0.0
2005 2006 2007 2008
Year

Source: JICA Study Team

Figure 8.2.4 Road Traffic Accidents per 10,000 Motorized Vehicles (2005-2008)

2) Comparison with Other African Countries

According to the Global Road Safety Partnership (GRSP) statistics, nearly 1 million people are
killed and more than 10 million people are injured in road traffic accidents in the world every
year. More than 75% of these occur in developing and transitional countries.

According to the traffic accident data of African countries (refer to Figure 8.2.5), the level of
traffic safety in Uganda is very low.

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In terms of fatalities as against the rate of population, Uganda’s figure is 8.0 per 10,000 persons.
In terms of fatalities as against motorized vehicles including motorcycle, Uganda’s figure is 65
per 10,000 vehicles. It ranked the worst as shown in Figures 8.2.5 and 8.2.6. In comparison,
fatalities in Japan are 0.45 per 10,000 persons and 0.63 per 10,000 motorized vehicles in 2007.

35

30

25

20

15

10

0
i

e
r

ia
e

bia
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da

nd
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yc

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ts

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Source: WHO
Figure 8.2.5 Road Accident Fatalities per 100,000 Population in SADC countries

70

60

50

40

30

20

10

0
i
e

r
ia

e
bia

da
nd

ia
C

aw
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Source: WHO
Figure 8.2.6 Road Accident Fatalities per 10,000 Vehicles in SADC countries

3) Analysis of Traffic Accident Data

i) Monthly Fluctuation
Figure 8.2.7 shows the monthly fluctuation of traffic accidents which occurred in
[Link] shown in this figure, December has the highest number of fatalities. January
and February have lower levels of accident in comparison with other months which
have almost equivalent level of accident indicators.

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Fatal Serious Slight

600

500

400

No.
300

200

100

0
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Month

Source: Uganda Police Force

Figure 8.2.7 Monthly Fluctuation of Traffic Accidents in Kampala (2009)

ii) Time Fluctuation

Figure 8.2.8 shows the time fluctuation of traffic accidents which occurred in the first
semester of 2009. As shown in this figure, traffic accidents tend to occur in the
afternoon, with the highest instance during the period between 17:00 and 18:00.

Fatal Serious Minor

450
400
350
300
250
No.

200
150
100
50
0
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Time

Source: Uganda Police Force

Figure 8.2.8 Time Fluctuation of Traffic Accidents in 2009 (January-June)

iii) Age Distribution

Since accident report filled out by traffic police at accident site does not require the age
of the accident parties, age distribution analysis based on the police accident statistics is
not available. However, about 40% of the fatalities are below 25 years old according to
interview with Uganda Police.

iv) Accident Type

Figure 8.2.9 shows the composition of traffic accidents by accident type from 1990 to
2008. Accident type is not clearly defined by UPF, and classification is basically
dependent on the seriousness of accident such as number of fatalities, injuries and
property losses, etc.

As shown in this figure, in 2008, the fatal accidents accounted for about 12% of the

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total accidents and serious and minor accidents accounted for 53% and 14% of the total,
respectively. Proportion of the serious accidents has been increasing since 2007.

Fatalities Serious Injuries Minor Injuries

100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
1990 1995 2000 2005 2006 2007 2008
Year

Note: Number of serious and minor injuries was combined before 2005.
Source: Traffic Accident Report, Uganda Police Force
Figure 8.2.9 Traffic Accidents by Accident Type (1990-2008)

v) Vehicle Type
Figure 8.2.10 shows the composition of traffic accident victims by road user category.
In terms of fatal accidents, 38% of traffic accident victims were pedestrians, 32% were
passengers and 13% were motorcyclists. As regards serious injury accidents, 30% of
traffic accident victims were pedestrians, 36% were passengers and 18% were
motorcyclists.

100%

90%
3,288 733
80% 934

70%
400
1,106 Pedestrians
60%
286 Pedal Cyclist
361
50% 1,910 Motor Cyclist
331 Passengers
40%
Driver
30%
1,139
3,954
20% 804

10%
133 660 202
0%
Fatal Serious Slight

Source: Uganda Police Force

Figure 8.2.10 Accident Victims by Road User Category in 2008

vi) Ownership
Table 8.2.11 shows the composition of ownership of vehicles involved in road traffic
accidents. Almost 90% of road accidents are caused by private owned vehicles. Public
transport vehicles such as minibus and boda-boda were counted as private owned
vehicles.

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Table 8.2.11 Ownership of Vehicles Involved in Road Accidents

Registration 2006 2007 2008
Number % Number % Number %
Private 18,322 89.0 17,641 88.7 19,883 87.7
Government 537 2.6 604 3.0 669 3.0
Foreign 428 2.1 394 2.0 419 1.8
Diplomatic 126 0.6 115 0.6 120 0.5
Army 128 0.6 113 0.6 53 0.2
NGO 125 0.6 105 0.5 119 0.5
Police 118 0.6 99 0.5 111 0.5
Unregistered 64 0.3 91 0.5 144 0.6
Prison 9 0.0 8 0.0 9 0.0
Unknown 741 3.6 724 3.6 1,136 5.0
Total 20,598 100.0 19,894 100.0 22,663 100.0
Source: Traffic Department, Uganda Police

vii) Accident Causes

Table 8.2.12 shows the composition of traffic accidents by cause in the entire Uganda
and Kampala Metropolitan in 2008. Most road traffic accidents in Uganda are caused
by road users’ errors, among which, careless driving and reckless/dangerous driving are
the primary causes accounting for about 70%. Although road infrastructure has
improved in recent years, drivers’ mindset has not changed accordingly. As a result,
road users tend to commit traffic offences. Under these circumstances, strict
enforcement of traffic rules and effective traffic education of road users are crucial in
reducing traffic accidents. In addition, physical measures such as improvement of
surface conditions, paving of shoulders, re-designing of roads, and installation of traffic
signs and lights are also necessary.

Table 8.2.12 Traffic Accidents by Cause and Area in 2008

Causes of Accident Entire Uganda Kampala Metropolitan
Number % Number %
Careless Driving 7688 37.5 5,678 47.2
Reckless/Dangerous Driving 6,306 30.7 2,726 22.7
Hit & Run 2,172 10.6 1,603 13.3
Careless Pedestrian 1,015 4.9 453 3.8
Vehicle Defect 678 3.3 286 2.4
Obstacle on Carriage Way 71 0.3 18 0.1
Over Speeding 639 3.1 221 1.8
Passengers Falls from MV 256 1.2 87 0.7
Over/Dangerous Loading 184 0.9 69 0.6
Influence of Drinking/Drug 247 1.2 221 1.8
Dazzled Light MV 115 0.6 55 0.5
Other Causes 1,153 5.6 604 5.0
Total 20,524 100.0 12,021 100.0
Source: Uganda Police Force

viii) Collision Type

Figure 8.2.11 shows the number of vehicles involved in traffic accidents by vehicle
type. By vehicle type, 35% of road traffic accidents were caused by car, 14% by
minibus and 21% by motorcycle.

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7000

6000

5000

4000 Minor
No.

Serious
3000 Fatal
2000

1000

ds cles
t O es

nt
us

s
rs

Ve s
rs

k
s

les

s
s
s

cle

le
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ium nibu

bu

cle
ar

ile

pla

to
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Tr
M t go mni

hi

hi

ac

cy
ra
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lc
or

g
ve
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ve

i-T

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En uel

rin
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da
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y
l-p

gh

av

Co
er
Li
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ed

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Du

ail

n
ria
Tr

st
de
Pe
Source: Uganda Police Traffic Department
Figure 8.2.11 Traffic Accidents by Vehicle Class (2009 Bi-annual)

ix) Road Section

Table 8.2.13 shows accident numbers and densities in main radial highway of GKMA.
Entebbe Road and Jinja Road record the densest accident ratio, while Masaka Road
records the highest number of accident fatalities.

Table 8.2.13 Accident Statistics on the Four Main Highways of Kampala (2008)
Highway Fatal Serious Slight Total Length (km) Acc/km
Entebbe 60 188 242 490 37 13.2
Jinja 132 363 562 1057 80 13.2
Masaka 157 272 233 662 130 5.1
Guru 145 239 219 603 332 1.8
Total 494 1062 1256 2812 579 Average:
4.9
Source: Road Safety Management Capacity Review in Uganda, Draft Final Report, Dec
2009, Consia

8.2.2 TRAFFIC SAFETY INSTITUTIONAL FRAMEWORK, DEVELOPMENT

POLICIES AND PLANS

(1) Organizational Framework for Traffic Safety

Composition of relevant organizations and their responsibilities on traffic safety are shown in
Figure 8.2.12.

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Comprehensive
License
Policy Engineering Enforcement Education Propaganda Emergency
Inspection
Institution

Lead Agency NRSC (MOWT) NRSC (MOWT)

Ministries MOWT MOWT MOIA MOH

MOES
(Group Leader)
Governmental UPF
UNRA TLB
Agencies
UNBS
Private Sector
NGO's AAU NGO's ICC-U
NGO's
UDSIOA URCS

UTODA

NAFEBO

Local Government KCC

Entebbe
Mukono
Kira
Wakiso

Note: NRSC; National Road Safety Council

MOWT; Ministry of Works and Transport
MOIA; Ministry of Internal Affaire
MOES; Ministry of Education and Sport
MOH; Ministry of Health
UNRA; Uganda National Road Authority
TLB; Transport Licencing Board
UPF; Uganda Police Force
UNBS; Uganda National Bureau of Standards
AAU; Automobile Association of Uganda
ICC-U; Injury Control Center-Uganda
UDSIOA; Uganda Driving School Operators and Instructors Association
URCS; Uganda Red Cross Society
UTODA; Uganda Taxi Operators and Drivers Association
NAFEBO; National Federation of Boda Boda Operators
KCC; Kampala City Council

Source: JICA Study Team

Figure 8.2.12 Composition of Relevant Organization and Their Role on Traffic Safety

Responsibilities for traffic safety of each organization are as follows:

1) National Road Safety Council (NRSC)

NRSC is responsible for coordinating traffic safety efforts and reporting the entire country’s
traffic safety situation to the Government.

2) Ministry of Works and Transport (MoWT)

The functions and responsibilities of MoWT are to set strategies and policy directions, and,
through its statutory agencies, to ensure the operations and regulatory functions and duties are
being carried out.

4) Uganda National Road Authority (UNRA)

The Uganda National Road Authority (UNRA) is responsible for managing, monitoring and
investing in transport infrastructures of its sub-sectors. The UNRA was established in 2007 as a
subordinate agency to the MoWT responsible for national road administration from planning
through construction and maintenance.

5) Transport Licensing Board (TLB)

TLB is responsible for regulating operations of public service vehicles (PSV), commercial buses

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and freight cars.

6) Ministry of Education (MOE)

MOE is responsible for educating and disseminating traffic laws and regulations in schools and
universities.

7) Ministry of Health (MOH)

MOH is responsible for giving emergency treatment, supporting and curing injuries caused by
traffic accidents.

8) Injury Control Center – Uganda (ICC-U)

ICC –U is a non - governmental, non - profit organization that was incorporated in May 1996. It
was established in response to the escalating burden of injury in Uganda. The ICC-U addresses
injury in its broadest scope, in a scientific, sustainable, collaborative and political manner with
the guiding principles of equity and integrity.

9) Ministry of Internal Affair (MOIA), Uganda Police Force (UPF)

UPF is responsible for managing and monitoring road traffic accidents and enforcing road traffic
rules and regulations. UPF consists of following departments:

- Criminal Investigations Directorate

- Immigration Department
- Legal Department
- Traffic and Road Safety Department
- Uganda Prisons Services
- Uganda Police Force
10) Uganda National Bureau of Standards (UNBS)

UNBS is a standards-setting body. It has set several standards regarding road safety.

11) Kampala City Council (KCC)

KCC is responsible for traffic management and road infrastructure in Kampala City.

12) Entebbe Municipal Council

Entebbe Municipal Council is responsible for traffic management and road infrastructure in
Entebbe Municipality.

13) Mukono Town Council

Mukono Town Council is responsible for traffic management and road infrastructure in Mukono
Town.

14) Kira Town Council

Kira Town Council is responsible for traffic management and road infrastructure in Kira Town.

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15) Wakiso Town Council

Wakiso Town Council is responsible for traffic management and road infrastructure in Wakiso
Town.

15) Uganda Taxi Operators and Drivers Association (UTODA)

UTODA is an association of public transport service providers.

16) Non-government Organizations (NGOs)

Several NGOs participated in road traffic safety development sector in Uganda. Arrive Alive
Uganda was launched in 2007 as a coalition of private companies aiming to contribute reduction
of road traffic accidents and support or oppose legislative action related to road traffic safety in
Uganda. ICC-U is a research center that conducts injury surveillance, research and advocacy.
URCS is an organization providing humanitarian support for victims of various accidents
including traffic accidents with ambulances and quality first aid kits.

(2) Traffic Safety Development Plans and Projects

1) GOU “Road Sector Development Program (RSDP)”

RSDP was prepared in 1996 by GOU with the assistance of development partners (WB/IDA,
ADB, EU/EDF) as a 10-year road sub-sector rolling program to maintain and improve road
network including road traffic safety measures (Table 8.2.14).

Table 8.2.14 Outline of RSDP

Phase Period Estimated Cost
(billion US$)
RSDP-1 1996/97 – 2005/06 1.5
RSDP-2 2001/02 – 2010/11* 2.28
RSDP-3 2009/10 – 2018/19 4.46
Programs of RSDP-3
Cost of institutional development and capacity building 0.256
of UNRA/MoWT
Development and improvement of national roads 2.605
Rehabilitation and maintenance of national roads 0.720
Rehabilitation and maintenance of district, urban and 0.881
community access roads
Note: RSDP-1 was updated and rolled over to RSDP-2 in 2002.
Source: TSDP Project Information Document (PID), WB

Roads Development Program (RDP) is one of the road improvement projects under RSDP
founded by IDA. It has implemented several traffic safety related projects as follows:

- Road Safety Improvement of Black Spots (RDPP-2)

- Road Safety Improvement Institutional Development (RDPP-2)
- Purchase of Road Safety Equipment for Uganda Police (RDPP-2)
2) World Bank (WB) “Road Safety Audit and Improvement Study, 2000”, Phoenix Engineering
Research Ltd.

This study was carried out under RSDP and its objective is to formulate a 3-year Road Safety
Action Plan and 5-year Road Safety Improvement Program in the following road safety areas:

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- Black sport identification and treatment through improved roadway;

- Accident statistics collection and analysis;
- Police enforcement capacity development;
- Road safety education program development and implementation; and
- Public information strategy execution and health care and accident response capacity
improvements.
Implementation of the proposed plan and program is as follows:

GOU approved the 3-year Road Safety Action Plan and 5-year Road Safety Improvement
Program. Governmental departments, private sector, NGOs and other concerned organizations
started to implement the 3-year Road Safety Action Plan and 5-year Road Safety Improvement
Program under supervision and coordination of NRSC. Proposed traffic safety measures are
shown in Table 8.2.15.

Table 8.2.15 Proposed Measures by “Road Safety Audit and Improvement Study”
Sub-sector Organization/Implementation/ Infrastructure/Equipment/Activity/
Institution/Budget Human Resource
General Institution - Development of the Highway Code -
- Revised sections of the MoWT’s Road - Training staff and developing regulations
Infrastructure/Traffic Design Manual (A new traffic sign system - Implementation of physical road safety
Management together with a Traffic Signs Manual, New improvement at 12 out of the 58 black spots
manual on Safety at Road works) identified
Transport Operation - - Driver training curriculum
- Training program for driving instructors
Enforcement - - Provision of road safety enforcement
equipment to the Uganda Police
Education and - - Materials for road safety education in
Information primary schools
Campaign/Propaganda
- F/S on the establishment of a public
emergency ambulance system for Kampala
Medical Emergency District, improving the local trauma research -
and surveillance capacity of the Injury
Control Center of Mulago Referral Hospital;
updating and expanding the national trauma
care training program and setting up a
trauma surveillance system
Source: TSDP Project Appraisal Document (PAD) , WB

3) WB “National Road Safety Action Plan Phase 1, 2003-2004”

National Road Safety Action Plan Phase 1 was formulated under RDP by SweRoad together with
TRL. The action plan includes:

- Development, drafting and presentation of a number of manuals and specifications

- Training of MOWHC and RAFU staff
- Development of a curriculum of a course for driving instructors
- Development of a curriculum for driving schools
- Promoting defensive driving techniques
- Feasibility study for the establishment of a public emergency ambulance system for
Kampala District
Together with the action plan formulation, establishment of Road Safety Authority was

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recommended along with replacement of NRSC to strengthen coordination and supervision

functions for traffic safety improvement.

4) WB, DIFID “Transport Sector Development Project (TSDP)”

TSDP is the successor project to the Fourth Road Development Program (RDPP-4) planned as
one of the programs under RSDP. It is intended to support RSDP-3 aimed at improving the
sector performance through contributing jointly with other development partners in a sector-wide
approach.

TSDP consists of following five components (2011-2013) according to its project information
document:

- Component A: Upgrading/rehabilitation of national roads (US$ 161.4 million)

- Component B: Enhanced Road Safety (US$ 4.2 million)
- Component C: Preparation of a Kampala Urban Transport Project (US$ 3.2 million)
- Component D: Support to MoWT (US$ 12.3 million)
- Component E: Support to UNRA (US$ 17.1 million)
Several traffic safety-related projects had been implemented by RDP and others program under
RSDP-2. However, the number of traffic accidents, fatalities and injuries has coincidentally
increased up to the present in parallel with the rapid growth of the number of vehicles in Uganda.
The “Enhanced Road Safety” component was formulated against such background.

Proposed projects and costs for the “Enhanced Road Safety” component are shown in Table
8.2.16. “Study for Road Safety Management Capacity Review in Uganda” financed by GRSF has
been conducted to prepare the proposed projects since 2009.

Table 8.2.16 Proposed Projects for “Enhanced Road Safety”

Project Proposed Cost
(million US$)
Initial technical assistance to NRSA 0.5
Various road safety related studies 0.5
Road safety related training activities 0.6
Equipment support for the police and initial equipment for 1.3
the NRSA secretariat
Initial operating cost of NRSA 0.5
Operationalization of the crash data base (done with the 1.1
help of consultants in one single service agreement)
Total 4.5
Source: TSDP Project Appraisal Document (PAD), WB

5) WB, “Road Safety Management Capacity Review in Uganda”

Road Safety Management Capacity Review in Uganda (hereinafter referred to as “RSMCR”) was
commenced in October 2009 with the objectives below. The final report is scheduled to be
submitted in March 2010.

- Review safety management capacity in Uganda in accordance with the guidelines set out in
the World Bank Transport Note TN-1; and
- Reach consensus with the government and development partners on a road safety policy and
strategy and short-term measures (action plan) by the year 2020 to overcome revealed
capacity weakness for inclusion in a forthcoming investment project, in accordance with the
World Bank guidelines.

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RSMCR sets a target for road traffic accident reduction which is to reduce road traffic accident
fatalities to a maximum level of 1,400 fatalities by the year 2020 through the action plan.

Ten strategic objectives with corresponding projects are proposed as shown in Table 8.2.17.
Total cost of the short-term activities amounting to US$ 10.2 million is envisaged to be funded
solely by WB or co-funded with EU.

Table 8.2.17 Proposed Strategies and Projects by RSMCR

Cost
No. Projects
‘000 US$
1 Amend the Traffic and Road Safety Act to create the National Road Safety Authority -
Appoint the NRSA Board -
Recruit Executive Director and staff -
S
Provide capacity building (TA and training) to the NRSA 1200
Set up implementation coordination committee -
Review the Road Safety Action Plan 150
Establish lead
Set up appropriate task forces for technical support and coordination
agency
M Set out intermediate targets for the national road safety strategy
Develop a long-term evidence based road safety strategy and action plan
Establish local government road safety coordination modalities
L Roll out long-term local road safety strategies
Monitor progress at regular intervals and refine intervention output levels accordingly

Cost
No. Projects
‘000 US$
2 Establish Road Safety Unit in UNRA (including TA and training) 300
Provide capacity building (TA and training) to Uganda Traffic Police 300
Establish Traffic Planning and Road Safety Unit in Kampala City Council (including
300
S TA and training)
Build capacity within the proposed MTRA as it will be responsible for vehicle
500
Build capacity inspection and driver testing
among road Establish general training program for road safety institutions 200
safety institutions Provide TA on road safety research
M Provide TA on vehicle inspection
Review the capacity of road safety institutions
Implement recommendations of the capacity review undertaken
L
Develop a long-term capacity plan for road safety institutions

Cost
No. Projects
‘000 US$
3 Enact legislation for driver training and testing already developed -
Review the current legislative framework for road safety and establish the legislative
100
S gaps in the Traffic and Road Safety Act 1998
Ensure necessary road safety amendments are undertaken. -
Establish legal Harmonize the regional and international traffic regulations with that of Uganda -
and regulatory
framework Monitor and evaluate the implementation of the regulations
M Review the road safety legislation and regulations and align penalties with relevant road safety risks
and strengthen the legislation accordingly
L Monitor and review the legislative setting in relation to evidence-based accident risks.

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Cost
No. Projects
‘000 US$
4 Secure a sustainable road safety funding from Road Fund -
Establish an independent vote for road safety within the consolidated funds under the
S -
MTEF
Establish Explore other funding sources like driver testing and licensing -
sustainable Review the funding mechanisms and framework for resource allocation
financing Cooperate with development partners and international organizations to support road safety
mechanisms M
programs in the country
Cooperate with the private sector and NGOs for support and resources for road safety promotion
L Review the funding mechanisms for road safety at local government level

Cost
No. Projects
‘000 US$
Establish accident information system (crash database) and analysis tools
5 800
providing reliable and timely statistical information about road traffic accidents
S
Develop accident cost model 50
Carry out systematic accident black spot identification 100
Establish mechanisms for promoting road safety research at major universities in Uganda
Carry out a record linkage study to assess the level of underreporting
Develop a road M Carry out annual road safety performance reviews and publish annual road safety reports
safety research,
(NRSA)
monitoring and
evaluation Include road safety performance indicators in the Joint Assessment Framework.
framework Evaluate all major road safety initiatives in order to assess their outcome and impact on road
safety, and develop catalogue of interventions and their accident reducing effect
L Establish a road safety Research and Development Fund to promote and support innovations
and the participation of local research professionals
Disseminate road safety research information in a systematic manner

Cost
No. Projects
‘000 US$
Develop both targeted and mass road safety campaigns on traffic regulations and
6 600
accident risks
Develop and regularly circulate comprehensive public information and
S 400
communication on road safety
Coordinate existing and planned promotional programs by stakeholders including
Education, -
school promotion programs
promotion and
campaigns Review the mass campaign effectiveness and suggest ways of improving them
M
Review the information being disseminated with purpose of improving promotion programs
Roll out school curricula on road safety knowledge, skills and behavior countrywide
L
Review and revise education and promotion activities, and develop a new awareness program

Cost
No. Projects
‘000 US$
7 Implement the outputs of previous projects on driver training and testing 200
S Develop and consolidate the electronic driver licensing system -
Develop the curriculum for motorcycle, PSV and HGV training program 200
To improve
Interface driver permit data between the service provider with police, MoWT and NRSA
driver training
and testing M Introduce defensive driving courses for all public transport operators and heavy goods vehicle
drivers
L Evaluate driver training and testing interventions, and revise the curriculum accordingly

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Cost
No. Projects
‘000 US$
Embrace the International Road Assessment Program (IRAP) for national road
8 -
network (UNRA)
S Implement speed management projects (demonstration projects) along the Northern 350
Corridor (3,000)
Prepare road safety plan for Kampala City 450
To develop a Emphasize road safety audits on all road maintenance and rehabilitation programs, and make
safe and well road safety audits on all new projects mandatory
managed road M
Evaluate effects of demonstration sites
network Review the IRAP methodology
Evaluate road safety engineering interventions, and revise design and operations procedures
L accordingly
Roll out design standards developed from demonstration projects

Cost
No. Projects
‘000 US$
Privatize vehicle inspection: MoWT to finalize the awarding of contract for vehicle
9 -
S inspection to service provider
Review and enhance inspection of PSVs and trucks 400
Revitalize the annual compulsory inspection of all vehicles above the age of five years
To improve M
vehicle fleet Certify and monitor private vehicle inspection operators
Review vehicle inspection schemes and procedures, and develop a long-term vehicle fleet
L
management strategy

Cost
No. Projects
‘000 US$
10 Review and implement the government rescue plan study 350
S
Develop national trauma care plan (including TA) 250
To establish Increase collaboration with NGOs on victim care and first aid training
rescue service Implement trauma care plan: Establish and/or upgrade trauma care centers along road corridors
and victim care M with high accident rates
framework Train target groups (police and taxi drivers) on first aid
L Promote and enhance research in injury prevention
Note: S: short-term (1-3 years), M: medium-term (4-6 years), L: long-term (7-9 years)
Source: Road Safety Management Capacity Review in Uganda, Final Draft Report, March 2010, Consia

6) Other Donors

GOJ/JICA granted assistance to improve several congested intersections and roads in GKMA.
The improvement included traffic safety facilities development such as traffic lights, guard block,
and street lights.

Danida has provided several assistances on traffic safety field as follows:

- “Road Black Spot Mapping in Uganda” which is intended to guide road users on where
accidents are more likely to occur on road sections in collaboration with Disability
Prevention and Rehabilitation Section, MOH.
- Road Safety Campaign in collaboration with MOH
EU granted a mixed long-term and short-term TA assistance including traffic safety to UNRA.

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7) Taking into consideration the activities conducted in Uganda over the past decade, the general
trend of traffic safety in Uganda is that since the rate of traffic accidents is rapidly increasing
and the inner nature of accidents is becoming more and more serious, the required traffic
safety activities should be comprehensive and implemented in a more professional and
effective manner.

(i) Middle and Long-term Activities for Traffic Safety

a) National Transport Master Plan including a Transport Master Plan for the GKMA
(NTMP)
Infrastructure Development:

NTMP set out a framework for development of the transport sector over the next 15
years (2008-2023). It proposed traffic management and safety measures development
plan including three major safety improvement projects as listed in Table 8.2.18.

Table 8.2.18 Proposed Safety Improvement Projects by NTMP (2008-2023)

Investment Type Quantity Estimated Cost
(million US$)
Junction Improvement 62 locations 81.60
Railway Crossing 27 locations 12.65
Pedestrian Pavements and Crossings 1,053 km 30.26
Source: NTMP (May 2009), MoWT

Institutional Framework:

Goals and objectives of the institutional arrangement were proposed by NTMP based
on principles of “liberalization”, “decentralization”, and “capacity building” as follows:

・ Put in place effective institutional frameworks for policy making, higher level
planning, funding and regulation of the transport sector;

・ Enhance and sustain the coordinated delivery capacity of public sector transport
actors; and

・ Enhance sustainable public-private partnerships for development of a regional

multi-modal transport sector.

In line with above goals and objectives, the following institutions related to road traffic
safety are proposed as succession and new organizations:

¾ MTRA (Multi-Sector Transport Regulatory Authority)

The regulatory functions of TLB, Civil Aviation Authority (CAA), and Uganda
Railways Corporation (URC) are assumed to be transferred to the prospective new
institution of MTRA. MTRA is expected to ensure effective regulation of the country’s
transport sector with responsibility for licensing, economic regulation, safety and
environmental issues, and legal services pertaining to rail, waterway, and public road
passenger and freight transport sector operations.

¾ NRSA (National Road Safety Authority)

In order to develop the capacity needed to address deteriorating traffic safety concerns
in Uganda, the functions of NRSC will be transferred to NRSA, which is expected to
have adequate resources to enforce a comprehensive safety policy framework. GOU

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intends to establish NRSA as a semi-autonomous statutory body.

¾ MATA (Metropolitan Area Transport Authority)

NTMP proposed MATA as a single-purpose urban transport authority on behalf of

seven GKMA local authorities in relation to transportation planning and policy issues
to address the following transport problems in GKMA:

- Inadequate coordination and harmony among the various actors/stakeholders in

running the KCC affairs

- Poor planning and/or deviation from planned activities and operations related to
policies, technical construction standards and the use of resources

- Inadequate and irregular resources for funding without clear disbursement criteria

- Lack of personnel to fill existing positions

- Limited capacity of contracted third party service providers

- Low levels of integrity, transparency and accountability

¾ MATE (Metropolitan Area Transport Executive)

MATE is proposed as a technical supporting unit of MATA consisting of transport

planners, transport economists and finance specialists, traffic and highway engineers,
and public transport operations specialists.

Estimated initial costs for the new institutions over the five years by NTMP are shown
in Table 8.2.19.

Table 8.2.19 Estimated Initial Costs for New Institutions (2009-2013)

Cost Items Estimated Initial Cost (million US$)
MTRA NRSA MATA / MATE
Office premises 1.50 1.50 1.50
Furniture and fittings 0.50 0.50 0.50
Office equipment 0.50 0.50 0.50
Vehicles and plant 0.50 1.00 0.50
Initial consultancy 0.75 0.50 0.75
Technical assistance 0.50 0.75 0.75
Capacity building 0.25 0.25 0.50
Sundry expenses 0.90 1.00 1.00
Total 5.40 6.00 6.00
Source: NTMP (May 2009), MoWT

Legal Framework:

NTMP proposed legal reforms in the existing transport legal framework necessary to
enable establishment of prospective organizations as shown in Table 8.2.20.

Table 8.2.20 Proposed Legal Reforms for Organizational Change in Traffic Safety by NTMP
Prospective Existing Act of Incorporation for Existing Legal Reform
Organizations Organizations Institutions
MTRA TLB, CAA, URC Traffic and Road Safety Act, 1998 Necessary
NRSA NRSC
MATA / MATE - - Not Necessary
Source: NTMP (May 2009), MoWT

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b) Strategy for the Improvement of Traffic Flow in Kampala (2009)

As mentioned in Chapter 4.5 about the strategy, MoWT in partnership with the City
Council of Kampala, Uganda Police Force, Ministry of Local Governments and Uganda
National Roads Authority, appointed a joint task force to prepare short-term (1-2 years)
and medium-term (3-5 years) measures that will address the worsening traffic situation
(traffic jam and traffic accidents) in Kampala City.

Several traffic management measures for mitigation of traffic congestion in Kampala

have been proposed by the task force. The following are some of the measures that
would also be effective for traffic safety:

- Removal of obstructions, such as broken down vehicle repairs, street vendors,

markets, shop displays, hoardings and chains and bollards, from the carriageways
and footways;

- Improvement and signalization of junctions and upgrading road links that are under
capacity;

- Restrictions of on-street parking on very busy links;

- Restriction of heavy vehicles from specific city center locations during day time;

- Restriction of train crossings at critical road sections to off-peak periods;

- Reorganizing traffic flow patterns, like banning right turning movements where
necessary;

- Introduction of appropriate signing and lining together with extensive publicity;

- Provide convenient taxi loading and unloading stops, and ban stopping at
undesignated locations;

- Designate parts of the footway where it is possible and acceptable to accommodate

street trading, and establish a fee paying permit and enforcement system;

- Reinforce speed limits with physical speed control measures, especially on through
roads in trading centers and towns. The most effective speed control measure in
Uganda is the use of humps. However, the design of humps is not standardized;

- In situations where humps are undesirable but interactions between non-motorized

traffic (NMT) and motorized traffic are inevitable, vehicle speeds must be restricted
using prominent road signs. The risk of a pedestrian being killed in a road traffic
accident has been found to be about 10% for vehicle speeds of 30 km/h but it jumps
to 40-80% for vehicle speeds of 50 km/h. Therefore, a speed limit of 30 km/h is
recommended in all cases when cars and pedestrians/bicyclists interact, and it
should in no case be allowed to exceed 50 km/h under these circumstances;

- Safe night driving depends on the night visibility of pavement markings. High
priority should be given to the application of markings with high night visibility;

- The serious safety issues associated with boda bodas must be addressed by a
combination of measures, including regulation, sensitization/education and law
enforcement; and

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- Continuous road safety education campaigns targeted at different categories of road

users, including school children, are crucial. The police should be facilitated more
to educate the public and enforce the new measures.

The task force also recommended strengthening of traffic enforcement by recruiting

and deploying traffic wardens, and establishing an Urban Traffic Unit since the creation
of a Greater Kampala Metropolitan Area Transport Authority (MATA) would take time
due to the need for change in existing legislation.

(ii) Current Activities for Traffic Safety

In consideration of the fact that traffic accidents in Uganda have become an extremely
serious and crucial social concern, the government aims at having a series of high
impact activities.

Road Safety Improvement Action Plan (RSIAP)

The RSIAP was proposed by MoWT as urgent national road safety improvement action
plan for the period from January 2009 to June 2009 to ensure minimization of road
traffic accident rates as shown in Table 8.2.21. The RSIAP focuses on reduction of
accident risk factors associated with public transport vehicle, impaired driving and
raising awareness of stakeholders on key aspects of road safety.

Uganda Road Safety Action Plan by NGO

Arrive Alive Uganda prepared Uganda Road Safety Action Plan from 2006 to 2008
which introduced comprehensive approach. The Uganda Road Safety Action Plan
clearly stipulated resolution areas, monitored status and responsible organization for
each project. Outline of the Uganda Road Safety Action Plan is shown in Table 8.2.22.

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Table 8.2.21 Outline of Countermeasures Proposed by RSIAP

Action Plan Actions/Measures Key Agencies Proposed
Funds
(million UShs)
Inspection and licensing ・ PSV inspection on upcountry towns ・ TLB 128
of public service vehicle ・ PSV licensing on upcountry towns ・ MOIA (UPF)
(PSV) ・ Local government authorities
Road safety education ・ Sensitization workshop ・ MoWT (NRSC, UNRA, TLB) 187
and publicity ・ Television talk shows ・ MOIA (UPF)
・ Radio talk shows ・ Local government authorities
・ NGOs
・ Driving schools and driving
instructors
Driver education and ・ Institute a team to review the ・ MoWT (NRSC, TLB) 199
training regulations ・ MOIA (UPF)
・ Sensitization workshops ・ Local government authorities
・ NGOs
・ Driving schools and driving
instructors
・ Boda-boda management
・ Local leaders
・ SHODAU
・ General public
Enforcement and ・ Provide fuel support for the highway ・ MoWT (TLB) 43
monitoring of PSV traffic patrol police to facilitate ・ MOIA (UPF)
operators continuous highway surveillance ・ Terminal management
・ Monitor the operations of PSVs
・ Design and enforce usage of speed
check list form for PSVs
Road safety audits ・ Carry out survey to identify sections ・ MoWT (NRSC, UNRA, TLB) 15
of the road that are either not ・ MOIA (UPF)
marked or wrongly marked in terms
of hazardous spot
Boda-boda motorcycle ・ Mobilize and coordinate training of ・ MoWT (TLB) 91
safety boda-boda riders, assist to acquire ・ MOIA (UPF)
driving permit ・ Local government authorities
・ Mobilize and educate/sensitize riders ・ Local government
on basic traffic rules and regulations
・ Liaise with relevant local government
authorities within CBD to gazette
boda-boda stages
・ Mobilize and carry out mass
licensing of boda-boda motorcyclists
within the CBD
Total 663
Source: RSIAP

Table 8.2.22 Outline of Uganda Road Safety Action Plan

Resolution Areas Major Projects
1. Legislation and Regulations National road safety policy, Review/reinstatement of the traffic act, Sustainable
funding, Institutionalized coordination
2. Awareness Programs Sustainable funding, School curriculum
3. Basic Vehicle Inspection License control for non compliant operators, Development of standards related
to traffic safety, Quality control for imported vehicles
4. Training, Testing and Licensing License Withdrawal, Standardized Training and Rigorous Testing, Training
and Regulation of PSV Drivers, Permits Security
5. Enforcement Agencies Effective and sustained enforcement, Supplement Road Safety Efforts
6. Data Collection Data exchange regarding fine, MAAP, Setting up of data center
Source: Uganda Road Safety Action Plan, Arrive Alive

Several traffic safety activities are implemented at each traffic safety sub-sector as

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shown in Table 8.2.23. The activities are implemented by various traffic safety
stakeholders and involvement of the traffic safety stakeholders in the traffic safety
activities has been accelerated.

Table 8.2.23 Recent Outstanding Traffic Safety Activities by Sectors

Activities Infrastructure/Traffic Driver/Vehicle/ Enforcement Education/Aware Medical Emergency
Management Transportation ness Campaign
Intersectoral ・ NGO (Arrive Alive) developed an action plan which brought together stakeholders to promote road safety
・ GOU proposes to establish NRSA for road traffic safety management and coordination
・ Training for ・ GOU has implemented ・ Company
International Road privatization of vehicle basis alcohol
Institutional Assessment inspection management.
Program (IRAP) ・ Implementation of
operation in UNRA pre-inspection vehicle
importation directive from
November 2009.
・ Introduction of ・ A new driver curriculum ・ Traffic safety ・ Study for
Countermeasures IRAP by UNRA was developed in 2004 by awareness establishment of a
・ Black spot TRL and WB campaign feasibility of the
treatment by ・ GOU introduced setting up an
UNRA computerized driving ambulance system
permits system including was conducted by
databank system GOU in 2004
Source: JICA Study Team

(3) Road Traffic Law and Regulation

Traffic and Road Safety Act was commenced on 11 September 1998. This is the second law on
transportation and road safety in Uganda. The Traffic and Road Safety Act has been amended to
meet transitional change of the motoring society as follows:

- Traffic and Road Safety Act, 1998

- Traffic and Road Safety (Public Service Vehicles) Regulations, 1998
- Traffic and Road Safety (Parking of Motor Vehicles) Regulations, 2001
- Traffic and Road Safety (Speed Governor) Regulations, 2004
- Traffic and Road Safety (Weighbridges) Regulations, 2004
- Traffic and Road Safety (Prescribed Alcohol Limit) Regulations, 2004
- Traffic and Road Safety (Rules of the Road) Regulations, 2004
- Traffic and Road Safety (Express Penalty Scheme for Road Traffic Offenders) Regulations,
2004
- Traffic and Road Safety (Speed Limits) Regulations, 2004
- Traffic and Road Safety (Wearing of Safety Belts) Regulations, 2004
- Traffic and Road Safety (Motorcycles) Regulations, 2004
- Traffic and Road Safety (Driving Permits) Regulations, 2005
- Traffic and Road Safety (Driving School) Regulations, 2010
- Traffic and Road Safety (Driver Instructors) Regulations, 2010
- Traffic and Road Safety (Commencement of sections 107,108,109 and 110) Regulations, 2008
- Traffic and Road Safety (Motor Vehicle Inspections in the centers) Regulations, under
preparation

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- Traffic and Road Safety (Motor Vehicle Inspectors on the side of the road) Regulations, under
preparation
- Traffic and Road Safety (Driving Tests) Regulations, under preparation
- Traffic and Road Safety (Driver Examiners) Regulations, under preparation
- Traffic and Road Safety (Traffic Signs) Regulations, under preparation
- Traffic and Road Safety (Mobile Phones) Regulations, under preparation
- Traffic and Road Safety (Seat Belts) Regulations, under preparation
Successful implementation of the law and the regulations will contribute remarkably in ensuring
traffic order and safety. This, however, is not expected to be easy since there are various
regulations that require very careful implementation planning.

There are two major important tasks that should be undertaken for the successful implementation,
namely:

1) Establishment of a full legal framework for implementation, and

2) Dissemination of the law to every road user.
(4) Traffic Safety Budget and Allocation

Even though several road traffic safety action plans are formulated in the past in Uganda, most of
the measures proposed in the action plans were not put in practice. This was mainly caused by
lack of funding and resource allocation.

1) Traffic Safety Expenditures

Traffic safety expenditure for implementation of comprehensive traffic safety activities, both
public and private, is divided into the following six major categories:

・ Traffic Safety Agencies (Routine administrative and traffic safety activities expenditure)
Annual budget of NRSC is only 150 million Shillings.

・ Engineering (e.g., road safety audit, safe road plan and design, safe road construction, black
spot improvement, traffic management improvement, etc.). This expenditure takes a dominant
part of the whole budget for traffic safety.

・ Driver Training/Testing and Vehicle Inspection

・ Enforcement

・ Education and Awareness Campaign

・ Emergency

2) Traffic Safety Financial Resources

The following financial resources are generally utilized for traffic safety activities. The
application of these financial resources for the traffic safety activities has not been fully
implemented in Uganda:

・ National and local government budget (e.g., UNRA 913,922 million Shillings (2009/2010
draft estimates including donor fund), KCC (Works) 5,570 million Shillings (2009-2010 budget

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cash flow))

・ Road fund (116,241 million Shillings (2009/2010 draft estimates))

・ Traffic fine (3,157 million Shillings (Express Penalty Scheme returns in 2008))

・ Sponsors (CSR, etc.)

・ Insurance firms

・ Donor funding (WB, Danida, EU, GOJ/JICA, etc.)

8.2.3 IDENTIFICATION OF CURRENT TRAFFIC SAFETY ISSUES

(1) Identification of Key Traffic Safety Policy Issues

Formulation of systematic traffic safety measures as well as its implementation has not been fully
realized and traffic accident situation is getting more serious due to the rapid expansion of the
motorization in GKMA. Traffic safety issues being subjected to policy consideration and
strategic planning will be identified based on the analysis of the present situation and shall be
categorized into specific themes. Three fundamental elements of traffic accident, namely: person,
vehicle and road environments, will be taken into consideration to identify policy issues.

Road traffic safety institutional capacity building, which includes human and financial resources
development, is essential besides the development of effective road traffic safety measures.
Therefore, the strategic plan is required to focus on both aspects of traffic safety, namely,
formulation and implementation of effective countermeasures and institutional development.
Figure 8.2.13 shows the issue identification flow.

Present Situation Perspective:

Person, Vehicle and
Present Traffic Road Environment
Accident Situations
Analysis Traffic Safety Policies
Categorization
(Key Policy Issues)
Existing
Countermeasures
and activities

Present Institutional
Setup Practical Experience in
other developed countries

Identification of Identification of Traffic

problems and Safety Planning Issues
issues on
sub-sectors

Source: JICA Study Team

Figure 8.2.13 Identification Process of Traffic Safety Issues

(2) Summary of the Existing Traffic Safety Problems and Issues

Intersectoral and sectoral traffic safety problems were examined to identify policy and planning
issues based on present traffic safety situation in Uganda including accident analysis, traffic
safety measures, and traffic safety institution which are discussed in the foregoing sections.
Identified major problems and issues are summarized in Tables 8.2.24 and 8.2.25 respectively.

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1) Traffic Safety Problems

Table 8.2.24 Summary of the Current Traffic Safety Situation and Problems
Infrastructure/Traffic Driver/Vehicle Enforcement Education/Awarene Medical Emergency
Management ss Campaign
• Weak traffic safety initiative of responsible governmental agencies especially NRSC (policy making, coordination, traffic safety
awareness, traffic safety measures implementation)
• Lack of coordinating framework among traffic safety stakeholders (legislation and mandatory, etc.)
• Legal fatigue of Traffic and Road Safety Act due to rapid motorization and diversification of life style
Intersectoral • Lack of national traffic safety fundamental plan including implementation, monitoring and evaluation system
Situation and • Poor political support to traffic safety policy due to lack of awareness and consciousness on traffic safety and vested interest
Problems security
• Poor planning and implementing capacity of traffic safety measures in the responsible governmental agencies (inconsistent,
inappropriate)
• Limitation of human and financial resources
• Lack of integrated traffic safety database and its communication system (accident data, driver’s data, vehicle data, road and
traffic data, etc.)
• Lack of traffic safety research and development institute
• Lack of continuous monitoring and evaluation on the traffic safety activities
・ No independent ・ Delay of new driving ・ Insufficient ・ Inadequate ・ Undeveloped
traffic safety section test system legislation for newly consistent medical
in MoWT, UNRA introduction emerging traffic school emergency
and KCC ・ Slow transition to offence and toughen education system in the
・ Lack of computerized driving regulation and opportunity for hospitals and its
comprehensive license system penalty for flagrant children (low deployment
traffic safety ・ Lack of licensed violations (drunk school ・ No standards of
strategic plan in driver management driving, etc.) enrollment crash rescue and
engineering sector system (periodic ・ Inconsistency of ratio) evacuation
・ Lack of traffic safety renewal, etc.) enforcement ・ Lack of policy ・ Insufficient
Sectoral Institutional budget in UNRA ・ Lack of regulation (e.g., direction and training system for
Problems and KCC communication speed governors) mandate on emergency
・ New systems are system between ・ Lack of effective traffic safety medical
introduced but not computerized driving traffic regulation and school technology and
in full operation in license database and law enforcement education first-aid technique
UNRA (Road Safety related agencies plans ・ Lack of ・ Inadequate
Audit, Design such as police, ・ Lack of capacity on consistent financial
standards, etc.) courts and revenue traffic regulation and traffic safety compensation
・ Unclear regulation authority law enforcement education system for
of PSV’s passage ・ Suspension of due to inadequate system from accident victims
and parking compulsory vehicle police training nursery to due to insurance
inspection system system university system
due to lack of vehicle ・ Lack of human ・ Lack of
inspection capacity power for traffic involvement
on both human control and and
resource and enforcement institutionalizati
equipment ・ Defaulting of the on of
・ Incomplete vehicle Express Penalty community
registration system Regulations traffic safety
(owner record, owner ・ Lack of licensed ・ Unclear
inhabitancy, etc.) and driver management responsibility
communication system (violation among
system among record, etc.) concerned
related agencies ・ Lack of guidelines parties on
and standards for traffic safety
traffic control awareness
・ Corruption by site campaign and
enforcer publication
・ Non-completion of activities
the traffic accident
and enforcement
database and
communication
system

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Infrastructure/Traffic Driver/Vehicle Enforcement Education/Awaren Medical

Management ess Campaign Emergency
・ Over-concentrated ・ Lack of ・ Lack of facilities and ・ Lack of ・ Inefficient
traffic on restricted appropriate equipment for knowledge and emergency
central area due to standard of enforcement (speed awareness of medical
present urban structure facility, gun, breath the traffic rules information
・ Mixed traffic due to high equipment, analyzer, etc.) and regulation system
number of trainer, and ・ Lack of efficient ・ Youth drivers (emergency call
motorcycles training traffic surveillance cause frequent system, etc.)
・ High through traffic on curriculum in system accident by their ・ Insufficient levels
tertiary roads due to lack driving schools ・ Lack of efficient and careless and of first aid
of efficient road network ・ Low licensing effective highway reckless driving education for
and hierarchical road standard patrol plan and ・ Traffic safety communities and
functions especially for implementing education is not PSVs drivers
・ Improper and PSV’s driving resource (mobile introduced into ・ Insufficient
unrestricted access road license traffic police patrol curriculum on-site
connection especially ・ Lack of units, etc.) ・ Lack of traffic emergency care
with frequent vehicle education ・ Inefficient manual safety education system (lack of
access facilities system for traffic control at methodology specialty of
・ Inadequate consecutive driving signalized and materials for rescue staff and
road space and safety instructors intersections teachers their education
facilities for ・ Less ・ Inefficient regulation ・ Lack of traffic system)
non-motorized road consideration of and enforcement for safety education ・ Inadequate
Present Situation users licensing system PSVs due to unclear materials and ambulance
and Problems on ・ Narrow width road for novice enforcement law facilities in vehicle and
Traffic Safety constructed in line drivers and political stress. school network system
Countermeasures with old design ・ No driving ・ Poor enforcement of ・ Lack of resource ・ Shortage of
standards school for seat belt restrictions for community hospital
・ Hazardous intersections commercial, and helmet traffic safety manpower and
(Improper configuration, trucks and buses regulation especially activities equipment
Unclear passage right drivers for PSVs (promoter, ・ Inadequate
among inflow traffic, ・ Old facilities in ・ Lack of inspection finance, medical
incongruent traffic light driving training for seat belt and materials, etc.) preparedness for
phasing) center and helmets standards ・ Unsafe driving mass casualty in
・ Inadequate effective testing center ・ Inadequate vehicle behaviors and hospital
traffic safety facilities ・ Lack of the inspection system less safety
and traffic signs (guard training and for PSVs awareness of
block, median, speed testing centers ・ Inadequate PSVs drivers
hump, street light, to meet the enforcement on ・ Inadequate
regulation and caution recent increased encroachment, attention to
sign, etc.) demand illegal parking, and safety education,
・ There are neglected ・ Frequent overloading, etc. assessment, and
black spots especially accident by poor ・ Inadequate traffic monitoring in
on minor roads condition accident concerned
・ Heavy traffic congestion vehicles investigation system organizations
in central area due to especially PSVs and its data (e.g., UTODA)
inadequate traffic ・ Poor vehicle management ・ Lack of
management such as qualities due to permanent and
parking management dominant periodic traffic
and directional imported used safety
regulation vehicle awareness
・ Street encroachment on ・ Poor vehicle campaign and
commercial areas standards due to publication
・ Lack of efficient public lack of vehicle
transport system and its assembly plants
necessary facilities and factories
・ Lack of safety measures
for road railway
crossings
Source: JICA Study Team

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2) Traffic Safety Issues

Table 8.2.25 Summary of Intersectoral and Sectoral Issues

Infrastructure/Traffic Driver/Vehicle Enforcement Education/Awarene Medical Emergency
Management ss Campaign
• Strengthening of traffic safety administrative functions at each responsible governmental agencies especially NRSC
• Empower traffic safety lead agency to initiate and coordinate responsible government agencies
• Enhancement of Traffic and Road Safety Act/regulations or enactment of new traffic safety act/regulations to enhance
implementation of new traffic safety strategic plan
Intersectoral • Development of statutory national traffic safety fundamental plan and supporting institution
Issues • Establishment of inter-ministerial traffic safety promotion framework for decision-making (e.g., Minister level, Permanent secretary
level, Secretariat level, etc.)
• Establishment of exclusive traffic safety policy making bureau in lead agency
• Development of adequate and sustainable traffic safety financial source
• Development of integrated traffic safety database and communication system (accident data, driver’s data, vehicle data, road and
traffic data, etc.) by lead agency in cooperation with related agencies
• Establishment of traffic safety research and development center under lead agency (including human resource development
function)
• Development of monitoring and evaluation system for traffic safety activities by lead agency
・ Establishment of ・ Implementation of ・ Enhancement of law ・ Promotion of ・ Development of
traffic safety unit in new driving test and regulation for school medical
MoWT or UNRA system newly emerging enrollment emergency
and KCC ・ Promotion of traffic offence and ・ Development system in the
・ Development of computerized driving toughen regulation of traffic safety hospitals and its
national and license system and penalty for policy and deployment
regional ・ Introduction of flagrant violations mandate on ・ Development of
comprehensive licensed driver ・ Correction of traffic safety standards of crash
traffic safety management system inconsistent school rescue and
strategic plan in ・ Development of enforcement education evacuation
Sectoral Institutional engineering sector communication regulation (e.g., ・ Development ・ Development and
Issues ・ Development of system between speed governors) of consistent promotion of
traffic safety budget computerized driving ・ Development of traffic safety training system for
based on license database and effective traffic education emergency
cost-benefit related agencies regulation and law system from medical
analysis in UNRA such as police, enforcement plans nursery to technology and
and KCC courts and revenue ・ Improvement of university first-aid technique
・ Implementation of authority effective police ・ Promotion of ・ Development of
new systems (Road ・ Development of training system and involvement efficient financial
Safety Audit, vehicle inspection career development and compensation
Design Standard, standard by UNBS, system development of system for
etc.) by UNRA and implementation ・ Increase number of institutionalizati accident victims in
・ Establishment of of compulsory traffic police on of cooperation with
regulation for PSV’s vehicle inspection ・ Strengthening of community insurance system
passage and with promotion of penalty collection traffic safety
parking privatization of system ・ Designation of
vehicle inspection ・ Development of responsibility
including the use of licensed driver among
subsidy management system concerned
・ Enhancement of (violation record, parties on
vehicle registration etc.) traffic safety
system (owner ・ Development of awareness
record, owner guidelines and campaign and
inhabitancy, etc.) and standards for traffic publication
communication control and training activities
system among system
related agencies ・ Strengthening of
anti-corruption
monitoring system
・ Development of
traffic accident and
enforcement
database and
communication
system

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Infrastructure/Traffic Driver/Vehicle Enforcement Education/Awaren Medical

Management ess Campaign Emergency
・ Development of ・ Development of ・ Procurement of ・ Promotion of ・ Development of
comprehensive urban appropriate necessary facilities road safety emergency
plan to improve urban standard of and equipment for awareness for medical
problem especially facility, enforcement youth drivers in information
over-concentrated urban equipment, ・ Development of college and system
functions and traffic trainer, and traffic surveillance university (emergency call
・ Development of training system plan ・ Introduction of system, etc.)
practical segregation curriculum in ・ Development of traffic safety ・ Promotion of first
measure for mixed driving schools highway patrol plan education into aid education for
traffic especially ・ Strengthening of and implementing curriculum communities and
motorcycle based on PSV’s driving resource ・ Development of PSVs drivers
international good licensing procurement plan traffic safety ・ Strengthening of
practice standard and ・ Enhancement of education on-site
・ Development of missing monitoring enforcement law methodology emergency care
radial and ring roads ・ Development of and regulation for and materials for system
・ Formulation of education PSVs teachers (Improvement of
hierarchical consistent system of driving ・ Strengthening of ・ Development specialty of
road network and instructors enforcement of seat and utilization of rescue staff and
improvement of roads in ・ Development of belt restrictions and traffic safety their education
line with appropriate licensing and helmet regulation education system)
Sectoral Traffic road functions monitoring especially for PSVs materials and ・ Allocation of
Safety Issues ・ Introduction of new road system for ・ Strengthening of facilities in ambulance
improvement method novice drivers inspection for seat school vehicle and
especially dense ・ Development of belt and helmets ・ Development of development of
commercial and curriculum for standards community traffic ambulance
residence area (e.g., commercial and ・ Allocation of road safety network system
land readjustment) professional side vehicle environment in ・ Improvement of
・ Obligating Traffic Impact driving license inspection cooperation with hospital
Assessment to road side ・ Improvement of equipment NGOs manpower and
large scale developers facilities in ・ Strengthening of ・ Introduction of equipment
・ Development of driving training enforcement on drivers ・ Development of
consecutive road space center and encroachment, education, medical
and safety facilities for testing center illegal parking, and assessment, and preparedness for
non-motorized road ・ Increment of overloading, etc. in monitoring mass casualty in
users training and cooperation with system for PSVs hospital
・ Prioritized improvement testing centers responsible authority drivers in
for bottleneck sections ・ Strengthening of ・ Improvement of concerned
and intersections with vehicle traffic accident organizations in
non-standard road width inspection and investigation system cooperation with
・ Improvement of black inspection and its data NGOs
spot intersections standard for management ・ Formulation of
complying with PSVs coordination
appropriate road safety ・ Promotion of system for
audit guidelines pre-import permanent and
・ Installation of traffic vehicle periodic traffic
safety facilities and inspection safety
traffic signs complying awareness
with new design campaign and
standards publication
・ Facilitation of black spot
improvement with
utilizing IRAP
・ Development of
comprehensive traffic
management plan for
central area (including
TDM, parking plan, etc.)
・ Enforce restriction of
street encroachment on
commercial areas by
KCC
・ Development of efficient
and safety public
transport system and its
necessary facilities
・ Development of safe
road railway crossing
system
Source: JICA Study Team

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Key policy issues are identified based on identified subsector issues, and are categorized into
focus areas based on the three fundamental elements and respective responsible sectors as shown
in Table 8.2.26.

Table 8.2.26 Identification of Key Traffic Safety Policy Issues (Focus Areas)
Pre-Accident Policy Issue Post-Accident Policy
Issue
Person Vehicle Road Traffic
Environment
MoWT/UNRA/KCC 1
(Engineering) ・ Safety Road
Development
・ Effective Traffic
Management
TLB/UNBS 2a 2b
(Driver License/Vehicle ・ Driver’s License ・ Vehicle Inspection
Inspection) System System
・ Driver Education
and Management
Uganda Police Force 3 3
(Enforcement) ・ Traffic Law ・ Vehicle Registration ・ Traffic Control and ・ Accident
Enforcement System Regulation Investigation
MOES 4a
(Education) ・ School Traffic
Safety Education
NRSC (NRSA) 4b
(Awareness Campaign) ・ Awareness
Campaign/Publicity
MOH 5
(Emergency) ・ Medical Emergency
System
・ Accident Insurance
System
NRSC (NRSA) 6a Institutional Strengthening (Lead Agency Function, Laws and Regulations, etc.)
(Inter-sectional 6b Research and Development (Database, Communication System, Training System, etc.)
Themes) 6c Resource Development (Human and Finance Resource)
1 Safety Road Environment Development
2 Safety Driving and Vehicle Safety Development
a Safety Driving
b Vehicle Safety
3 Traffic Control and Enforcement Development
4 Traffic Safety Education and Awareness Campaign Development
a Traffic Safety Education
b Traffic Safety Awareness Campaign
5 Medical Emergency and Accident Victim Support System
6 Institution and Resource Development
a Administration
b Research and Development
c Resource Development
Source: JICA Study Team

(3) Identification of Traffic Safety Planning Issues

Sectoral planning issues are examined within the ten identified key policy areas considering
implementation as shown in Table 8.2.27. The current traffic accident situation, existing policies
on traffic safety and experiences in other developed countries are taken into consideration.

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Table 8.2.27 Proposed Planning Issues for the Strategic Plan

Policy Issues Planning Issues
1. Safety Road (1) Safety road development system development
Environment - Safe-oriented Design Standards
Development - Road Safety Audit
- Traffic Impact Assessment
(2) Safety road development
- Hierarchical and functional road network development
- New road improvement method development
- Facility development for non-motorized road users
- Black spots improvement
(3) Traffic safety facilities development
- Measures for mixed-traffic
- Safe road railway crossing system
(4) Traffic management
- Safety improvement at intersections
- Parking management in central area
- Traffic demand management
- Promotion of area traffic regulation plan
2. Safety Driving and Vehicle Safety Development

a. Safety Driving (1) Drivers’ licensing system

- Development of drivers’ training and testing system
- Promotion of computerized driving license and database system
- Development of driving license management system
- Promotion of driver’s school privatization
(2) Driver’s education and management system
- Promotion of professional driver education and management system
b. Vehicle Safety (1) Vehicle inspection system
- Development of vehicle inspection standard
- Promotion of vehicle inspection privatization
- Enhancement of vehicle inspection system
(2) Vehicle registration system
- Improvement of vehicle registration system
- Development of vehicle registration database and communication system
3. Traffic Control and (1) Traffic control and regulation
Enforcement - Development of training system and guidelines for traffic control and regulation
Development - Enhancement of traffic control and regulation capacity
- Development of traffic surveillance system
- Improvement of traffic light system control
- Improvement of traffic regulation system
(2) Traffic law enforcement
- Development of traffic accident and violation database and its communication
system
- Enhancement of traffic enforcement activities
- Strengthening of penalties and fine system during violations
- Strengthening of enforcement facilities and equipment
(3) Accident investigation
4. Traffic Safety Education and Awareness Campaign Development
a. Traffic Safety (1) Traffic safety education in schools
Education - Promotion of consistent traffic safety education system
- Development of teacher’s training system and introduction of participatory program
- Formulation of safety framework between school and community
b. Traffic Safety (1) Campaigns/publicities
Awareness Campaign - Formulation of coordination system for sustainable safety awareness activities
- Development of sustainable community traffic safety program
- Dissemination on traffic safety consciousness by mass media
5. Medical (1) Medical emergency system
Emergency and - Development of emergency medical information system
Accident Victim - Improvement of ambulance system
Support System - Promotion of first-aid technique dissemination and training
- Development of mass casualty management
(2) Accident insurance system

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Policy Issues Planning Issues

6. Institution and Resources Development
a. Administration (1) Establishment of empowered functional lead agency
(2) Strengthening of traffic safety administrative capacity
(3) Formulation of road traffic safety related laws and regulations framework
(4) Development of statutory national traffic safety fundamental plan and
implementation framework
(5) Establishment of inter-ministerial traffic safety promotion framework
b. Research and (1) Traffic Safety Research and Development Center
Development (2) Traffic safety database and communication system
(3) Monitoring and evaluation system
c. Resource (1) Human resource development plan
Development (2) Development of financial resource for traffic safety development plan
Source: JICA Study Team

(4) Assessment of Road Traffic Accident Risk until 2023

1) Necessity for Road Accident Costing

An accurate accident costing is necessary to provide the government appropriate basis for policy
making, planning, prioritizing and investing for traffic safety. Thus, examination of appropriate
accident costing method should be established based on existing practical measures such as the
human capital method and the gross output method.

2) Economic Loss Caused by Road Traffic Accidents

Motorization rate in Uganda has rapidly increased and the losses due to road traffic accidents are
not small in terms of the national economy. In general, from 1% to 5% of a country’s GDP is lost
to traffic accident.

ESCAP introduces simplified formula to roughly estimate ratio of economic loss to GDP as
follows:

Losses [% of GDP] = 0.0297 * EXP(-8*10^(-5) * (GDP per capita)

It can be said that losses are roughly 3% in poorer developing countries and become less than 1%
for developed economies according to the formula. (Source: Road Safety in Asia and the Pacific – ESCAP
document No. E/ESCAP/MCT/SGO/9, Busan, Korea, September 2006)

As a result of the estimate, the losses due to road traffic accidents in Uganda in 2008 are roughly
2.90% of GDP.

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8.3 SECTORAL TRAFFIC SAFETY DEVELOPMENT STRATEGIC PLAN AND

PROGRAM

8.3.1 INTRODUCTION

The purpose of the strategic plan is to formulate long-term strategies which can reduce the
number of road traffic accidents with consideration of future socio-economic situation. Moreover,
the following two areas are needed to properly address the essential elements of road traffic
safety:

1) Development of countermeasures which can mitigate road traffic accidents at present as well
as in anticipation of the highly-motorized traffic society in the future.

2) Development of institutional fundamentals for sustainable development of traffic safety policy

and measures.

An overall target and sub-sector targets shall be established. Possible strategies will be developed
afterwards to achieve these set targets.

Figure 8.3.1 illustrates the strategic plan development process.

Identified Planning Issues

Development Policy (Goals)

- Goals and Targets

Examination of Framework for Strategic Plan - Basic Strategies
- Focus Areas

Countermeasures on Institutional
Sub-sectors Improvement

Road Traffic Safety Strategic Plan 2023

Road Traffic Safety Action Plan (5-Year)

Source: JICA Study Team

Figure 8.3.1 Strategic Plan Development Approach

8.3.2 DEVELOPMENT FRAMEWORK FOR THE SECTORAL TRAFFIC SAFETY

DEVELOPMENT STRATEGIES AND PROGRAM

(1) Establishment of Goals and Target

In order to show a strong policy for this strategic plan study, a numerical target will be proposed
to make it possible to estimate the socio-economic benefit of the measures.

The following two targets will be proposed for the road traffic safety strategic plan:

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1) To reduce the number of fatalities into half (based on 2007 figures) by the year 2023 referring
to the Declaration of the 4th African Road Safety Conference held in 2007 in Accra, which
requires a half reduction in road traffic accident fatalities by 2015. This target corresponds to
three other considerations:

• the fatalities rate per 100,000 population should be less than 5.0%;

• the fatalities rate per 10,000 vehicles should be less than 36.5%; and

• a reduction of 4.2% in traffic accidents per year against previous year, in terms of number
of fatalities.
2) To strengthen the capability and functions of the organizations involved in road traffic safety,
and to develop new organizations and rules/regulations necessary to ensure sustainability of
traffic safety measures.

(2) Basic Strategies for the Traffic Safety Measures

Basic strategies will be discussed in two areas, namely, Basic Planning Policies and
Implementation Strategies.

Basic Planning Policies

1) Five areas are identified for implementation of effective and efficient traffic safety measures
based on road traffic accident elements and political demarcation of government.

(i) Development of Safe Road Traffic Environment

(ii) Enhancement of Safe Driving and Safety Vehicles
(iii) Effective and Efficient Traffic Control and Enforcement
(iv) Enhancement of Traffic Safety Education and Awareness Campaign
(v) Development of Medical Emergency Countermeasures
2) Establishment of necessary institutions including establishment of new laws and regulations
and database shall be implemented within this strategic plan period.

3) Sustainable human and financial resource development is the most important challenge of the
strategic study. Responsible organizations in government need to establish necessary
sections/committees for traffic safety development in their respective organizations. For
financial resource development, a new mechanism with private sector involvement was
examined during this strategic plan period. It is also important to fully and effectively utilize
ODA projects.

Implementation Strategies

1) Appropriate mechanisms to promote comprehensive traffic safety measures shall be

developed, which can be referred to as the 4Cs (communication, cooperation, collaboration,
and coordination) among traffic safety stakeholders.

2) There has been remarkable technology development such as Intelligent Transportation

Systems (ITS), advanced equipment for enforcement, supporting system to minimize human
errors, etc. However, acquisition, operation and maintenance of such systems require massive
investment, aside from the required additional highly-skilled manpower. For this strategic
plan period, priority will instead be given to human resource development rather than on

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investing on these advanced technologies.

(4) Focus Areas for the Achievement of the Plan’s Targets

Six focus areas to reduce traffic accident efficiently are selected as follows:

(i) Accident involving vulnerable road users

(ii) Accidents involving beginning drivers
(iii) Traffic accidents involving privately-operated commercial and public transport
vehicles
(iv) Black spot and black corridor
(v) Traffic congestion in the CBD areas
(vi) Caring for traffic accident victims
Institutional innovation for sustainable traffic safety development is another important target of
the strategic plan. The following institutional issues shall be examined:

(i) Status of National Road Safety Agency (NRSA)

(ii) Traffic and Road Safety Act and its Implementing Guidelines
(iii) Traffic Safety Institute (R&D Center)
(iv) Traffic Safety Fund
(v) Traffic Safety Audit
(vi) Traffic Impact Assessment
(vii) New Driver Licensing System and Vehicle Inspection System
(viii)Clear Responsibility on Traffic Control and Management
(ix) Comprehensive Automobile Insurance System and Voluntary Insurance System

8.3.3 SECTORAL TRAFFIC SAFETY DEVELOPMENT STRATEGIES AND PROGRAM

(1) Planning Approach

Sectoral strategy and target for each sub-sector are prepared based on the overall basic strategy,
target, critical issues, etc. of the strategic road traffic safety plan discussed in the preceding
sections.

Targets are set based on the present critical issues and problems facing traffic safety, and
ongoing policy of the GOU. The development process of sectoral road traffic safety strategic
plan is illustrated in Figure 8.3.2.

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Target, basic strategies, and focus area of

the GKMA traffic safety strategic plan

Problems and Issues in Current traffic safety policy,

sub-sector plans and measures in GKMA

Sector target and planning strategies

Examination of projects Examination of project

implementation
Road Map

Formulation of strategic program (project)

Action Program

Source: JICA Study Team

Figure 8.3.2 Flow of Sectoral Strategic Plan Approach

(2) Development of Safe Road Traffic Environment (Engineering Sector)

1) Framework of Engineering Sector Strategic Plan

Sector Target

Three major elements of traffic safety (person, vehicle and road environment) are aimed to
improve in this sector to establish comprehensive traffic safety policy. Traffic safety facilities in
Uganda have not been adequately developed to respond to the currently increasing number of
traffic accidents which result in high socioeconomic losses for the country. On the other hand,
road network development has been implemented in accordance with the government’s
economic development policy. More consideration for road safety should be prioritized by the
government to minimize losses of economic development.

Therefore, based on this situation, the sector goal is towards system development for a safe road
traffic environment to minimize traffic accident risk.

Sector Planning Strategy

In line with the basic strategies discussed in the previous section, six strategies for the
engineering sector are reformulated:

(i) To improve physical road conditions (road structure and geometric) to provide safe and
comfortable driving environment;
(ii) To improve traffic control and management devices to provide safety guidance to the
drivers and road users;
(iii) To develop effective measures in line with road functions and traffic conditions
(accidents and demand);
(iv) To promote comprehensive traffic safety measures (black spot, residential areas, etc).
(v) To improve institutions (organization, rules and regulations, R&D, database, etc.) to
ensure sustainable road safety environmental development; and

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(vi) To ensure sustainable human and financial resources development.

Two perspectives are taken into account in consideration of engineering measures. One is to
provide physical improvement such as geometric improvement, and other is to provide
appropriate and adequate information to the road users who are not familiar with traffic rules and
regulations.

2) Development Strategy for the Priority Program

(i) Black Spot Improvement Program

Objectives of the Program
Since black spot improvement is still in its early stages in Uganda, a significant traffic
accident reduction is yet to be achieved by the responsible agencies.

The benefit from black spot improvement is not only limited to alleviating traffic
accident at a specific location; instead, it is expected to also provide further practical
guidelines for other black spot improvement as discussed below.

In general, accidents have been shown to be not completely randomly distributed but to
be clustered at certain locations on any road. Also, an accident study would often show
common patterns of traffic accidents. Thus, implementation of appropriate road
improvement measures developed based on results of black spot accident analyses
could prevent or mitigate similar occurrences in the future. Black spots are locations
where many of the traffic accidents occur. Thus, prioritizing treatment of these sites
would expectedly provide the highest return in terms of number of traffic accidents
avoided. Moreover, cost-effective countermeasures such as use of road signs, markings
to channel traffic through complex intersections and safe waiting areas for turning
vehicles would provide significant traffic accident alleviation. Therefore, the black spot
improvement system has to be conducted immediately as it is expected to effectively
reduce traffic accidents and is highly cost-effective as well as to accumulate and utilize
experiences and feedbacks.

Issues of the Program

(a) Need for legislation to designate executing agencies with clear delineation of
respective obligations and responsibilities and to further promote understanding among
stakeholders.

(b) Development of the black spot improvement system

• Definition or criteria of the black spot and guidelines to identify it

• Upgrading of the black spot improvement system

• Development of cost-effective measures both in terms of time and resources and to

ensure stable and sustainable financial resources

(c) Training and technical upgrading system for the black spot improvement engineers

Contents of the Program

(a) Legislation designating executing agencies with clear delineation of obligations and
responsibilities and further promotion of understanding

(b) Development of the black spot improvement system

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(c) Training and technical upgrading system for black spot improvement engineers

(d) Utilization of the black spot improvement database, development of supporting

tools and establishment of the executing agency

(e) Follow-up on the results of post-monitoring of the black spot improvement

(ii) Road Safety Audit System Development Program

Objectives of the Program
The road network development is one of the most important policies to promote
economic development in Uganda. However, the budget for road development projects
is too small to undertake all the planned projects. Therefore, cost effectiveness is really
necessary to be able to smoothly implement the policy.

In countries where road safety audit (RSA) is already introduced, indications of

effectiveness of RSA in decreasing road development costs are already documented.
For example, in the United Kingdom, the average number of fatal and injury crashes at
audited project sites fell by 1.25 crashes per year (from 2.08 to 0.83 crashes per year)
while the post-implementation reduction in crashes at comparable, non-audited sites
was only 0.26 crashes per year (from 2.6 to 2.34 crashes per year). In the United States,
New York DOT reported a 20% to 40% reduction in crashes in more than 300
high-crash locations treated with low-cost improvements recommended as a result of
RSAs.

Also as reported from the United States, conduct of RSAs and implementation of their
recommended safety improvements in design is estimated to typically cost 5% of
overall engineering design fees. In general, design cost is 7% to 10% of the
construction cost of a road development project. When RSA is estimated at 5% of the
design cost, it is 0.35% to 0.50% of the construction cost. Therefore, if RSA is carried
out appropriately, the cost effectiveness would be quite high. So considering the huge
amount of investment in road development in the future, savings may instead be
allocated to the improvement of damaged sections. Then, the operation and
maintenance cost which accounts for a large part of road sector budget can then be
saved to enhance new road construction in the future. Based on the above discussion,
the RSA system should therefore be enhanced and implemented appropriately as soon
as possible. By doing so, improvement in cost-effectiveness of road sector development
and the reduction in traffic casualties can be expected.

Issues of the Program

(a) Enhancement of legislations regarding obligation and responsibility of relevant
authorities, and education on and expansion of RSA.

(b) Suggested contents of revised RSA system:

• Established guideline of selection of target road and traffic development plans

• Improvement of safety control method including revision of the audit checklist

• Approval and licensing/accrediting system for auditing organizations

• Estimated time and costs required, and sustainable financial sources

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• Utilization of the auditing results

• Guaranteed legal support

(c) Establishment of licensing/accrediting system and human resource development

mechanism for the auditors.

Contents of the Program

(a) Enhancement of legislations regarding responsibilities of relevant authorities and
education and expansion of RSA

(b) Establishment of licensing/accrediting system and human resource development

mechanism for the auditors

(iii) Road Traffic Safety Facility Enhancement Program

Objectives of the Program
(1) Traffic Safety Facilities

Instruction and guidelines on adoption of basic traffic safety facilities in Uganda are
indicated in road design standards. However, since many traffic accidents occur due to
illegal overtaking, conformity to design standards and guidelines therefore is not an
absolute measure for traffic accident alleviation.

Since design standards are developed based not only on vehicle movement
characteristics but also on assumed driving behaviors, effectiveness of road safety
facilities become compromised by wrongful driving behaviors and inadequate traffic
enforcement.

Therefore, assessment of appropriate traffic safety measures should be conducted based

not only on road design standard but also on practical accident analysis of subject road.

(2) Design Standards/Guidelines

In consideration of lessons learned from the past transition of the design standard and
guidelines in Uganda, simply adopting international design standards from developed
countries has not resulted in levels of safety that are achieved in the developed
countries because such standards are generally accompanied by effective enforcement,
driver training and safety education and promotion. In addition, traffic conditions and
types of traffic on the roads of Uganda are very different from those of the developed
countries.

Therefore, it is necessary to review and revise accordingly the design standards and
guidelines for more safety-conscious road and road safety facilities design based on the
abovementioned factors, as well as based on accident analysis and assessment of
relevance between the accident and road facilities.

Issues of the Program

(a) Road network development with appropriate road function sharing

• Systematic development of primary roads, secondary roads and tertiary roads

according to local characteristics

(b) Enhancement of traffic control to respond to local characteristics and the road

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function

• To minimize traffic noise in residential and commercial areas of black spots

• To promote traffic control according to function and roles of each road

(c) Promotion of smooth and comfortable road traffic and road accident prevention
measures on general roads

• Road safety facilities and traffic control facilities development

• Development of road facilities and traffic control facilities to enhance smooth traffic

• Development of facilities to increase driver’s level of comfort

• Development of safety facilities to prevent railway crossing accident

(d) Review of design standard considering traffic and local characteristics

(e) Review of design standard considering motorcycle traffic, bicycle and pedestrians

(f) Review of design standard considering variety of financial sources of urban and
local governments and traffic safety level

(g) Promotion of design standard and its applicable application

(h) Unifying the design standards and preparation of instruction manuals

(i) Preparation of standard drawings

Contents of the Program

(a) Systematic road network development with appropriate function sharing

(b) Enhancement of traffic control in accordance with local characteristics and road
function

(c) Promotion of smooth and comfortable road traffic and road accident prevention
measures on general roads

(d) Review of design standard considering traffic and local characteristics

(e) Promotion of design standard and its applicable application

(iv) Vulnerable Road User Accident Prevention Program

Objectives of the Program
Traffic accidents involving pedestrian accounted for 38% in 2008. Pedestrians and
cyclists, who are vulnerable participants in road traffic with high risk of serious damage
caused by traffic accidents, should be protected. However, safety facilities for these
vulnerable users have not been sufficiently installed in many road sections, with some
sections not even completely passable to them. While sidewalks in urban areas may be
considered well developed, many of these are not interconnected.

Crossing facilities have not been installed except for those in junctions with traffic
lights. Thus, pedestrians have to cross the roads under very dangerous situations.

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While bicycles are still considered to be an important mode of transport for daily
activities, bicycle lanes are still not properly designated on roads which often cause
traffic bottleneck and accidents.

Therefore, to ensure safety of vulnerable road users, appropriate facilities for

pedestrians and bicycle riders should be prioritized.

Issues of the Program

(a) Development of safe pedestrian space

• To ensure safety of pedestrians and to promote separate traffic

• To ensure safety on school zones of kindergartens and primary schools

(b) To separate car traffic from light vehicles and to develop facilities for light vehicles

• To ensure safety of bicycle riders and to promote separate traffic

Contents of the Program

(a) Development of safe pedestrian space

(b) Separation of car traffic and development of facilities for light vehicles

(v) Traffic Safety Performance Monitoring and Maintenance Program

Objectives of the Program
The successful implementation of the traffic safety might depend on the road
management authority’s capacity for planning and implementation, as well as stability
of financial resources. However, as human and financial resources are limited in local
authorities, it might be difficult to plan and implement an effective and efficient road
safety mitigation measure. Thus, the introduction of capacity development for planning,
implementation and monitoring system and the establishment of the executing agencies
both at the central and local governments is proposed.

Issues of the Program

(a) Capacity development on planning and implementation of traffic safety environment
improvement

• Capacity development on planning and implementation of responsible government

agency

• To ensure financial sources for traffic safety environment improvement in responsible

government agency

Contents of the Program

(a) Capacity development on planning and implementation of traffic safety environment
improvement

(vi) Urban Road Traffic Safety Plan Development Program

Objectives of the Program
Traffic safety issues in urban areas are closely related with road facility, traffic
characteristics, road side land use, as well as diversified utilization of road space

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independently and/or jointly. Therefore, examination of urban traffic safety measures

should be implemented using comprehensive perspectives.

Major issues of urban traffic safety in Uganda are mixed traffic with motorcycle traffic,
insufficient development of traffic control systems such as traffic lights and traffic signs,
frequent illegal parking on sidewalks and carriageways, undesirable driving and
walking behaviors, and lack of traffic enforcement and institutional framework
development. Therefore, timely implementation of comprehensive traffic safety
measures to meet both rapidly increasing rate of urbanization and motorization is
essential. Traffic demand management activities such as encouraging modal shift from
private to public transportation will be key countermeasures to address these urban
traffic problems.

Issues of the Program

(a) Enhancement of traffic control to respond to local characteristics and road function

• To promote traffic control according to function and roles of each road

(b) Promotion of upgrading and efficient traffic light system development

• Strengthening of applicability for diversified traffic and traffic accident prevention

(c) Development of parking space and strengthening of enforcement for illegal parking

• Development of flexible parking regulations

• Promotion of parking development plan

(d) Improvement of traffic demand control

• Promotion of public transport usage

• Promotion of time-based traffic control measures (i.e., number coding, etc.) to

mitigate congestion during peak hours

Contents of the Program

(a) Enhancement of traffic control in accordance with local characteristics and road
function

(b) Promotion of upgrading and efficient traffic signal system development

(c) Development of parking space and strengthening of enforcement for illegal parking

(d) Improvement of traffic demand control

(vii) R&D, Human Resources Development Program

Objectives of the Program
The present road management structure does not have any department or unit
responsible for safety control of road facility. Thus, measures to be implemented should
be sustainable as well as efficient to be able to respond to increasing traffic volume and
accidents.

Therefore, the establishment of an implementing unit in the road management

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organization which will be exclusively responsible for traffic safety mitigation shall be
proposed.

To increase efficiency and capacity of the traffic safety improvement system, the
following support mechanisms shall be developed:

• Establishment of the R & D facilities including database system

• Promotion of professional human resource for traffic safety area

Issues of the Program

• Enhancement of legislations regarding obligation and responsibility of relevant

authorities, and education on and expansion of RSA

• Establishment of licensing/accrediting system and human resource development

mechanism for the auditors

• Utilization of database supporting the auditing, development of the supporting tools

and establishment of the responsible agency

• Scientific traffic accident analysis, evaluation of the effectiveness of RSA

implementation and cost-effectiveness, and feedback mechanism for the results to be
appropriately utilized

• Post auditing monitoring to follow up the results and establish the responsible agency

• Scientific support for design standard preparation

• Establishment of a research and development institution to support design standard

preparation and institutional development

• Utilization of the black spot improvement database, development of supporting tools

and establishment of the executing agency

• Follow-up on the results of post monitoring of the black spot improvement

Contents of the Program

(a) Utilization of the black spot improvement database, development of supporting
tools and establishment of the executing agency

(b) Follow-up on the results of post monitoring of the black spot improvement

(c) Establishment of licensing/accrediting system and human resource development

mechanism for the auditors

(d) Utilization of database supporting the auditing, development of the supporting tools
and establishment of the responsible agency

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(e) Scientific traffic accident analysis, evaluation of effectiveness of RSA

implementation and cost-effectiveness, and feedback mechanism for the results to be
appropriately utilized

(f) Scientific support for design standard preparation

(3) Enhancement of Safe Driving and Safety Vehicles

1) Framework of Safe Driving and Vehicle Safety Strategic Plan

Sector Target

Recent increment of motorization rate and various purpose vehicles has been made road traffic
situation in Uganda complicated. Meanwhile, vehicles and drivers in Uganda has not been
manage properly to maintain appropriate quality for contributing safe traffic society due to lack
of institution. It is therefore necessary to develop strict and comprehensive driver and vehicle
management system to enhance the social responsibility of the road users and operators.

Sector Planning Strategy

In line with the basic strategies discussed in the previous section, five strategies for the Safe
Driving and Vehicle Safety sector are reformulated:

(i) To improve driver’s safety awareness as a responsible member of vehicle society;

(ii) To develop driving standard and vehicle standard to clarify social responsibilities of
drivers and vehicle owners;
(iii) To develop continuous training and management system for each category of drivers;
(iv) To develop integrated vehicle management system (vehicle registration, vehicle
inspection) to create safe and sustainable traffic safety society; and
(v) To ensure sustainable human and financial resources development.

2) Development Strategy for the Priority Program

(i) License Renewal System Development Program

Objectives of the Program
Implementation of proper driving license management system is essential to maintain
appropriate quality of drivers. However, current driving license management system in
Uganda has not been operated properly, and the road traffic is being exposed to high
risk by non-controlled driving license holders. Moreover, the road traffic situation in
Uganda is changing due to rapid motorization. Therefore, it is proposed that
introduction of tangible driver licensing system and its management system to achieve
a safe traffic society.

Issues of the Program

• Promotion of computerized driving license and database system

• Development of driving license management system

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Contents of the Program

(a) License renewal system

(b) License renewal system by traffic violation

(c) License system for beginner drivers

(d) Development of license management system

(ii) Driver Training and Testing System Development Program

Objectives of the Program
Driver training and testing system in Uganda is still poor, and several constraints and
problems are found in the existing system as mentioned in follow. To improve driver’s
awareness and ability for driving, priority is given to improve following issues for
formulating this program.

Textbook improvement: Contents of the textbook should be more comprehensible and

informative on traffic safety concerns to reflect present road traffic situation.

Periodic Driver Training System: Periodic training for drivers should be introduced in
consideration of revisions on the road traffic law and emerging road environment.

Training for Lecturer & Examiner System: Skills and knowledge upgrading system for
instructors should be introduced.

Management System for PSV and Commercial Driver: Serious traffic accidents were
caused by PSV and commercial vehicles. It is therefore necessary to develop
appropriate countermeasures.

Issues of the Program

• Development of drivers’ training and testing system

• Promotion of driver’s school privatization

• Promotion of professional driver education and management system

Contents of the Program

(a) Comprehensive program for driver training and testing

(b) Drivers’ education in organization of PSV and transport companies

(iii) Vehicle Registration System Development Program

Objectives of the Program
The present vehicle registration system in Uganda requires initial and renewal
registration. However, it is not implemented properly especially when vehicles are
owned by second owners. Therefore, compulsory registration system with database
development will be important and should be required. This will facilitate the police
traffic enforcers to identify a traffic violator.

Issues of the Program

• Improvement of vehicle registration system

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• Development of vehicle registration database and communication system

Contents of the Program

(a) Development of vehicle registration renewal system

(b) Vehicle registration database and communication system development

(iv) Vehicle Inspection System Development Program

Objectives of the Program
Vehicle inspection system for cars was already introduced in Uganda. However,
implementation of compulsory vehicle inspection has been suspended due to lack of
capacity and huge increment of number of vehicles. To improve soundness of vehicles
and vehicle management system, the following objectives are set in formulating this
program.

- Development of vehicle inspection standard

- Development of coordinated vehicle management system

- Formulation of framework to promote vehicle inspection system privatization

- Development of new vehicle taxation system

Issues of the Program

• Development of vehicle inspection standard

• Promotion of vehicle inspection privatization

• Enhancement of vehicle inspection system

Contents of the Program

(a) Vehicle inspection standard development

(b) Facilitation for implementation of vehicle inspection system

(c) Promotion of privatized vehicle inspection system enhancement

(v) Organizational and Resource Development Program

Objectives of the Program
This program is aimed to develop database among representatives of different sectors in
terms of functional driver and vehicle management system development and sharing it
among partner organizations.

Issues of the Program

• Formulation of inter-organizational vehicle and driver management system

• Human resource development for operating the system

• Development of vehicle and driver management database

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Contents of the Program

(a) Functional demarcation by organization for transport operation

(b) Database and its interface system development

(c) Human resource development for the database operation

(4) Effective and Efficient Traffic Control and Enforcement (Enforcement Sector)

1) Framework of Enforcement Sector Strategic Plan

Sector Target

Smooth and safety traffic flow can be achieved by proper knowledge and ability of each road
users. In this regard, traffic police needs to play important role as traffic regulator and traffic
enforcer for inappropriate road users and vehicles. Fundamental activities of the traffic police are
guiding and instructing traffic regulation to maintain road traffic order toward more effective
traffic controls. In order to ensure the effectiveness and efficiency of guiding and instructing for
traffic regulation and enforcement, human resource development program is prioritized with
focus on the violations that are causing these traffic accidents, which were identified from the
traffic accident analysis.

Planning Strategy

In line with the basic strategies discussed in the previous section, three strategies for the Safe
Enforcement sector are reformulated:

(i) To develop coordinated traffic regulation planning and implementation system among
concerned agencies
(ii) To promote efficient and effective traffic law enforcement activities
(iii) To develop human resource in combination with applications of modern science and
technology
2) Development Strategy for the Priority Program

(i) Traffic Safety Guidance for Young and Vulnerable Road Users Program
Objectives of the Program
Based on traffic accident analysis, focus was given to high risk road user group and
locations to guide and/or to educate them. Each sub-program has a specific target, i.e.,
sub-program (a) is focused on motorcycle taxi riders and pedestrians; sub-program (b)
is focused on driving at black spots and black sections; sub-program (c) is focused on
driving during peak hour; and sub-program (d) is focused on young drivers.

Issues of the Program

• Enhancement of traffic enforcement activities

Contents of the Program

(a) On-street traffic safety guidance to motorcycle taxi and pedestrians

(b) On-site traffic safety guidance at black spots and black sections

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(c) Traffic safety guidance during peak hour

(d) Intensified traffic safety guidance for young drivers

(ii) Strengthening and Intensifying Traffic Law Enforcement Program

Objectives of the Program
Based on traffic accident analysis, focus was given to high risk road user group and
frequent violations to eradicate traffic violators. Each sub-program has a specific target
or focus point, i.e., sub-program (a) is focused on frequent violations; sub-program (b)
is focused on driving at black spots and black sections, and sub-program (c) is focused
on commercial drivers.

Issues of the Program

• Enhancement of traffic enforcement activities

Contents of the Program

(a) Traffic violations such as over speeding, signal ignorance, etc.

(b) Traffic violators at black spots and sections

(c) Traffic violators among commercial drivers

(iii) Coordination among Concerned Agencies Responsible for Traffic Safety

Countermeasures Program
Objectives of the Program
The purpose of the program is for concerned agencies to have consensus on problems,
issues and required countermeasures. Each sub-program depends on the steps of
implementation. First is the examination and design of an effective coordination
mechanism among concerned agencies. This is followed by the presentation and
exchange of views among the participants on the current situation of traffic safety
guidance and enforcement activities and then, finally, on the current issues on traffic
facilities and traffic management related to traffic safety guidance and enforcement.

Issues of the Program

• Enhancement of traffic enforcement activities

• Strengthening of enforcement facilities and equipment

Contents of the Program

(a) Examination and design of public relations strategies on coordination mechanism
with related agencies

(b) Presentation and exchange of views among the participants on the current situation
of traffic safety guidance and enforcement activities

(c) Presentation and exchange of views among the participants on the current issues on
traffic facilities and traffic management related to traffic safety guidance and
enforcement

(iv) Recording and Evaluation of Traffic Safety Guidance and Enforcement Activities
Program

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Objectives of the Program

The purpose of the program is to enable systematic planning and evaluation of traffic
guidance and enforcement activities by using the recorded activities and results of
enforcement. Each sub-program depends on the steps of implementation. First is the
examination of how to efficiently record, file and evaluate traffic guidance and
enforcement activities as basis for formulating an effective system. This is followed by
recording and filing of activity results on traffic safety guidance and enforcement, and
finally, evaluation of results of activities on traffic safety guidance and enforcement.

Issues of the Program

• Development of traffic accident and violation database and its communication system

• Enhancement of traffic enforcement activities

Contents of the Program

(a) Recording of traffic guidance and enforcement activities

(b) Evaluation of the activities

(c) Activity planning based on the evaluation

(v) Human Resource Development on Traffic Safety Guidance and Enforcement Program
Objectives of the Program
Efficient and effective human resource development for traffic safety guidance and
enforcement is most crucial issues in enforcement sector in Uganda. Therefore,
development of consecutive and gradual human resource development program and its
proper implementation is essential to develop policemen’s ability on traffic guidance
and enforcement.

Issues of the Program

• Development of training system and guidelines for traffic control and regulation

• Enhancement of traffic control and regulation capacity

• Improvement of traffic light system control

• Improvement of traffic regulation system

Contents of the Program

(a) Examination of human resource development policy on traffic safety guidance and
enforcement

(b) Development of comprehensive training system

(c) Beginners' training system

(d) Intermediate leaders' training system

(e) Advance training system

(vi) Preparation and Development of Equipment for Traffic Safety Guidance and
Enforcement Program

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Objectives of the Program

Purpose of the program is to develop the equipment procurement plan based on
constraint of present equipment condition for traffic police activities to increase their
effectiveness on traffic guidance and enforcement.

Issues of the Program

• Development of traffic surveillance system

• Improvement of traffic light system control

• Strengthening of enforcement facilities and equipment

• Accident investigation

Contents of the Program

(a) Equipment procurement plan for traffic safety guidance and enforcement

(b) Implementation of procurement plan

(5) Enhancement of Traffic Safety Education and Awareness Campaign (Education Sector)

1) Framework of Education Sector Strategic Plan

Sector Target

Since three factors of the traffic accident are person, vehicle, and road environment and person is
dominant factor on the traffic accident, education and publication to enhance traffic safety
awareness is most important issues on traffic safety. Despite enhancement of traffic safety
awareness for all road users is ambitious, conscientious effort with appropriate policy and
efficient participation and cooperation of every concerned agency is essential.

Sector Planning Strategy

In line with the basic strategies discussed in the previous section, four strategies for the education
sector are reformulated:

(i) To provide traffic safety educational practice for pre-school children

(ii) To expand traffic safety education for primary up to university students
(iii) To promote community involvement in traffic safety education
(iv) To develop organization and institutional framework
2) Development Strategy for the Priority Program

(i) Traffic Safety Educational Practice Program for Pre-school Children

Objectives of the Program
Earlier traffic safety education for young people is effective in terms of thinking
behavior and intentional behavior enhancement as well as traffic safety regulation
compliance. Therefore, school plays very crucial role as potential place to implement
effective and sustainable traffic safety education programs. However, traffic safety
education is not available to all children and students at present.

Issues of the Program

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･ Promotion of consistent traffic safety education system

Contents of the Program

(a) Traffic safety education improvement at kindergarten

(b) Safe road crossing ability development

(c) Parental education development program

(ii) Traffic Safety Education for Primary School Students Program

Objectives of the Program
Objectives of the program are the development of ability for risk perception and safety
practice. Through the practical traffic safety education, they will not only acquire the
abilities to perceive or recognize the hazards and dangers of road traffic but should also
be able to control risk-taking behaviors when participating in road traffic so as to avoid
potential accident occurrence.

Issues of the Program

･ Promotion of consistent traffic safety education system

Contents of the Program

(a) Traffic safety education improvement at primary school

(b) Traffic safety zone (safe routes to/from home-school for all school levels)

(iii) Community Involvement Program

Objectives of the Program
Since deterrent force for traffic violation both on vehicles and pedestrian is expected if
community act as traffic safety surveillance, community involvement in traffic safety is
contribute to mitigate traffic accident. Therefore, an effective cooperation mechanism
between the schools and communities shall be formulated.

Issues of the Program

･ Formulation of safety framework between school and community

Contents of the Program

(a) Framework development between school and community

(b) Black spots/hazardous spots identification in community

(c) Safe children’s crossing

(iv) Organizational and Institutional Framework Development Program

Objectives of the Program
Supporting of law and regulation, budget, institution for traffic safety education sector
programs is essential. Therefore, the basic strategies to ensure effective implementation
of the programs are needed to be examined.

Issues of the Program

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･ Development of teacher’s training system and introduction of participatory program

Contents of the Program

(a) Institutionalization of school traffic safety education

(b) Curriculum development

(c) Teaching materials and safety aids development

(d) Human resource development

(e) School-police liaison system development

(f) Guideline on the management and evaluation of school traffic safety education

(v) Enhancement of Awareness Campaign Program

Objectives of the Program
Integration of proper road use and behavior of all road users to ensure road traffic
safety is goal of the traffic safety awareness campaign program. To achieve the goal,
systematic and constant awareness campaign through mutual cooperation among the
national and local government agencies, traffic police and private organizations is
essential.

Issues of the Program

･ Formulation of coordination system for sustainable safety awareness activities

･ Development of sustainable community traffic safety

･ Dissemination of traffic safety consciousness by mass media

Contents of the Program

(a) Sustainable coordinated safety awareness activities system development

(b) Sustainable community traffic safety system development

(c) Traffic safety consciousness publication by mass media

(6) Development of Medical Emergency Countermeasures

1) Framework of Medical Emergency Sector Strategic Plan

Sector Target

Appropriate post-accident system development is essential to provide prompt rescue and

reduction of traffic accident fatalities. However, fundamental elements of the system such as
ambulance network system, emergency rescue system, and trauma care has not developed
properly.

The objectives of the sector are to develop efficient and enhanced post-accident system focusing
on road accident casualties to reduce death and injury severity.

Sector Planning Strategy

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In line with the basic strategies discussed in the previous section, three strategies for the medical
emergency sector are reformulated:

(i) To establish an effective pre-hospital service system in the selected national/municipal

roads
(ii) To strengthen capability of the emergency services units in selected localities
(iii) Ensure resources (manpower, equipment, medical conditions) to regularly fulfill
effective emergency services
2) Strategy for Development Program

(i) Development of Pre-hospital Care Program

Objectives of the Program
Huge number of traffic accident victims are hospitalized and traffic accident fatalities in
hospital has increased in Uganda. The role of pre-hospital care has become important to
provide appropriate emergency care to accident victims as emergency service. The
following objectives are needed to be incorporated in this program:

• Reduce traffic accident fatalities in hospitals by improving hospital capabilities

• Develop emergency call system to cover GKMA based on public health and private
systems

• Improve training system for emergency medical service personnel

Issues of the Program

(i) Development of emergency medical information system

(ii) Improvement of ambulance system

Contents of the Program

(a) Strengthening emergency information system

(b) First aid and transportation system

(c) Development of emergency call system

(ii) Training Health Workers for Emergency System Program

Objectives of the Program
Rescuers of emergency system have very low level of first aid knowledge and skills in
medical emergency. Most of rescuers do not have background on how to provide
emergency services during a traffic accident such as rescue of victims and common first
aid techniques on site. Thus, training system on emergency shall be established to
upgrade knowledge of the health workers and community.

Issues of the Program

(i) Improvement of first aid system

(ii) Promotion of community involvement system for community traffic safety

Contents of the Program

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(a) Standardization of training curriculum

(b) Design, printing and dissemination of training curriculums

(c) Formulation of emergency training centers

(d) Educating the community and school children

(iii) Capacity Development for Disaster and Mass Casualty Accident Program
Objectives of the Program
Share of the PSV vehicles in passenger traffic is huge, and public transport is
promoting in Kampala city. This therefore increases the risk of mass casualty accidents.
The health sector and local authorities at all levels should therefore be more concerned
on the issue of mass casualty accident.

Issues of the Program

(i) Promotion of first aid technique dissemination and training

(ii) Development of mass casualty management

Contents of the Program

(a) Strengthening emergency capacity of the hospitals

(b) Satellite hospitals

(c) Organization of disaster medical assistance staff

8.3.4 INSTITUTION AND RESOURCE DEVELOPMENT STRATEGIES

(1) Formulation of Institution and Resource Development Program

Development of institution, financial resource, and human resource is essential element to ensure
the sustainability of the traffic safety policy and to continue effective and efficient
countermeasures. Institutional development program for the respective elements are proposed as
follows:

(i) Institutional Enhancement Program

• Establishment of NRSA
• Authorization of traffic safety strategic plan
(ii) Research and Development Program
• Traffic safety research and development center development
• Traffic safety database development
(iii) Resources Development Program
• Traffic safety financial resource development
• Traffic safety human resource development

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(2) Institutional Enhancement Program

1) Establishment of National Road Safety Authority (NRSA)

Establishment of national road safety authority as substitute for present responsible organization
to upgrade responsibility and function of road traffic safety is essential for sustainable traffic
safety development in Uganda.

Key implementation strategy to achieve traffic safety development policy by NRSA is to ensure
4Cs (communication, cooperation, coordination, and corroboration) among the agencies and
organizations involved in traffic safety projects and activities. Moreover, following functions of
the lead agency shall be fulfilled properly:

(a) Advise Government on road safety policy including the drafting of regulations, guidelines
and policies
(b) Develop in conjunction with stakeholders, a comprehensive National Road Safety Action
Plan that will be published and updated regularly
(c) Monitor and report on the progress of the National Road Safety Action Plan
(d) Develop sustainable road safety funding sources and road safety training program for
persons involved in delivering road safety
(e) Serve as a central road safety body and co-ordinate activities between government
departments, private sector, academic and professional institutes, NGOs, and
community based organizations
(f) Improve the road traffic collision database, collection of accidents statistics and analysis
and their dissemination
(g) Take the lead responsibility for road safety education and publicity and work in
collaboration with others to improve road user behavior
(h) Promote and conduct research to ensure road safety policy is based on the best local data
available and lesions learned from elsewhere
(i) Support the establishment and operation of the District Road Safety Committees (DRSCs)
and improve communication between district and national level organizations
(j) Promote the informed participation of civil society, including private sector, in reducing
death and injury on Uganda’s roads
(k) Set standards for road safety equipment and ensure their compliance
2) Authorization of Traffic Safety Strategic Plan

As a first step to promote comprehensive traffic safety strategic plan, institutionalization of

comprehensive approach and definition of responsibilities of responsible organizations as well as
the sharing of costs among concerned agencies shall be implemented.

Most important issue of traffic safety policy development is to develop the comprehensive
measures, ensure its sustainability, and develop a smooth and effective dissemination mechanism.
Many government agencies shall be further involved in traffic safety development. Thus, the
functions and responsibilities of these agencies and organizations and the mechanism for policy
development should be clarified and finally legalized.

Policy guidelines for the Five-Year Action Program are introduced in Japan as a series of action
programs since 1970 based on the Traffic Safety Policies Act. This institutional system shall be
taken into account in traffic safety institution in Uganda.

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(3) Research and Development Program

1) Traffic Safety Research and Development Center Development

Key role of NRSA is to be responsible for intersectoral issues on traffic safety policies and
measures. Establishment of Traffic Safety and Development Center in NRSA is proposed as an
organization solely responsible for the intersectoral issues to ensure efficiency and effectiveness
of the traffic safety policy with following proposed framework:

(i) Mother Body: NRSA

(ii) Functions:
• Evaluation and analysis of traffic safety policies and measures
• Development of a traffic safety database and its operation including accident-violation
• Monitoring and evaluation of the traffic safety measures
• Research and development for traffic safety measures
• Others
2) Traffic Safety Database Development

Appropriate site investigation and recording of traffic accidents and traffic violations contributes
to examine not only traffic safety countermeasures, but also traffic safety policy effectively and
efficiently. Important element on data collection of the investigation and recording is that the
data should be evidence to provide a clear picture of accident and violations, as well as the
drivers’ personal histories and information.

Therefore, traffic safety database system should be designed to provide adequate and clear for
examination of countermeasures on each road traffic safety sub-sectors (engineering,
enforcement, education) and three elements (person, vehicle, road environment).

(4) Resources Development Program

1) Traffic Safety Financial Resource Development Program

Another key role of NRSA is to develop sustainable traffic safety financial resource.

Following financial resources are introduced in motorized countries and recommendable as

possible traffic safety financial resource in Uganda:

• Road Fund
• Violation fees
• Insurance premium from insurance companies,
• Gasoline tax,
• Other transport tax
• Private sector’s donations and social contributions
2) Promising Traffic Safety Financial Resource Development

(i) Road Fund

Road fund is intended to establish road network development in Uganda, and definitive

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budget allocation plan for road traffic safety is not included. Dominant budget
allocation for road development and improvement is explicable based on present road
condition in Uganda. However, safety conscious measure shall be taken into account on
road development to alleviate economic losses by the traffic accident. As discussed in
chapter 8.2.3 (4), economic loss by the traffic accident is estimated about 2.9% of GDP.

(ii) Road User Charges

Following road user charge can be used for financing road safety measures:

• Road safety surcharges on motor fuel

• Surcharges on compulsory vehicle insurance fees

• Surcharges on vehicle licensing fees

• Others

3) Traffic Safety Human Resource Development

Continuous upgrading of skills, knowledge and technical expertise on traffic safety sector shall
be required to meet changing motorization situation in Uganda. To ensure sustainable traffic
safety human resource development, the strategies that will be proposed are as follows:

(i) Development of traffic safety training system for staffs in concerned agencies
(ii) Capacity development supported by ODA projects
(iii) Promotion of research and development in the traffic safety sector

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8.4 TRAFFIC SAFETY ACTION PLAN

8.4.1 INTRODUCTION

Action Plan (2011-2015) involves the first phase implementation period of the proposed traffic
safety measures in the Strategic Plan. This Action Plan is important to ensure smooth and
successful implementation of the proposed measures.

8.4.2 BASIC PRINCIPLES FOR MEASURES SELECTION OF THE ACTION PLAN

Basic Principle No. 1: The “4Es” approaches should guide the planning and implementation of
measures indicated in this Action Plan. Participation of whole traffic safety concerned agencies is
essential conditions for the success of this Action Plan.

Basic Principle No. 2: The Action Plan should be integrated with related existing policies and
plans of the government.

Basic Principle No. 3: The proposed traffic safety measures should be ensured under a strong
leadership and with adequate financial and human resources.

8.4.3 OBJECTIVES OF THE ACTION PLAN

• To provide a fundamental system to reduce road traffic accidents.

• To improve the knowledge, creating traffic safety awareness for road users.

• To enhance the management activities of vehicle and driver quality.

• To strengthen the capacity for the legal enforcement forces.

• To mitigate the factors causing safety losses in transport infrastructures.

8.4.4 SECTORAL TRAFFIC SAFETY DEVELOPMENT ACTION PLAN

(1) Development of Safe Road Traffic Environment

(i) Black Spot Improvement Program

Table 8.4.1 Action Plan for Black Spot Improvement Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Inv olved Agency 2011 2012 2013 2014 2015 2023
(1) Dev elopment of cooperativ e mechanism between traffic
2012 UNRA POLICE, KCC 0.1 0.1
police and road management authority
(2) Dev elopment of black spot improvement guideline 2012 UNRA 0.3 0.3
(3) Implementation of the black spot improv ement pilot project
2013 UNRA POLICE 0.5 0.5
including training for engineers and capacity dev elopment
(4) Utilization of the black spot improvement database,
development of supporting tools and establishment of the 2014 UNRA POLICE 0.2 0.1
ex ecuting agency
(5) Follow-up on the results of post-monitoring of the black spot
2023 UNRA 0.1 0.5
improvement
Total 0.4 0.9 0.7 0.1 0.1 0.5

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(ii) Road Safety Audit System Development Program

Table 8.4.2 Action Plan for Road Safety Audit System Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involv ed Agency 2011 2012 2013 2014 2015 2023
(1) Promotion of RSA system to the road management
2023 UNRA KCC 0.2 0.2 1
authorities
(2) Rev ision of RSA guideline 2013 UNRA 0.2 0.2
(3) RSA pilot project 2012 UNRA 0.4 0.4
Total 0.4 0.6 0.2 0.2 0.2 1

(iii) Highway Traffic Safety Facility Enhancement Program

Table 8.4.3 Action Plan for Highway Traffic Safety Facility Enhancement Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involv ed Agency 2011 2012 2013 2014 2015 2023
(1) Systematic road network dev elopment with appropriate function sharing
(a) Safety facilities improvement for roads along residential
2015 KCC 0.5 0.5 0.5 0.5 0.5
areas
(b) Sy stematic road network improvement in residential and
2020 UNRA KCC 1 1 3
commercial zones
(c) Systematic road network dev elopment 2023 UNRA 10
(2) Enhancement of traffic control in accordance to local characteristics and road function
(a) Improvement of traffic regulations and operation in
2015 UNRA KCC 0.1 0.1 0.1
accordance with local conditions
(b) Traffic regulation improvement for trunk road 2013 UNRA 0.1 0.1 0.1
(3) Promotion of smooth and comfortable road traffic, and road accident prevention measures on general roads
(a) Railway crossing improv ement Uganda
2013 Railways 0.2 0.2 0.2
Cooperation
(b) Traffic control and information system dev elopment for inter-
2015 UNRA 1 1 1
city road
UNRA,
(c) Traffic signal and control system development 2014 KCC 1.5 1.5 1.5
POLICE
(d) Intersection improvement 2014 KCC UNRA 2 2 2
(e) Traffic safety facilities improv ement 2023 UNRA KCC, POLICE 0.5 0.5 0.5 2.5
(4) Review of design standard considering traffic
2013 UNRA 0.1 0.1 0.1
characteristics and budgetary situations
(5) Promotion of design standard and its applicable application
(a) Integration of design standards and development of design
2015 UNRA 0.2 0.2
standard instruction manual
(b) Standard design drawings dev elopment 2015 UNRA 0.2 0.2
Total 0.9 4.4 6 7 3.5 15.5

(iv) Vulnerable Road User Accident Prevention Program

Table 8.4.4 Action Plan for Vulnerable Road User Accident Prevention Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1) Development of safe pedestrian space
(a) Pedestrian facility improvement along school routes 2014 UNRA KCC 0.5 0.5 0.5
(b) Pedestrian facility improvement for high-risk accident areas 2015 UNRA KCC 0.5 0.5 0.5
(2) Separation of car traffic and development of facilities for light
2020 KCC UNRA 5
vehicles
(3) Exclusive bicycle lane facility development 2020 KCC UNRA 5
Total 0 0.5 1 1 0.5 10

(v) Traffic Safety Project Monitoring and Maintenance Program 0 0 0.5 0.1 0.1 0.5
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1) Capacity development on planning and implementation of traffic safety environment improvement
(a) Monitoring and evaluation system for safety planning 2023 NRSA 0.1 0.1 0.5
(b) Establishment of a monitoring and evaluation unit of road
2013 NRSA 0.5
safety plan
Total 0 0 0.5 0.1 0.1 0.5

(v) Traffic Safety Project Monitoring and Maintenance Program

Table 8.4.5 Action Plan for Traffic Safety Project Monitoring and Maintenance Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1) Capacity development on planning and implementation of traffic safety environment improvement
(a) Monitoring and evaluation system for safety planning 2023 NRSA 0.1 0.1 0.5
(b) Establishment of a monitoring and evaluation unit of road
2013 NRSA 0.5
safety plan
Total 0 0 0.5 0.1 0.1 0.5

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(vi) Urban Road Traffic Safety Plan Development Program

Table 8.4.6 Action Plan for Urban Road Traffic Safety Plan Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1) Enhancement of traffic control in accordance to
2013 KCC POLICE 0.2 0.2 0.2
characteristics and road function in urban area
(2) Promotion of upgrading and efficient traffic signal system development
(a) Coordinated traffic signal system development 2015 UNRA KCC 0.8 0.8 0.8 0.8
(b) Area wide and flexible signal control system development 2023 UNRA KCC 2
(3) Development of parking space and strengthening of enforcement for illegal parking
(a) Illegal parking prevention facilities development 2013 KCC 0.3 0.3 0.3
(b) Efficient parking regulation system development 2013 KCC POLICE 0.6 0.6
(c) Formulation of regulations making parking facility
2014 KCC 0.1 0.1
compulsory in every building construction
(d) Comprehensive parking system plan development 2012 KCC POLICE 0.2 0.2
(4) Improvement of traffic demand control
(a) Public transport prioritizing facilities development 2013 MOWT KCC 0.8 0.8
(a) Promotion of public transport usage facilitation 2015 MOWT KCC 0.3 0.3 0.3
(b) Measures promoting traffic dispersion during peak hour 2015 NRSA 0.1 0.1
(c) Park and ride system development 2020 MOWT KCC 1.5
Total 0.7 2.9 3.1 1.3 1.2 3.5

(vii) R&D, Human Resources Development Program

Table 8.4.7 Action Plan for R&D, Human Resources Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1) Utilization of the black spot improvement database,
development of supporting tools and establishment of the 2012 UNRA POLICE 0.2 0.2
executing agency
(2) Follow-up on the results of post monitoring of the black spot improvement
(a) Development of support mechanisms to increase efficiency
2012 UNRA 0.1 0.1
of the black spot improvement such as database and guideline
(b) Promotion of establishment of an independent implementing
unit in the road management organization which shall be 2012 UNRA KCC 0.2
responsible for traffic safety mitigation
(c) Legal establishment of research institution on black spot
2012 NRSA MOWT 0.5
improvement
(3) Establishment of licensing/accrediting system and human
2014 NRSA UNRA 0.8 0.8
resource development mechanism for the auditors
(4) Utilization of database supporting the auditing, development
of the supporting tools and establishment of the responsible 2015 NRSA UNRA 0.2 0.2 0.2
agency
(5) Scientific traffic accident analysis, evaluation of effectiveness of RSA implementation and cost-effectiveness, and feedback mechanism for the results to be appropriately utilized
(a)Establishment of new institution in charge of traffic safety
2012 NRSA UNRA 0.2
analysis
(6) Scientific support for design standard preparation
(a)Establishment of research and development institute for the
2013 NRSA UNRA 1 1
design standard and guideline improvement
Total 0.3 2.2 2 1 0.2 0

(2) Enhancement of Safe Driving and Vehicle Safety

(i) License Renewal System Development Program

Table 8.4.8 Action Plan for License Renewal System Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1) License Renewal System
(a)Preparatory works 2011 TLB MOWT 2
(b)Training of instructor 2013 TLB 0.3 0.3
(c)Enactment of law 2014 NRSA MOWT
(2) License Renewal System by Traffic Violation
(a)Database establishment 2015 TLB 1 1 1
(b)System design and textbook development 2012 TLB 0.5 0.5
(c)Coordination with concerned organizations 2013 NRSA TLB 0.1 0.1
(d)Instructor training 2015 TLB 0.5
(e)Law enactment 2015 NRSA MOWT
(3) License System for Beginning Drivers 2020 TLB 2
Total 2.5 0.9 1.4 1 1.5 2

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(ii) Driver Training and Testing System Development Program

Table 8.4.9 Action Plan for Driver Training and Testing System Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1) Driver Training and Testing
(a)Preparatory works 2011 TLB MOWT 5
(b)Coordination with concerned organizations NRSA,
2012 TLB MOWT, 0.2
POLICE
(c)Textbook preparation 2013 TLB NRSA 1
(d)Manual preparation for professional driver 2014 TLB 0.3 0.3
(e)Development of instructor education system 2014 TLB 0.2 0.2
(f)New content materials for training and testing for traction
2014 TLB 1 1
vehicle
(g)Adequate financial support to ensure sustainable operation 2023 MOWT NRSA 0.1 0.1 0.1 0.5
(2) Safe Driving Management System for PSV and Commercial Company
(a)Preparatory works 2011 TLB UTODA 3
(b)Coordination with concerned organizations 2012 TLB UTODA 0.2
(c)Preparation of manual for transport companies 2014 TLB UTODA 0.3 0.3
(d)Conduct of pilot project UTODA,
2013 TLB 2
POLICE
Total 8 0.4 4.9 1.9 0.1 0.5

(iii) Vehicle Registration System Development Program

Table 8.4.10 Action Plan for Vehicle Registration System Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Preparatory works 2011 MOWT UNBS 1
(b)Coordination with concerned organizations 2012 MOWT UNBS 0.1
(c)Development of system 2013 UNBS MOWT 0.5
(d)Enhancement of the new standard 2015 UNBS MOWT 1 1
(e)Instruction to manufacturer and dealer 2015 UNBS MOWT 0.3
Total 1 0.1 0.5 1 1.3 0

(iv) Vehicle Inspection System Development Program

Table 8.4.11 Action Plan for Vehicle Inspection System Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involv ed Agency 2011 2012 2013 2014 2015 2023
(a)Preparatory works 2011 MOWT UNBS 5
(b)Coordination with concerned organizations 2012 MOWT UNBS 0.02
(c)Development of system 2013 UNBS MOWT 0.5
(d)Enhancement of the new standard 2015 UNBS MOWT 0.5 0.5
(e)Instruction to manufacture and dealer 2015 UNBS MOWT 1
(f)Law enactment 2015 NRSA UNBS
Total 5 0.02 0.5 0.5 1.5 0

(v) Organizational and Resource Development Program

Table 8.4.12 Action Plan for Organizational and Resource Development Program
Core Agency Coordinating C ost (million U SD)
Activ ities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Preparation of system and contents 2013 NRSA MOWT,TLB 0.1 0.1
(b)Personal training 2023 TLB MOWT 0.3 0.3 0.3
Total 0 0.1 0.1 0.3 0.3 0.3

(3) Efficient Traffic Control and Enforcement Development Plan

(i) Traffic Safety Guidance for Young and Vulnerable Road Users Program
Table 8.4.13 Action Plan for Traffic Safety Guidance for Young and Vulnerable Road Users Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Inv olved Agency 2011 2012 2013 2014 2015 2023
(a)On-street traffic safety guidance to motorcy cle tax i and
2020 POLICE UTODA 0.2 0.2 0.2 0.2
pedestrians
(b)On-site traffic safety guidance on how to drive at black- POLICE
2020 UTODA 0.1 0.1 0.1 0.1
spots and black-sections
(c)Intensified traffic safety guidance for y oung drivers 2023 POLICE 0.2 0.2 0.2 0.2
Total 0 0 0.5 0.5 0.5 0.5

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(ii) Strengthening and Intensifying Traffic Law Enforcement Program

Table 8.4.14 Action Plan for Strengthening and Intensifying Traffic Law Enforcement Program
Core Agency Coordinating Cost (million USD)
Activ ities Completed by
Inv olv ed Agency 2011 2012 2013 2014 2015 2023
(a)Traffic v iolations such as ov er speeding, signal ignorance, 2023 POLICE 0.2 0.2 0.2 0.2
t
(b)Traffic v iolators at black-spots and sections 2020 POLICE 0.5 0.5 0.5 0.5
(c)Traffic v iolators among commercial driv ers 2023 POLICE UTODA 0.1 0.1 0.1 0.1
Total 0 0 0.8 0.8 0.8 0.8

(iii) Coordination among Concerned Agencies Responsible for Traffic Safety

Countermeasures Program
Table 8.4.15 Action Plan for Coordination among Concerned Agencies Responsible for Traffic Safety
Countermeasures Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Examination and design of public relations strategies on NRSA,
2012 POLICE 0.1
coordination mechanism with related agencies TLB,UNRA
(b)Presentation and exchange of views among the participants POLICE
NRSA,
on the current situation of traffic safety guidance and 2014 0.2 0.2
TLB,UNRA
enforcement activities
(c) Presentation and exchange of views among the
NRSA,
participants on the current issues on traffic facilities and traffic 2014 POLICE 0.2 0.2
TLB,UNRA
management related to traffic safety guidance and enforcement
Total 0 0.1 0.4 0.4 0 0

(iv) Recording and Evaluation of Traffic Safety Guidance and Enforcement Activities
Program
Table 8.4.16 Action Plan for Recording and Evaluation of Traffic Safety Guidance and Enforcement
Activities Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Inv olv ed Agency 2011 2012 2013 2014 2015 2023
(a)Recording of traffic guidance and enforcement activ ities 2013 POLICE 0.3 0.3
(b)Ev aluation of the activ ities 2013 POLICE 0.1
(c)Activ ity planning based on the ev aluation 2014 POLICE 0.1
Total 0 0.3 0.4 0.1 0 0

(v) Human Resource Development on Traffic Safety Guidance and Enforcement Program
Table 8.4.17 Action Plan for Human Resource Development on Traffic Safety Guidance and
Enforcement Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Examination of human resource development policy on
2012 POLICE NRSA 0.1
traffic safety guidance and enforcement
(b)Development of training system for sustainable human POLICE
resource 2013 NRSA 0.2
development
(c)Beginners' training 2015 POLICE 0.2 0.2
(d)Intermediate leaders' training 2015 POLICE 0.2 0.2
(e)Advance training 2015 POLICE 0.2 0.2
Total 0 0.1 0.2 0.6 0.6 0

(vi) Preparation and Development of Equipment for Traffic Safety Guidance and
Enforcement Program
Table 8.4.18 Action Plan for Preparation and Development of Equipment for Traffic Safety Guidance
and Enforcement Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Equipment procurement plan for traffic safety guidance and
2012 POLICE 0.1
enforcement
(b)Implementation of procurement plan 2014 POLICE 0.5 0.5
Total 0 0.1 0.5 0.5 0 0

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(4) Traffic Safety Education in School Development Plan

(i) Traffic Safety Educational Practice Program for Pre-School Children

Table 8.4.19 Action Plan for Traffic Safety Educational Practice Program for Pre-school Children
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1)Traffic safety education improvement program at 2015 MOES 0.5 0.5 0.5
(2)Safe road crossing ability development program POLICE,
2014 MOES 0.1 0.1 0.1
NGO
(3)Parental education development program 2014 MOES NGO 0.2 0.2 0.2
Total 0 0.8 0.8 0.8 0 0

(ii) Traffic Safety Education for Primary School Students Program

Table 8.4.20 Action Plan for Traffic Safety Education for Primary School Students Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Inv olv ed Agency 2011 2012 2013 2014 2015 2023
(1)Traffic safety education improv ement program at primary school lev el
(a)Traffic safety zone (Safe-Routes-to/from-home-school) 2014 MOES POLICE 0.1 0.1 0.1
Total 0 0.1 0.1 0.1 0 0

(iii) Community Involvement Program

Table 8.4.21 Action Plan for Community Involvement Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1)Black spots/hazardous spots identification program 2015 NGO POLICE 0.1 0.1
(2)Safe children’s crossing program 2015 NGO POLICE 0.1 0.1
Total 0 0 0 0.2 0.2 0

(iv) Organizational and Institutional Framework Development Program

Table 8.4.22 Action Plan for Organizational and Institutional Framework Development Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(1)Institutionalization of school traffic safety education
(a)Curriculum development program 2012 MOES 0.1 0.1
(b)Teaching materials/aids development/supply program 2013 MOES 0.3 0.3
(2)Human resource development program (Training and retraining of school teachers)
(a)School-police liaison system development program 2014 MOES POLICE 0.2
(b)Guideline on the management and evaluation of school
2015 MOES 0.1 0.1
traffic safety education
Total 0.1 0.4 0.3 0.3 0.1 0

(v) Enhancement of Awareness Campaign Program

Table 8.4.23 Action Plan for Enhancement of Awareness Campaign Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Sustainable coordinated safety awareness activities
2012 NRSA NGO 0.2
system development
(b)Sustainable community traffic safety system 2014 NRSA NGO 0.1 0.1
(c)Traffic safety consciousness publication by mass 2014 NRSA NGO 0.5 0.5
Total 0 0.2 0.6 0.6 0 0

(5) Medical Emergency Development Plan

(i) Development of Pre-Hospital Care Program

Table 8.4.24 Action Plan for Development of Pre-hospital Care Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Strengthening emergency information system 2015 MOH 2 2
(b)First aid and transportation system 2013 MOH 1 1 1
(c)Development of emergency call System 2014 MOH 0.5 0.5 0.5
Total 1 1.5 1.5 2.5 2 0

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(ii) Training Health Workers for Emergency System Program

Table 8.4.25 Action Plan for Training Health Workers for Emergency System Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Standardization of training curriculum 2012 MOH NGO 0.3 0.3
(b)Formulation of emergency training centers 2014 MOH 0.5 0.5
(c)Design, printing and dissemination of training 2015 MOH NGO 0.1
(d)Educating the community and school children 2023 MOH MOES, NGO 1
Total 0.3 0.3 0.5 0.5 0.1 1

(iii) Capacity Development for Disaster and Mass Casualty Accident Program
Table 8.4.26 Action Plan for Capacity Development for Disaster and Mass Casualty Accident Program
Core Agency Coordinating Cost (million USD)
Activities Completed by
Involved Agency 2011 2012 2013 2014 2015 2023
(a)Strengthening emergency capacity of the hospitals 2015 MOH 0.5 0.5 0.5 0.5
(b) Development of satellite hospitals along black 2023 MOH 10
(c)Organization of a disaster medical assistance team 2013 MOH 0.2 0.2
Total 0 0.7 0.7 0.5 0.5 10

8.4.5 TRAFFIC SAFETY INSTITUTIONS

Table 8.4.27 Action Plan for Traffic Safety Institutions Development Program
Year 2011 2012 2013 2014-2015
National Road • Detailed design of the • Implementation by the • Establishment of • Start of full-scale
Safety Authority structure and its legal provisional organization permanent organization activities
procedure • Human resource • Preparation of • Monitoring and
• Establishment of development Five-Year Action Plan evaluation of the
provisional organization Five-Year Action
• Human resource Plan
development
1.2 1.0 0.3 0.3
Traffic Safety • Detailed design of the • Human resource • Establishment of • Start of full scale
Research and structure development for the permanent organization activities
Development • Establishment of center • Research and analysis • Data collection and
Center provisional organization for Five-Year Action analysis of Five-Year
• Human resource Plan Action Plan
development for the • Completion of traffic
center safety database
0.3 0.3 - -
Traffic Safety • Preparatory period • Legal procedure • Start of activities
Foundation • Review of the
organizational setup

1.5 - -
Total 1.9 2.6 0.3 0.3
(million USD)

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8.5 IMPLEMENTATION PLAN

8.5.1 MAJOR FINDINGS

Major findings of the Study are summarized as follows:

(1) Smooth economic development has brought rapid increase in the rate of motorization.
As of 2008, a total of 470,000 vehicles are registered across the country, 50% of which
are motorcycles.
(2) The road traffic accidents increased rapidly from 1990 to 2007, with an annual increase
rate of 7.8%. During this 17-year period, the number of fatalities has increased 3.6
times. The numbers of accidents, fatalities and injuries have reached 20,413, 2,807 and
14,073, respectively, which increased economic losses to approximately 2.9% of the
GDP. Fatality rate still remains at a critical level of 52.9 per 10,000 motorized vehicles.
(3) Causes of the traffic accidents are intricately intertwined between physical situation and
human errors as well as mixed traffic and reckless driving behaviors. Many traffic
accidents have occurred on the main trunk roads, of which 38% of total fatalities are
pedestrians. The major causes of accidents are careless driving and reckless driving.
(4) The GOU has undertaken numerous countermeasures as well as enlisted the support,
assistance and cooperation of international donors to alleviate one of the most pressing
social problems in the country at present, which is traffic safety. While some of the
countermeasures are implemented in the country, there are still further needs to develop
safe driving behaviors among traffic participants in the country.
(5) Urgent traffic safety issues have been addressed by the different sectors, such as black
spot improvements for the engineering sector, dissemination of school traffic safety
education for the education sector, and development of the 119 system for the
emergency sector. However, these efforts are still on the pilot stages and only in very
limited areas.
(6) Traffic Safety Strategic Plan and its Action Plan have been developed. The Strategic
Plan is aimed at developing traffic safety development policies and strategies toward
2023 while the Action Plan will be the implementation program of the proposed
Strategic Plan policies and strategies for the next five years (2011-2015).
(7) The proposed Action Plan is an integration of different sectoral programs into a
comprehensive program, namely: Transport Engineering, Transport Operation, Traffic
Enforcement, Traffic Safety Education Development, Medical Emergency and
Institutional Improvement.

8.5.2 IMPLEMENTATION PLAN

The proposed Strategic Plan will be a basic policy and guideline for the government. The
Strategic Plan and Action Plan include the comprehensive measures, and the following are some
of the major recommendations to facilitate key institutional setup of the strategic traffic safety
plan:

¾ Traffic Safety Human Resource Development Project in Kampala

¾ Comprehensive Vehicle Management System Development Project
¾ Project for the Study on Development of Traffic Control Device Integration and Traffic
Surveillance System

(1) Traffic Safety Human Resource Development Project in Kampala

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Background

“4Cs (communication, cooperation, collaboration, and coordination)” approach proposed as

one of “Implementation Strategies” on “Basic Strategies for the Traffic Safety Measures”,
among traffic safety stakeholders are key institutional function to implement traffic safety
strategic plan effectively and efficiently. Besides, “4Es” approach is proposed as “Basic
Principle” for action plan measures selection.

This project is proposed to take above traffic safety principles into practical traffic safety
activities as integrated project of following action programs for coordination and human
resource development:

Development of Safe Road Traffic Environment

(vii) R&D, Human Resources Development Program
Efficient Traffic Control and Enforcement Development Plan
(iii) Coordination among Concerned Agencies Responsible for Traffic Safety
Countermeasures Program
Traffic Safety Education in School Development Plan
(iv) Organizational and Institutional Framework Development Program
This project is intended to improve following current inter-sectoral problems through mutual
project implementation among traffic safety concerned agencies towards effective and efficient
implementation of traffic safety strategic plan.

・ Unclear administrative responsibility on traffic safety-related issues among concerned

agencies

・ Insufficient coordination and cooperation system on traffic safety measures implementation

among concerned agencies

・ Insufficient capacity on traffic safety measures planning and implementation in concerned

agencies

・ Lack of traffic safety-related ability of concerned staff in responsible agencies

Project Objective

・ Improvement of traffic safety measures in Kampala

Objectives (Output)

・ To establish a system for planning, implementation and evaluation of comprehensive traffic

safety measures in Kampala.

・ To improve abilities of traffic policemen of Kampala Traffic Police Division for traffic
enforcement.

・ To improve abilities of traffic inspectors of KCC for traffic enforcement.

・ To improve abilities of officers of KCC for traffic management and road facilities.

・ To improve abilities of officers of National Curriculum Development Center (NCDC) for

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traffic safety education.

Implementation Structure

Source: JICA Study Team

Figure 8.5.1 Project Implementation Structure

Implementation Plan:

・ JICA Technical Cooperation Project (3 years: 2011-2013)

・ Traffic safety specialist (engineering, enforcement, education, etc.), OJT, Equipment

provision

(2) Comprehensive Vehicle Management System Development Project

Background

Two action plans named “(iii) Vehicle Registration System Development Program” and “(iv)
Vehicle Inspection System Development Program” are proposed as driver and vehicle sector
development program based on the following sector planning strategy on “Enhancement of
Safe Driving and Safety Vehicles”:

(ii) To develop driving standard and vehicle standard to clarify social responsibilities of
drivers and vehicle owners
(iv) To develop integrated vehicle management system (vehicle registration, vehicle
inspection) to create safe and sustainable traffic safety society
This project is proposed as initial setup stage for above mentioned action plan programs to
provide practical planning suggestion for smooth implementation of the action plan programs
towards development of new vehicle registration and inspection system with improvement
following current problems:

・ Defective vehicle management system (suspended compulsory vehicle inspection system,

defective check system of insuring)

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・ Inefficient vehicle management system due to lack of coordinated communication system

among concerned organizations (database, etc.)

・ Lack of “benefit principle” perspective on traffic safety funding

Objectives

・ Development of vehicle inspection standard (TLB, UNBS)

・ Development of coordinated vehicle management system (URA, UNBS)

・ Formulation of framework to promote vehicle inspection system privatization (TLB)

・ Development of new vehicle taxation system (URA)

Implementation Plan

・ Technical Cooperation for Development Planning (1 year: 2011-2012)

・ Vehicle management institution specialist, vehicle taxation specialist, etc.

Source: JICA Study Team

Figure 8.5.2 Proposed Vehicle Registration and Inspection System

(3) Project for the Study on Development of Traffic Control Device Integration and Traffic
Surveillance System

Background

An action plan named “(iii) Highway Traffic Safety Facility Enhancement Program, (3), c)
Traffic signal and control system development” is proposed as engineering sector development
program based on the following sector planning strategy on “Development of Safe Road
Traffic Environment”:

(ii) To improve traffic control and management devices to provide safety guidance to the
drivers and road users;
This project is proposed as a pilot scheme for the above mentioned action plan to transfer

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planning, design, and operational technology on the integrated traffic surveillance system. In
addition to that, it is intended to make the road improvement projects which include traffic
signals installation more effective towards achievement of following issues:

・ Capacity expansion of existing independent traffic lights to meet future traffic demand

・ Area traffic control and its surveillance system is necessary to meet motorization
development

・ Optimization of traffic safety resource (traffic police, equipment)

Objectives

・ Pilot project for advanced and coordinated traffic lights operation (KCC, UPF)

・ Development of strategy for introduction of area traffic surveillance system based on the
result of the pilot project (KCC, UPF)

・ Development of efficient traffic police resource management system (UPF)

Implementation Plan

・ Technical Cooperation for Development Planning (2 Years: 2012-2014)

・ Traffic safety specialist (traffic engineer, electric engineer, enforcement specialist, etc.)

Traffic Control Center Traffic Monitor

Auto-Traffic Light Controller Network Traffic Light with Traffic

Detector

Figure 8.5.3 Example of Area Traffic Control System

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CHAPTER 9 PUBLIC TRANSPORT PLAN

9.1 MAJOR FINDINGS ACQUIRED BY TRAFFIC SURVEY

In this section, the major findings acquired from the traffic survey conducted in January 2010 are
enumerated.

9.1.1 TRAFFIC FLOW AND ITS TENDENCY

(1) Traffic Flow

1) Traffic Volume

The traffic volume of minibus and motorcycles by the traffic count is shown in the following
table.

Table 9.1.1 Traffic Count Result Table 9.1.2 Traffic Count Result
(Minibus) (Motorcycle)
Survey Other Composition No. of
Road Name Minibus Total Survey Point Road Name
Point Vehicle of Minibus Motorcycle
No.1-1 Port Bell 1,748 9,145 10,893 16.0% No.1-1 Port Bell 4,470
No.1-2 Jinja 8,129 15,568 23,697 34.3% No.1-2 Jinja 8,019
No.1-3 Kira 4,433 15,632 20,065 22.1% No.1-3 Kira 6,103
No.1-4 Gayaza 3,954 6,546 10,500 37.7% No.1-4 Gayaza 7,865
No.1-5 Bombo 3,547 8,963 12,510 28.4% No.1-5 Bombo 9,418
No.1-6 Sir. Apollo Kaggwa 2,616 5,550 8,166 32.0% No.1-6 Sir. Apollo Kaggwa 7,911
No.1-7 Makerere Hill 3,005 17,640 20,645 14.6% No.1-7 Makerere Hill 13,627
No.1-8 Hoima 6,344 5,013 11,357 55.9% No.1-8 Hoima 10,121
No.1-9 Masaka 5,144 6,814 11,958 43.0% No.1-9 Masaka 6,606
No.1-10 Natete 2,262 10,073 12,335 18.3% No.1-10 Natete 8,000
No.1-11 Entebbe 9,150 19,640 28,790 31.8% No.1-11 Entebbe 12,725
No.1-12 Gaba 4,187 11,211 15,398 27.2% No.1-12 Gaba 13,220
Note: Motorcycle is excluded
Source: JICA Study Team

Since most minibuses are deemed to be matatsu (minibus), the movement of matatsu is surmised
by minibus here. The total traffic volume counted is highest on Entebbe Road, second highest on
Jinja Road and third highest on Makerere Hill Road. Meanwhile, minibus volume is highest on
Entebbe Road, second highest on Jinja Road and third highest on Hoima Road. Comparing north,
south, east and west, the total traffic and minibus traffic are less in the west direction. On Hoima
Road, minibus occupies more than 50% of total traffic (Table 9.1.1).

In case of boda-boda, it is more difficult to distinguish boda-boda from private motorcycle. But
most of motorcycles are speculated to be boda-boda, either formal or informal. Volume of
motorcycle varies more irregularly and influenced by traffic congestion on the road and activity
around the survey point (Table 9.1.2). In some survey points, motorcycle volume is close to the
volume of other vehicles. It is evident that the effect of motorcycles is not ignored for the road
capacity. Figure 9.1.1 shows the total traffic volume and minibus volume.

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12hr Traffic Volume

Motorcycle is excluded Source: JICA Study Team

Figure 9.1.1 Traffic volume of Minibus and Other Vehicle by Traffic Count
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2) O-D Traffic Volume of Minibus

Based on the O-D table of minibus captured at road side interview, the desired line of minibus
vehicle is shown in the following figure. The concentration in the Kampala City center (zone 1)
is dominant. Among the incoming movements toward the city center, the movement from
Kampala City (zone 2 – zone 5) is very large. Outside the Kampala City area, traffic from
adjacent zones such as Kira (zone 14), Kyandondo (zone 15), Nangabo (zone 16) and Nabuweru
(zone 17) is also large. Except for the adjacent zones, movement from Entebbe (zone 9) is
conspicuous.

Source JICA Study Team

Figure 9.1.2 O-D Distribution of Minibus

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(2) Trip Characteristics

1) Minibus Passenger

a) Trip Purpose

According to the passenger interview survey for

minibus, the proportion of home and other
related trips is highest. Office and business trips
are the second highest. Shopping and hospital
trips are rather low.

b) Trip Length

Trip length (time) distribution of minibus

passenger is shown in the following figure.
Travel time of minibus passenger is most
frequently between 30 and 60 minutes. However,
trips taking more than 120 minutes are also Source: JICA Study Team
frequent. Figure 9.1.3 Trip Purpose of Minibus
Passenger
The average time is approximately 70 minutes. It
is pointed out that minibus is used for trips of
various distances except for walking distance trips.

Source: JICA Study Team

Figure 9.1.4 Trip Length Distribution (Minibus)

c) Frequency of Trip

In total, more than 50% of passengers

use minibus once or twice everyday.
As for the frequency by trip purpose,
passengers use minibuses more than
once every day for office, business
and home purposes. In terms of
shopping and social purposes, less
than 30% of passengers use
minibuses everyday.

Source: JICA Study Team

Figure 9.1.5 Trip Frequency by Purpose (Minibus)

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d) Fare

- Average Fare

Average fare of minibus trip for all purposes is UShs1,242. For school, home, business and office
purposes, average fare is UUShs2000-3000. For shopping, average fare is lower.

- Travel Time and Fare

Minibus fare for passengers traveling under 30 minutes is UShs 700-800. The fare increases to
UShs 1,000 for 30-60 minutes travel.

Source: JICA Study Team Source: JICA Study Team

Figure 9.1.6 Minibus Fare by Purpose Figure 9.1.7 Minibus Fare by Travel Time

- Fare and Income Table 9.1.3 Monthly Income and Minibus Fare

Concerning office and business trips, the average

income is UShs 821,000 and minibus fare is UShs
2,500. Therefore, if minibus is used for five
weekdays and for home purpose, the total minibus
fare becomes UShs 100,000, which is 12% of the Source: JICA Study Team
passenger’s income.

2) Boda-Boda Passenger

a) Trip Purpose

According to the passenger interview survey for

boda-boda, the proportion of business trips is highest
and business related purposes together with office
and business trips occupy 46% of all the trips.
Compared with the minibus trips, social trips by
boda-boda occupy a larger share.

Source: JICA Study Team

Figure 9.1.8 Trip Purpose of Boda-Boda
Passenger

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b) Trip Length

Trip length (time) distribution of boda-boda passenger is shown in the following figure. Travel
time of boda-boda passenger is most frequently between 10-20 minutes and decreases from 20
minutes. Most of the trips are completed within 60 minutes.

The average time is approximately 21 minutes. boda-boda is used for short distances including
walking distances since some parts of Kampala are in the hilly areas.

Source: JICA Study Team

Figure 9.1.9 Trip Length Distribution (Boda-Boda)

c) Frequency of Trip

In total, more than 50% of passengers use boda-boda once or twice everyday. As for the
frequency by trip purpose, passengers use boda-boda more than once every day for office,
business, home and school purposes. For shopping, social and hospital purposes, less than 20%
of passengers use boda-boda
everyday.

d) Fare

- Average Fare

Average fare for boda-boda trip for

all purposes is UShs 1,724.
boda-boda fare does not differ by
trip purpose excluding others
purpose.

Source: JICA Study Team

Figure 9.1.10 Trip Frequency by Purpose (Boda-Boda)

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Source: JICA Study Team Source: JICA Study Team

Figure 9.1.11 Boda-Boda Fare by Purpose Figure 9.1.12 Boda-Boda Fare by Yravel Time

- Travel Time and Fare

Boda-boda fare for passengers traveling under 30 minutes is 700-800 Shs. The fare increases to
UShs 1,000 for 30-60 minutes travel.

(3) Driver’s Conditions

1) Minibus Driver

a) Type of Business – Employed or Independent

Most minibus drivers are employed by the owner of the

minibuses. Only 15% of drivers own and operate their
minibuses.

b) Working Hour, Trip Frequency and Daily Collection Source: JICA Study Team

Average working hour of minibus drivers is 16.1 hour/day Figure 9.1.13 Type of Minibus
Drivers – Employed or Independent
and trip frequency is 5.0 times/day. Average travel time
for one trip (from origin to destination) is 3.22 hours.
Average daily collection of minibus fee is approximately UShs 86,000 (USD 44*).

* Exchange rate in February 2010

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Source: JICA Study Team Source: JICA Study Team

Figure 9.1.14 Work Hour of Minibus Drivers Figure 9.1.15 Trip Frequency of Minibus Drivers

2) Boda-Boda Driver

a) Type of Business – Employed or Independent

Most boda-boda drivers are employed by the owner of the

boda-boda. Compared with the minibus drivers,
proportion of owner-drivers is larger.

b) Daily Collection
Source: JICA Study Team
Average daily collection of boda-boda fee is Figure 9.1.16 Type of Boda-Boda
approximately UShs21,000 (USD 11*). Drivers – Employed or Independent

9.1.2 PASSENGERS’ CHARACTERISTICS AND DEMAND

(1) Characteristics of Minibus Passenger

Passengers’ general information is shown in the following table.

Table 9.1.4 Passengers’ General Information

Source: JICA Study Team

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Distribution of monthly income of

minibus passengers is shown in
Figure 9.1.17. Average income of
minibus passengers is UShs
384,000.

Source: JICA Study Team

Figure 9.1.17 Monthly Income of Minibus Passengers

(2) Minibus Passengers’ Demand

Minibus passengers’ demand for the

operation was also asked in the passenger
interview survey.

The dominant answer is fare with nearly

50% proportion of all the answers. Next
dominant answer is time, which occupies
one third of the answers together with fare.
Safety follows with 10% and then comfort
with 8%.

This order is not different by trip purpose. Source: JICA Study Team
However, time shows a larger portion on
Figure 9.1.18 Minibus Passengers’ Demand
office and business trips.

Source: JICA Study Team

Figure 9.1.19 Minibus Passengers’ Demand by Trip Purpose

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9.2 ISSUES TO BE SOLVED FOR PUBLIC TRANSPORT SYSTEM

9.2.1 OPERATION METHOD OF BUS AND MINIBUS SERVICES

Based on the traffic flow and its tendency, the Study Team pointed out the following issues which
should be solved for the operation of public transport:

1) Bus

• Buses are a high capacity collective mode of transport for medium and long distance journey
with well established boarding points, routes, intermediate stops and timetable。
• The traffic congestion in the bus terminals within the CBD hampers the operation of buses.
• Even more, large inter-urban buses accelerate the congestion in the central area.
• Inter-urban bus terminals inside the city center are too small and many passengers are waiting
outdoor for a long time.

Therefore, the following measures are proposed:

- Relocation of inter-urban bus terminals outside the city center will contribute in decreasing the
traffic congestion in the city center.
- Connection with other modes such as Bus Rapid Transit (BRT) and minibus will be
convenient for inter-urban bus passengers.

2) Minibus

The main problems are pointed out as follows:

• Low capacity minibus accelerates traffic congestion on the streets and in the parks
• Road traffic congestion in the operational route
• Taxi parks are always congested and waste much time for loading
• No fixed fare, route and timetable
• Improve drivers’ and conductors’ maneuver for safe and comfortable trip
• Review vehicle inspection system and licensing system

The following measures are expected:

- Concentration of demand shall be shifted to BRT.

- Therefore, operation of minibus shall be within the area which BRT will not cover.
- Orderly operation with fix fare; fixed bus stop and timetable is also necessary.
- Review of licensing system and registration system is required to avoid excessive competition.
- It is necessary to select the operating body of the minibus terminal in a more open and
competitive manner.

3) Boda-Boda

The main problems mentioned above are as follows:

• Accidents and heavy injuries of passengers without helmets.

• On some roads, motorcycle volume is close to half of the total volume. Motorcycles cannot be
ignored in the transport plan.
• Theft of vehicles.
• Lack of access to micro-finance.

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• Rough driving maneuver.

The following measures are expected:

- Clarification of role as the auxiliary mode for BRT and minibus.

- Exclusion of informal boda-boda by licensing system and sticker.
- Prohibition of running on BRT route.
- Improvement of driving manner by education and licensing system.

9.2.2 USERS’ OPINION ON PUBLIC TRANSPORT SERVICES

The results of the questionnaire about the passenger’s demand for minibus show that 45% of the
answers are for cheaper fare, 21% for speeding up the travel, 12% for safe driving and 9% for
comfortable vehicle.

The fare for public service vehicles in the existing system is not fixed. Also, the association of
minibus operators and drivers is a strong political body which controls the fare by itself. In order
to create orderly minibus system with fixed route, fixed fare and timetable, it is necessary to
review the existing tendering system. One of the measures is to divide the minibus control into
route (road) and to assign the control body for each route. The control body shall be selected by
open tendering.

The second answer is to speed up the public transport. In order to solve this request, there are two
ideas. One idea is to expand the road traffic capacity to meet the increasing traffic demand. The
other is to control the traffic demand and give priority to public transport system. The idea of the
GKMA relates to the second idea. The BRT System is proposed to be introduced on the main
radial arterial roads in Kampala.

The third and fourth answers need the education, control and enforcement of safe driving and
vehicle inspection for the drivers and owners of the minibuses. These items should be included in
the review of the licensing system of the public service vehicles.

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9.3 BASIC POLICY OF THE PUBLIC TRANSPORT PLAN

9.3.1 PRESENT ISSUES AND POLICY FOR PUBLIC TRANSPORT IMPROVEMENT

Based on the present conditions and present issues derived from Clauses 9.1 and 9.2, the strategy
for the long-term and medium-term public transport improvement is articulated.

The following are the policies to solve the present issues of each public transport mode:

1) Minibus

z Conversion of minibus to the BRT and large bus on routes where demand is concentrated
z Clarification of operating route and operating area of minibus
z Orderly operation with fixed fare, fixed bus stop and timetable
z Review of licensing system and registration system
z Establishment of new minibus terminal at the proper locations outside CBD

2) Large Bus

z Relocation and collection of inter-urban bus terminals with sufficient size outside the city
center

3) Boda-Boda

z Clarification of role as the auxiliary mode for BRT, large bus and minibus
z Exclusion of informal boda-boda by licensing system and sticker
z Prohibition of operation on BRT route and restriction of operating route
z Review of licensing system to control and improve the driving

The relation of the present issues and the above policies is shown in the following chart.

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Minibus

Low capacity minibus accelerates Conversion of minibus to the BRT and

traffic congestion on the arterial roads. large bus on the routes where demand
is concentrated
Minibus has no fixed fare, no fixed
route and no timetable. Clarification of operating route and
According to the current licensing operating area of minibus
system, number of operating minibus
cannot be clarified and the balance Orderly operation with fixed fare, fixed
between supply and demand cannot be
improved. bus stop and timetable

Improvement of vehicle body and Review of licensing system and

driving manner is required for safe and registration system
comfortable trip.
Establishment of new minibus terminal
Most of minibuses have their origin or
at the proper locations outside CBD
destination and accelerate
concentration in the city center.

Present areas of taxi parks are too

narrow and locations are not adequate
for their accessibility to arterial road.

Taxi parks are always congested and

minibuses waste much time for
loading.

Large-size bus

The traffic congestion of the bus Relocation and collection of

terminals within the CBD hampers the inter-urban bus terminals with
operation of buses. sufficient size outside the city center

Large inter-urban buses accelerate the

congestion in the central area.

Inter-urban bus terminals inside the

city center are too small and
inconvenient for the passengers.
Many small scale bus terminals in the
CBD are inconvenient for passengers.
Embarkation of passengers on the
roadside hampers traffic.

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Boda-Boda
Driving manner of Boda-Boda is rough Clarification of role as the auxiliary
and Boda-Boda hampers other traffic mode for BRT, large bus and Minibus
by irregular driving.
Exclusion of informal boda-boda by
Motorcycle volume including Boda- licensing system and sticker
Boda is increasing and occupies large
portion of traffic. Prohibition of operation on BRT route
and restriction of operating route
Many accidents and heavy injuries of
Boda-Boda passengers occur. Review of licensing system to control
and improve the driving

9.3.2 STRATEGY FOR THE LONG-TERM AND MEDIUM-TERM PUBLIC TRANSPORT

PLAN

In this public transport plan, long-term and medium-term target years are defined as 2023 and
2018, respectively.

(1) Objectives of Public Transport Improvement

In this study, the objectives of the public transport improvement are as follows:

z To provide a reliable and stable public transport service which meets the increasing volume
of passenger demand and diversification of needs of passengers

To cope with the increasing traffic demand and the worsening traffic congestion in GKMA,
enhancement of utilization of public transport is required more and more. To this end, public
transport should be improved and should be used by every social level of citizens. Through the
provision of reliable and stable public transport service which meets the increasing volume of
passenger demand and diversification of needs of passengers, utilization of public transport
should be promoted and thus, traffic condition in GKMA should be improved. Operation by fixed
time, fixed route and fixed fare is the most fundamental element for the reliable and stable
service.

z To harmonize with other road transport modes and to secure the safety of road traffic and
public transport

Road is the basic public infrastructure which various transport modes use. Public transport
should use the road properly as one of the users. Public transport should operate in harmony with
other traffic and should not hamper the road traffic. In this way, road safety and safety of
passengers can be secured. Therefore, the basic rule for the operation of public transport on road
should be established.

z To protect the interest of public transport industry properly and promote a sound evolution
of the public transport industry

Public transport industry is a kind of public entity working for the welfare of general public. In
order to protect the benefit of users by the provision of stable public transport, the public
transport industry should be managed stably based on the proper interest. Therefore, excessive
competition among industries shall be averted and competition shall be controlled. Through the
stable management of industry, sound evolution of public transport industry is ensured and the
beneficiary is protected.

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(2) Premise to Establish Strategy

For the establishment of the long-term and medium-term strategies for the public transport, the
following premises are given to each transport mode.

a) Introduction of BRT is the priority project in the transport sector of GKMA. Therefore, in
this study, the strategy of the public transport is established in harmony with the BRT project
and its implementation.

b) Since the number of passengers of minibus is very small and the transport efficiency is low,
the minibus shall be replaced gradually by large bus, medium bus and BRT as recommended
by NTMP/GKMA.

c) Bus is one of the public transport modes and it is necessary for it to be operated on fixed
route and fixed time. Therefore, operation method of present minibus without route and
timetable shall be gradually abolished.

d) The Transport Master Plan in GKMA (NTMP/GKMA) shows that the primary transport
mode in the target year is BRT. Therefore, the railway is not considered to function as a mass
transit system until the target year.

e) As for the Boda-Boda, the present operation is unsafe for passengers and hinders other traffic.
It is necessary to control the operation route or the operation area of Boda-Boda for a safe
and orderly operation.

(3) Objectives of Each Public Transport Development

a) BRT

- BRT will be introduced to enhance modal shift from passenger cars and minibuses to mass
transit by provision of rapid and comfortable transport mode on the arterial routes where
traffic demand is concentrated.
b) Large Bus

- Minibus will be replaced by large bus of approximately 50-60 passengers to improve the
transport efficiency and to alleviate traffic congestion.
- Large bus system will be introduced to prepare the BRT on the route where BRT will be
operated but not yet operating at present or to complement the BRT on the route where BRT
will not be operated.
- Large bus system will be administered by an integrated operating entity which will enable
the operation by fixed route, fixed schedule and fixed fare, as approved by the authority.
c) Medium Bus

- Since the existing minibuses are not efficient in terms of transport capacity and inferior in
terms of comfort of passengers, medium size buses with 25 to 30 passenger capacity will
replace the minibuses for the feeder routes of the BRT and large bus.
- Operation of medium bus will be limited to areas which the BRT and large buses will not
cover.
- Medium bus will be operated with fixed schedule and fixed fare, which are controlled by
the licensing authority.

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d) Inter-urban Bus

- Inter-urban bus will be connected closely to the BRT and large bus to unite the whole
country to GKMA.
e) Boda-Boda

- The existing terminals will function as the terminals of the medium bus and minibus along
with the developed terminals for the BRT and large bus.
f) Terminal

- To facilitate passengers' mobility by connecting the BRT and large bus routes with other
transport modes, the terminals will be developed. These terminals will become the base
stations for operation of public service vehicles.
- Terminals will alleviate the concentration in the city center terminals by relocating them
outside the city center.
- Public transport will not hamper general traffic by developing terminals outside the road.
(4) Long-term Strategy

1) Basic Strategy
- In consideration of the progress of the BRT project, large bus is operated on the route in
which BRT is not introduced.
- Medium bus is operated in the area which BRT and large bus do not cover and replaces the
minibus.
- Necessary terminals for the operation of the BRT, large bus, inter-urban bus and medium
bus will be developed.
2) BRT
- BRT will be operated on the pilot route and the primary BRT routes.
3) Large Bus
a) Route
- Large bus will be operated on the secondary BRT route and on the major collector route
where BRT will not be operated and where passenger demand will be concentrated.
b) Operation System
- Large bus will be operated on a scheduled basis and on a fixed route approved by the
authority. Fare system of large bus will be set in conformity with the BRT.
c) Operation Body
- Large bus routes which connect to the BRT route will share the trackage with the BRT. In
this case, large bus will bear the track access charge.
- Body of large bus will correspond to the BRT standards.
- In order to control the operation of large buses in terms of schedule, route and fare, it is
necessary that large buses are operated by few enterprises which are established through
joint investments.
d) Institution
- Necessary institution will be arranged for the coordinated operation of BRT and large bus
with other public service vehicles and for the enhancement of introduction of BRT and large

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bus.
4) Medium Bus
a) Route
- Replacement of minibus by medium bus and feeder system by medium bus will be
completed.
b) Operation System
- Total number of medium buses will be controlled to avoid excessive competition and to
keep the proper balance of supply and demand.
c) Institution
- Necessary institution will be arranged to realize controlled operation and to enhance the
introduction of medium bus.
5) Inter-urban Bus
- New inter-urban bus terminals will be developed and become the new town center outside
present urban area.
6) Boda-Boda
- Operation of Boda-Boda on the BRT and large bus routes will be prohibited. To coexist with
other vehicles on the road and to prevent accident, the driving method of Boda-Boda will be
restricted.
7) Terminal
- At the end of the large bus route located in the outer area, necessary bus terminals for the
transfer passengers will be developed. Terminals which are planned as the future BRT
terminals will be developed as the BRT terminals.
- Terminals for the medium bus will also be developed considering service area and service
route.
(5) Medium-term Strategy

1) Basic Strategy
- Among the BRT and large bus routes in the long-term strategy, the pilot route is selected
and operation of large bus will be commenced.
- Institutional framework for the introduction of BRT and large bus will be completed.
2) BRT
- BRT will be operated on the pilot route and development of BRT on primary route will be
commenced.
3) Large Bus
- For the introduction of large bus system, large bus pilot routes will be selected and
developed from the viewpoint of concentration of demand and extent of service area.
- Operation system of pilot routes will be the same as the system in the long-term with the
fixed route and fixed fare. Operation body will be the enterprise by joint investment.
4) Medium Bus
- Along the BRT and pilot large bus routes, medium bus will be introduced on the access
route for the BRT and large bus.

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5) Inter-urban Bus
- New inter-urban bus terminals will be developed outside the present urban area.
6) Boda-Boda
- Operation of Boda-Boda on the BRT and pilot large bus routes will be prohibited and the
driving method of Boda-Boda will be restricted.
7) Terminal
- Terminals along the BRT and large bus pilot routes will be developed based on the
long-term strategy.
8) Institution
- Institutional framework for the introduction of BRT and large bus will be completed until
the target year of the medium-term.
The following table shows the development progress of public transport in each phase including
the long long-term (2030) which is the target year of the BRT.

Table 9.3.1 Development Strategy of Public Transport

Medium-term Long-term Long long-term
Present Near Future
(2018) (2023) (2030)
BRT Pilot route Pilot route Pilot route All the planned route
Selected Primary Route completed
Large Bus Selected BRT Tributary Primary route
route
BRT Tributary Route

Collector route Collector route

Selected collectoer route
Medium Bus Feeder for BRT and large Feeder for BRT and large Feeder for BRT and large
bus bus bus
(completed)

Minibus Shift to BRT Pilot Route

Shift to BRT, Large bus, Medium bus
Shift to BRT, Large bus, Medium bus completed
insaide the urban area
Rural Area Remained
Boda-boda Prohibition on BRT and Prohibition on BRT and Prohibition on BRT and
large bus route large bus route large bus route
Development along BRT Development along BRT Development along BRT
Terminal
and large bus route and large bus route and large bus route
(completed)

Institution Framework completed Framework completed Framework completed

Source: JICA Study Team

Development objective and development strategy for public transport are shown in the following
table.

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 Table 9.3.2 Development Objective and Development Strategy for Public Transport
Final Report

Mid Term Long Term

- Pilot route is selected and operation of large bus is - In consideration of progress of BRT, large bus is operated on
Basic Strategy commenced. the route to which BRT is not introduced.
- Institutional framework for the introduction of BRT and large - Medium bus is operated in the area which BRT and large bus
bus is completed do not cover and replaces the minibus.
in the Republic of Uganda

Objective - Necessary terminals for the operation of BRT, large bus, inter-
urban bus and medium bus are developed.

BRT - Enhancement of modal shift from passenger cars and - Operation on pilot route and preparation for the introduction to - BRT will be operated on the pilot route and the primary BRT
minibuses to mass transit by provision of rapid and primary routes routes.
comfortable transport mode

Large Bus - Replacement of minibus to improve the transport - Large bus pilot routes will be selected and developed. - Large bus will be operated on the second primary BRT route
efficiency and to alleviate traffic congestion - Operation system of pilot routes will be the same as the system and on the major collector route where BRT will not be operated
- Introduction to prepare the BRT or to complement the in long-term. and to which passenger demand will concentrate.
BRT
- Intensive operation entities

Medium Bus - Replacement of minibus for the feeder routes of the - Along the BRT route and pilot large bus route, medium bus - Replacement of minibus by medium bus and feeder system by

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BRT and the large bus will be introduced on the access route for the BRT and the large medium bus will be completed.
- Operation in the area where the BRT and large bus do bus
not cover
The Study on Greater Kampala Road Network and Transport Improvement

- Fixed route, fixed schedule and fixed fare

Inter-urban Bus - To unite the whole country to GKMA by connecting - New inter-urban bus terminals will be developed outside - New inter-urban bus terminals will be developed and become
with the BRT and the large bus closely present urban area. the new town center outside present urban area.

Boda-boda - Role as the supplemental transport mode by regulated - Operation of Boda-boda on the BRT route and pilot large bus - Operation of Boda-boda on the BRT route and large bus route
operating method and operating route route will be prohibited. The driving method of Boda-boda will will be prohibited. The driving method of Boda-boda will be
be restricted. restricted.

Terminal - To facilitate passengers' mobility by connecting the - Terminals along the BRT pilot route and large bus pilot route - At the end of the large bus route located in the outer area,
BRT and the large bus with other transport mode will be developed based on the long-term strategy. necessary bus terminals will be developed.
- To alleviate the concentration to city center terminals by - Terminals planned as the future BRT terminals will be
relocating to terminals outside the city center developed as the BRT terminals.
- Terminals for the medium bus will be also developed.

Source: JICA Study Team

November 2010
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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

9.4 BRT NETWORK PLAN PROPOSED BY WB

9.4.1 CONFIRMATION OF THE ROLE AND FUNCTION OF THE PROPOSED BRT

The BRT system has been selected by the GOU as one of the most effective countermeasures for
the decongestion of the traffic in the city. The proposed BRT system is characterized by a high
capacity, fast, comfortable and cost-effective urban transport mode through the provision of
segregated lane. The role of the BRT to cope with the existing issues is described as follows:

z To decongest the city through reorganization of public transport by utilizing

high-capacity buses,
z Enhancement of modal shift from passenger car by shorter travel time,
z Car users can choose convenient transport from various choices, including
park-and-ride,
z Commuters acquire safer and faster travel at lower or reasonable fares, and
waiting time at peak hours becomes less, and
z Environmentally friendly

9.4.2 BRT NETWORK FOR LONG- AND MEDIUM-TERM PLANS

The major components of the proposed BRT are as follows. Detailed explanations of the
components are mentioned in Clause 4.4.4 of Chapter 4.

z Open route (Externalized) system and open bus stations with on-board revenue
collection
z Median operation and bilateral stations with passing lane at all main stations for
capacity/flexibility
z High capacity bus with high quality
z Variety of selection from single door bus to articulated bus is applicable
z Existing minibuses will play a role as feeder mode for the BRT, and Boda-Boda
will not operate along the BRT routes.
z Operation management and passenger information by low technology system

Through the evaluation of features of alternative routes, the following eight BRT routes have
been selected and given the order of priority. Detailed evaluation is expected to be conducted in
the Feasibility Study and Detailed Design in 2011.

¾ Route A1 (Pilot Route): Jinja Road to Kireka and Bombo Road to Bwaise,
¾ Route B1: Route A2 + Entebbe Road to Namasuba
¾ Route A2: Route B1 + Gayaza Road
¾ Route A3: Route A2 + Kira Road
¾ Route A4: Route A3 + Hoima Road
¾ Route B2: Route A4 + Masaka Road
¾ Route B3: Route B2 + Gaba Road
¾ Route B4: Route B3 + Port Bell Road

In order to clarify the presumption of progress of BRT development in the long-term and
medium-term in this study, the implementation priority, implementation cost and implementation
period have been analyzed. Presumed BRT routes to be developed in the long-term and
medium-term are shown in the following figures.

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Source: JICA Study Team

Figure 9.4.1 Presumed Long-term BRT Network in 2023

Source: JICA Study Team

Figure 9.4 2 Presumed Medium-term BRT Network in 2018

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(1) Long-term BRT Network:

The presumed long-term BRT network in 2023 consists of arterial routes such as Bombo-Jinja
route (A1), Gayaza route (A2), Kira route (A3) and Entebbe route (B1). The remaining routes
will function as branch routes of the arterial routes and share the road space with the general
traffic until the designated runway will be constructed.

(2) Medium-term BRT Network:

The presumed medium-term BRT network consists of Bombo-Jinja route (A1) and Entebbe route
(B1). The development of the BRT route will be limited due to budget, duration of land
acquisition and compensation, etc. The area which is not covered by the BRT will be covered by
the existing public transport means which shall be operated by fixed route, fixed time and fixed
fare through the new registration system of the public service vehicle licensing.

The following table shows the relation among the appraisal ranking, development step in Pre-FS
Study for BRT, and assumption in this study.

Table 9.4.1 BRT Route Length

Appraisal BRT Route Name Length Accumulated Development Assumed
Ranking Route Name Length Step in WB Development
No. Pre-FS Completion Phase
1 A1 Jinja Road 8.4 8.4 Step 1 Medium-term
2 A1 Bombo Road 5.6 14.0 Step 1 Medium-term
5 B1 Entebbe Road 37.1 51.1 Step 2 Medium-term
1 A1 Jinja Road 13.5 64.6 Step 3 Medium-term
East of Kireka
2 A1 Bombo Road 1.6 66.2 Step 3 Medium-term
Northern Bypass
North
3 A2 Gayaza Road 2.4 68.6 Step 4 Long-term
4 A3 Kira Road 2.5 71.1 Step 5 Long-term
6 A4 Hoima Road 7.2 78.3 Step 6 Long long-term
7 B2 Masaka Road 6.5 84.8 Step 7 Long-term
8 B3 Gaba Road 9.3 94.1 Step 8 Long long-term
9 B4 Port Bell Road 8.3 102.4 Step 9 Long long-term
Total 102.4
Excluding overlapping length
Length: by JICA Study Team

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9.5 FUTURE PUBLIC TRANSPORT DEMAND

9.5.1 METHODOLOGY FOR PUBLIC DEMAND FORECAST

Based on the O-D table by vehicle type acquired from traffic survey conducted by the Study
Team, future public transport demand is forecasted by the following method. In order to conform
to the demand forecast by the BRT pre-feasibility studies, the total volume of public transport
demand in the future is made consistent with the BRT study. Detailed procedure of the traffic
demand forecast can be referred to in Chapter 5.4.

Present O-D Table by Vehicle

Type（2010）

Future Zonal Indices

Future O-D Table by Vehicle type
Without BRT（2023, 2018）
BRT Pre-FS Passenger
Demand Forecast
Future O-D Table by Vehicle Type
With BRT（2023, 2018）

Future Public Transport

O-D Table（2023, 2018）

Future Public Transport

Demand Distribution
（2023, 2018）
Source: JICA Study Team
Figure 9.5.1 Method for Public Transport Demand Forecast

9.5.2 FUTURE DEMAND FOR LARGE BUS

1) Total Volume of Public Transport Passenger

According to the demand forecast method in the previous section, passenger demand in the
long-term (2023) and medium-term (2018) are forecasted. The total volume of public transport
passengers are forecasted as shown in the following table. Growth rates per annum are 3.8% for
2010-2018 and 4.1% for 2018-2023. Growth rate will become higher in 2018-2023 due to the
progress of the BRT development.

Table 9.5.1 Future Bus Passenger Demand

2010 2018 2023
Passenger
Passenger Growth Rate Passenger Growth Rate
Volume
Volume per Annum Volume per Annum
in
in thousand 2010-2018 in thousand 2018-2023
thousand
BRT 0 508 - 942 13.1%
Other Public
959 781 -2.5% 630 -4.2%
Transport
Total 959 1,289 3.8% 1,572 4.1%
Source: JICA Study Team

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1,750,000

1,500,000

1,250,000
942,000
508,400
1,000,000
BRT

750,000 Other Public

Transport
500,000 958,500
780,600
630,400
250,000

0
2010 2018 2023
Source: JICA Study Team
Figure 9.5.2 Future Bus Passenger Demand

2) Desire Line

The following figure shows the present and future desire lines of public transport passenger. In
these figures, estimated future BRT passenger is excluded and traffic zones are combined with
the arterial road direction.

After introduction of the BRT, passenger demand decreases from city center towards Jinja Road
direction and Bombo Road direction in 2018. Also, demand decreases towards Gayaza Road
direction in 2023. As for the Entebbe Road direction, demand decreases compared with the
present. However, a still large demand for public transport, excluding BRT, remains.

Unit: x10 Passengers / Day

Unit: x10 Passengers / Day
Source: JICA Study Team
Source: JICA Study Team
Figure 9.5.3 Public Transport Desire Line in 2010 Figure 9.5.4 Public Transport Desire Line in 2018
Excluding BRT

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Unit: x10 Passengers / Day

Source: JICA Study Team
Figure 9.5.5 Public Transport Desire Line in 2023 Excluding BRT

In the long-term, the figure shows that public transport demand has large volume in Gaba Road,
Masaka Road and Hoima Road directions since these directions are not covered by the BRT.

3) Traffic Assignment of Public Transport

According to the forecasted future O-D table of public transport passenger exclusive of BRT
passengers, traffic assignment is conducted. Assigned passenger is shown below in terms of the
width of lines.

BRT Passengers are excluded Source: JICA Study Team

Figure 9.5.6 Traffic Assignment of Bus Passengers in the Long-term (2023)

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BRT Passengers are excluded Source: JICA Study Team

Figure 9.5.7 Traffic Assignment of Bus Passengers in the Medium-term (2018)

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9.6 PUBLIC TRANSPORT NETWORK PLAN

9.6.1 LONG-TERM NETWORK PLAN

(1) Large Bus Network

Large bus network is established based on the following standpoint:

• BRT route not developed but planned in the long-term (2030) will be serviced by large bus
system as the BRT tributary route, such as:

Hoima Road (Hoima Route)

Gaba Road (Gaba Route)
Port Bell Road (Port Bell Route)
• Large bus system is also introduced in the area not covered by BRT route or long
long-term BRT network. Figure 9.4.1 shows the service area of BRT, which is defined by
1.0 km radius from bus station which is also an accessible length by foot. Examining the
service area of BRT and large bus network, the following routes are selected as the
collector bus route:

Sentema Road (Sentema Route)

Natete Road (Natete Route)
Kiwatule Route
Kigowa Route
Munyonyo Route (A and B)
Munyonyo Route is divided into two routes due to the variation of passenger demand.
Route A is operated up to midway while Route B is operated up to the last terminal.
• Routes connecting to the BRT route will share trackage with the BRT as the tributary route
and reach the city center. In this case, bus body should meet the BRT standards and large
bus shall bear the track access charge.

• Large bus system will be operated by fixed route, fixed schedule and fixed fare. But since
the large buses share the road with other traffic, it is difficult to keep the strict schedule.
Operation schedule should be adjusted not at the city center interchange but at the
terminals outside the city center.

Large bus network consisting of the aforesaid routes is shown in Table 9.6.1 and Figure 9.6.1.

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Table 9.6.1 BRT & Large Bus Development in the Long-term

Route Total Length km * Net Length km *
Route No. Name
A1 Jinja Road 21.9 21.9
A1 Bombo Road 7.2 7.2
A2 Gayaza Road 5.9 2.4
BRT A3 Kira Road 5.0 2.5
B1 Entebbe Road 37.6 37.1
B3 Masaka Road 9.7 6.5
BRT Total 87.3 77.6
A4 Hoima Road 9.2 7.2
BRT Tributary B3 Gaba Road 10.8 9.3
Route B4 Port Bell Road 10.6 8.3
BRT Tributary Total 30.6 24.8
D1 Natete Route 8.1 5.9
D2 Munyonyo Route (A) 7.1 3.8
D3 Munyonyo Route (B) 11.2 4.1
Large Bus Route D4 Sentema Route 7.1 7.1
D5 Kiwatule Route 11.4 6.4
D6 Kigowa Route 10.7 5.6
Large Bus Total 55.6 32.9
Total 173.5 135.3
Length: by JICA Study Team
* Total Length includes overlapping length with other BRT route or BRT route. Net Length does not include
overlapping length.

Source: JICA Study Team

Figure 9.6.1 Large Bus Network in the Long-term

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(2) Medium Bus Network

Service areas of the BRT system and large bus system are shown in Figure 9.6.2. Many areas are
not covered by the BRT or the large bus network. These areas don't have the trunk roads and are
not appropriate for the operation of BRT and large bus. Medium bus will be introduced in these
areas and shall replace the present minibus.

• Minibuses will be replaced by medium buses gradually and until the end of the long-term,
all the minibuses shall be replaced by medium buses.

• Medium bus is prohibited to operate on the BRT and large bus routes. Licensing of
medium bus is area-based and operation area is limited to the area stated in the license.
Fixed fare, fixed route and fixed schedule shall also be stipulated during licensing.

• These conditions require the development of the terminals along the BRT and large bus
routes for the transfer to the BRT or large bus.

Source: JICA Study Team

Figure 9.6.2 BRT & Large Bus Network Service Area and Medium Bus Operation Area in the
Long-term

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9.6.2 MEDIUM-TERM NETWORK PLAN

(1) Large Bus Network

As development in the medium-term is the initial stage to accomplish the development of the
long-term network, fundamental condition will be arranged for the introduction of large bus
system. Therefore, a pilot route is selected from the long-term BRT network and large bus
network. The viewpoint for the selection of pilot routes is as follows:

• The BRT route in the medium-term is assumed in Figure 9.4.2. The routes developed in the
long-term but not yet developed in the medium-term will be supplemented by BRT
tributary route.

Kira Road (Kira Route)

Gayaza Road (Gayaza Route)
Masaka Road (Masaka Route)
Except for the above five routes, public passengers’ demand concentrates on the following
routes. BRT tributary route is recommended to be introduced in the early stage.

Gaba Road (Gaba Route)

• Considering the service area of the BRT and supplemental large bus route, auxiliary large
bus routes are introduced to enlarge the service area of the large bus. The demand
concentration on the route is also considered and the following routes are selected:

Natete Road (Natete Route)

• Except for the above five routes, public passengers’ demand concentrates on the following
routes. Large bus is recommended to be introduced in the early stage.

Munyonyo Route
Large bus network in the medium-term is shown in Figure 9.6.2.

Table 9.6.2 BRT and Large Bus Development in the Medium-term

Route Total Length Net Length km
Route No. Name km * *
A1 Jinja Road 21.9 21.9
A1 Bombo Road 7.2 7.2
BRT
B1 Entebbe Road 37.6 37.1
BRT Total 66.7 66.2
A2 Gayaza Road 5.9 2.4
A3 Kira Road 5.0 2.5
BRT Tributary
B2 Masaka Road 9.7 6.5
Route
B3 Gaba Road 10.8 9.3
Arterial Total 30.6 20.7
D1 Natete Road 8.1 8.1
D2 Munyonyo Route (A) 7.1 3.3
Large Bus Route
D3 Munyonyo Route (B) 11.2 4.1
Collector Total 26.4 15.5
Total 123.7 102.4
Excluding overlapping length
Length: by JICA Study Team
* Total Length includes overlapping length with other BRT route or BRT route. Net Length does not
include overlapping length.

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Source: JICA Study Team

Figure 9.6.3 Large Bus Network in the Medium-term

(2) Medium Bus Network

As in the long-term, the areas not covered by the BRT system and large bus system will be
serviced by medium bus or minibus. These areas are shown in Figure 9.6.4.

• The following existing terminals will function as the terminals of the medium bus and
minibus along with the developed terminals for the BRT and large bus. Additional new
terminal is required and this is articulated in the next section.

Old Taxi Park, New Taxi Park

Nakawa Terminal
Natete Terminal

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Source: JICA Study Team

Figure 9.6.4 BRT & Large Bus Network Service Area and Medium Bus Operation Area in the
Medium-term

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9.6.3 BUS TERMINAL PLAN

Terminals facilitate passengers' mobility by connecting the BRT and large bus routes with that of
the other transport modes. The following intermodal mutual transfers are necessary as the
function of the terminal.

a) Integrated Terminal:

BRT / BRT tributary route / large bus, inter-urban bus, medium bus and passenger car
Integrated Terminal is composed of the terminals of BRT and inter-urban bus as its center. This
terminal is expected to become the core of the sub city center.
Kawampe Terminal (BRT route)
Kanyana Terminal (BRT route)
Kireka Terminal (BRT route)
Busega Terminal (Large bus route)
Nabweru Terminal (Large bus route)

b) BRT Terminal (BRT Combined Terminal)

BRT / BRT tributary route, medium bus and passenger car

BRT Combined Terminal collects passengers from medium bus and passenger car and
contributes to decreasing the traffic volume going to the city center.
Port Bell Terminal
Gaba Terminal
Karunga Terminal
Kayunga Terminal

c) BRT Terminal:

BRT / BRT tributary route, large bus

BRT Terminal functions for the time adjustment and rotation of BRT.
City Center Interchange
Kira Terminal

d) Large Bus Terminal (Large Bus Combined Terminal):

large bus, medium bus and passenger car

Large Bus Combined Terminal collects passengers from medium bus and passenger car and
contributes to decreasing traffic volume into the city center.
Masanafu Terminal
Kiwatule Terminal
Kigowa Terminal
Munyonyo Terminal

e) Large Bus Terminal:

large bus
Large Bus Terminal functions for time adjustment and rotation of BRT
City Center Terminal
Luwafu Terminal

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f) Medium Bus Terminal:

BRT / BRT tributary route / large bus, medium bus

Medium Bus Terminal functions for the passengers transferring from medium bus to BRT /
large bus.
Natete Terminal

The type of terminals and the function of each terminal are shown in Table 9.6.4. Planned
location of terminals in the long-term is shown in Figure 9.6.5.

Since the terminals relating to BRT are not currently clear about their detailed conditions, the
terminal plan excludes terminals related to the BRT.

The terminal plan conducted in this study is also shown in Table 9.6.3 and the location of
terminals is shown in Figure 9.6.5.

Table 9.6.3 Terminal Type and Functions

Type of Terminal Terminal Name Long- Medium- Transport Mode Facility
term term
Integrated Terminal -Kawampe Terminal ○ -BRT / BRT tributary -BRT Terminal / BRT
(BRT route) route Tributary Bus Terminal
-Kanyana Terminal ○ -Medium Bus -Inter-urban Bus
(BRT route) -Inter-urban Bus Terminal
-Kireka Terminal ○ -Passenger Car -Medium Bus Terminal
(BRT route) -Boda-Boda -Passenger Car Park
-Busega Terminal ○ -Market / Shops
(BRT tributary
route)
-Nabweru Terminal ○
(BRT tributary
route)
BRT BRT -Port Bell Terminal ○ -BRT / BRT tributary -BRT Terminal / BRT
Terminal Combined -Gaba Terminal ○ route Tributary Bus Terminal
Terminal -Karunga Terminal ○ -Medium Bus -Medium Bus Terminal
-Kayunga Terminal ○ -Passenger Car -Passenger Car Park
-Boda-boda
BRT -City Center ○ -BRT -BRT Terminal
Terminal Interchange -Large Bus
-Kira Terminal ○
Large Large Bus -Masanafu Terminal ○ -Large Bus -Large Bus Terminal
Bus Combined -Kiwatule Terminal ○ -Medium Bus -Medium Bus Terminal
Terminal Terminal -Kigowa Terminal ○ -Passenger Car -Passenger Car Park
-Munyonyo Terminal ○ -Boda-boda
Large Bus -City Center Terminal ○ -Large Bus -Large Bus Terminal
Terminal -Luwafu Terminal ○
Medium Bus Terminal -Natete Terminal ○ -BRT / BRT tributary -Medium Bus Terminal
Route / Large Bus
-Medium Bus
Bold: Terminal facilities planned in this study
Source: JICA Study Team

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Source: JICA Study Team

Figure 9.6.5 Bus Terminal Plan in the Long-term

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9.7 INTER-URBAN BUS TRANSPORT

9.7.1 CONFIRMATION OF TRAFFIC PROBLEMS AND COUNTER MEASURES

Kampala City is facing growing traffic congestions within the urban area and city center. This
issue is caused by the following reasons:

z The trunk road network in Kampala consists of one center radial network system
except the Northern Bypass. Also, the width of the trunk roads remains
unchanged.
z The traffic demand concentrates in the city center and traffic volume is increasing
rapidly due to population growth and economic growth.
z Based on the above conditions, traffic congestion in the urban area and city center
became a serious obstruction to the socioeconomic development of Kampala as
the leading player of the national economic growth.
z Typical issue in the city center is the concentration of the minibuses, the citizen’s
most popular transport. The area of the minibus terminals is too small for the
demand and the waiting queue of minibus is one of the causes of traffic jam in the
center.
z The terminals of inter-urban buses, as the main transport means throughout the
country, are also located in the center and the penetration of large size buses into
the congested center accelerates the traffic jam.

Source: JICA Study Team

Figure 9.7.1 Concentration of Inter-urban Bus Terminals and Minibus Parks in the Center

Countermeasures are being undertaken except for the concentration of the inter-urban bus
transport in the bus terminals located in the city center.

9.7.2 NECESSITY OF RELOCATION OF INTER-URBAN BUS TERMINALS

(1) Existing Operational Condition

The inter-urban buses which depart from the bus terminals are mainly operated by two major
associations and other companies. There are 115 companies in total operating 755 buses. The
operation plan for each bus route including departure time, bus stops and bus size is discussed
with each regional administration and authorized by the Transport Licensing Board (TLB) under
the MoWT. Everyday, 540 large size buses depart and arrive on 83 routes to all up-country areas.

(2) Reason for Location of Terminals in the City Center

The main reasons for the location of inter-urban bus in the city center are as follows:

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a) Direct connection with intra urban public transport such as minibus to and from
any area within the city
b) Close location to the shops and service facilities to get services and commodities
for the passengers, as well as to sell agricultural products brought from
up-countries; many varieties of shops and markets located in the city center for the
requirement of passengers

Inter-
urban Bus
Terminals
Intra Urban
Transport
Market
Minibus and
Boda-boda
Movement of passengaers
Shops
Inter Urban Bus

Intra Urban Transport

Source: JICA Study Team
Figure 9.7.2 Essential Linkage between Each Function

(3) Necessity of Relocation of Inter-urban Bus Terminals through the Implementation of the
BRT Project
The BRT system is the essential countermeasure to strengthen the public transport system for the
decongestion of the increasing minibuses in the center.

The BRT system proposes the location of the BRT terminals outside the urban area. It is
necessary to connect the BRT terminals with other transport modes including the inter-urban bus
transport and thus, the existing inter-urban bus terminals at the city center shall be relocated close
to the proposed BRT terminals.

(4) Creation of Commercial Center

The NTMP/GKMA recommends the transport oriented development (TOD) for the GKMA’s
future development. The relocation of inter-urban bus terminals outside the urban area together
with the commercial facilities will contribute to create the commercial centers envisaged in the
NTMP/GKMA. The new commercial centers will also create more job and business
opportunities for the increased population in GKMA in the near future.

(5) Positive Impact by Development of Inter-urban Bus Terminal

Relocation of Inter-urban Bus Terminal will impact on socioeconomic activity in GKMA such as;
a) Passengers who use the Inter-urban Bus will not be required to go to overcrowded city center.
Relocation of Inter-uraban Bus Terminal will not only exclude the large buses but also
decrease access trips of users thus contribute to the improvement of sopcioeconomic activities
in the city center.
b) New Inter-urban Bus terminal will call for the commercial facilities and service facilities for
the convenience of passengers. These facilities will create new job opportunity and new
enterprise which contribute to the promotion of economies of surrounding area.

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Inter-urban
Bus Terminals

Source: JICA Study Team based on NTMP/GKMA

Figure 9.7.3 Transport Oriented Development and Inter-urban Bus Terminals

9.7.3 CONCEPTUAL PLAN OF THE INTER-URBAN BAS TERMINALS

(1) Existing Operation of Inter-urban Bus Transport by Large Size Buses

Currently, the inter-urban buses from the bus terminals operate at an average of 540 trips per day
on 83 routes covering all areas in the country. as shown in Table 9.4 4. Most of bus operators
belong to two major inter-urban bus associations named Qualice Association and Uganda Bus
Association. Some operators are independent of those associates. Number of buses and
operations are shown in Table 9.7.1.

Table 9.7.1 Existing Transport Operation of Inter-urban Bus Terminals in 2010

Source: JICA Study Team

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The existing relation between the number of departures and arrivals and the number of bus
berths/lay-bys is as follows:

¾ To the east direction through Jinja Road, average of 132 buses depart and arrive on 14
bus routes from the city center bus terminals. Average of 3.6 buses depart and arrive
every half hour during the 18 hours bus operation. If new east bound bus terminal is
relocated, at least four bus berths/lay-bys will be necessary depending on the bus
operation schedule.
¾ To the north direction through Bombo Road, average of 162 buses depart and arrive on
23 bus routes from the city center bus terminals. Average of four buses depart and
arrive every half hour during the 18 hours operation. If new north bound bus terminal
is relocated, minimum of four bus berths/lay-bys will be necessary.
¾ To the west direction through and Fort Portal Road, average of 10 buses depart and
arrive on 5 bus routes from the city center bus terminals. One bus depart and arrive
every half hour during the 18 hours operation. If new west bound bus terminal is
relocated, minimum of two bus berths/lay-bys will be necessary.
¾ To the south west direction through Masaka Road, average of 236 buses depart and
arrive on 42 bus routes from the city center bus terminals. Average of six buses depart
and arrive every half hour during the 18 hours operation. If a new west bound bus
terminal is relocated, minimum six bus berths/lay-bys will be necessary.

Based on the above, the operation frequency per hour is highest for the direction to the western
region, then to the northern region and followed by the direction to the eastern region.

(2) Future Travel Demand of Inter-urban Transport

The travel demand of the public transport from the GKMA will also increase in response to the
increasing population and increasing economic activity. Based on the estimated travel demand of
passenger transport in the Master Plan of the GKMA, a future travel demand of inter-urban
public transport has been estimated applying the estimated travel demand and the revised future
population of each region for the year 2023 as shown in Table 9.7.2.

The existing public transport for inter-urban travel consists of inter-urban large bus and minibus.
According to the traffic survey by the Study Team, 1,450 trips per day are through large buses
and 95,852 trips per day are by minibus. As a result, about 118,000 passengers per day comprise
the existing travel demand of inter-urban transport. The future travel demand will become about
300,000 passengers in 2023 with a growth ratio of 255% from 2010 to 2023.

Table 9.7.2 Future Travel Demand of Inter-urban Transport by Large Bus and Minibus
(in 2010, 2018 and 2023)

Source: JICA Study Team

If the main transport means for inter-urban transport are not changed, the transport demand by

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minibus will become the majority and the area and size of the inter-urban bus terminals will
require a huge area for the minibus transport.

On the other hand, the large size bus transport is efficient, comfortable and economical compared
with the minibus for the steadily growing demand. Therefore, it is recommended that the
government instruct the minibus operators to gradually change their vehicles into large buses.
The transition period from the minibus to large bus will be necessary. Almost half of the existing
minibus will remain unchanged in 2018 and the transition will be completed in 2023 as shown in
Table 9.7.2.

Table 9.7.3 also shows the estimated future transit demand by each access transport mode in
2023. Modal share of access mode is assumed as shown in the table.

Table 9.7.3 Future Access Demands by Transport Modes for Inter-urban Bus Terminals

Source: JICA Study Team

(3) Appropriate Location of New Inter-urban Bus Terminals (IUBT)

Figure 9.7.4 shows the areas for both BRT and inter-urban bus terminals.

Source: JICA Study Team

Figure 9.7.4 Proposed Location of Inter-urban Bus Terminals

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¾ The proposed location for the east bound IUBT is an open space near the intersection
between the Northern Bypass and Jinja Road.
¾ The proposed location for the north bound IUBT is either an open space at Kako area
along Bombo Road, 1.5 km north from the Northern Bypass or the open space at
Kanyana area along Gayaza Road, 1.5 km north from the Northern Bypass.
¾ The proposed location for the southwest bound IUBT is a wet land located near the
intersection of Masaka Road and the Northern Bypass.
¾ The proposed location for the west bound IUBT is an open space near Nabweru area
along Hoima Road.
(4) Proposed Functions of the New Inter-urban Bus Terminals

The functions required for the IUBT are not only for transport but also for the following service
facilities:

z IUBT: departure and arrival bus lay-by, bus road, ticket offices, passenger waiting
room, toilet, drivers and conductors office, shops, bus and car parking.
z BRT Terminal: departure and arrival bus lay-by, bus road, ticket offices, passenger
waiting room, toilet, drivers and conductors office, BRT bus and car parking, minibus
and boda-boda parking/terminal.
z Public Market: vegetable and meat market, general store, market office, toilet, truck
and car parking.
After preparation of the infrastructure, the proposed administration of the terminals, car parks
and bus parks as well as service shops will be conducted by the new private associations under a
contract with the government.

Source: JICA Study Team

Figure 9.7.5 Conceptual Layout of Bus Terminals and Other Required Function

(5) Proposed Plan of the New Inter-urban Bus Terminals (IUBT)

The proposed transit functions of the new IUBT shall require space for inter-urban bus, medium
bus, car/taxi and Boda-Boda as well as temporary parking during peak hours. The procedure for
the estimation of each terminal facility required is shown in Figure 9.7.6.

The peak hour rate for each transit demand is 4.5% of average daily traffic according to the
traffic survey by the Study Team. In order to estimate each terminal facility, the future traffic

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demand of inter-urban bus transport and the modal share ratio by each access mode shall be
determined as shown in the above section.

Based on each transit demand by transport modes, the peak hour departing/arriving lay-by
demand by type of transport is assumed. The peak hour parking demand by type of modes is
assumed through the typical passenger capacity of each transit mode and the parking rate by
modes during peak hour as shown in Figure 9.7.6 and Table 9.7.4.

Source: JICA Study Team

Figure 9.7.6 Procedure of Estimation of Inter-urban Bus Terminal Facilities

After the estimation of each lay-by and parking demand, unit lay-by by modes, unit parking
space and the layout plan of each bus terminal, the total terminal area shall be determined
following the procedure shown in Figure 9.7.6. Minimum bus turning radius of 12 m and
minimum road width of 6 m for circulation are applied.

Table 9.7.4 shows the future numbers of inter-urban bus, medium bus, car/taxi, Boda-Boda and
temporary parked vehicles as well as total rough area required for each facility. Figure 9.7.7
shows the typical lay-out plan of each inter-urban bus terminal which includes the minimum area
for shops, toilet, passenger waiting rooms, ticket office and terminal maintenance office.

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Table 9.7.4 Proposed Inter-urban Bus Terminal Area in 2023

Source: JICA Study Team

Future IUB Terminal Users (2023)

250.0
walk

200.0
boda boda

150.0 car/taxi

Medium
100.0
Bus

Large Bus
50.0

2023 IUB
demand
0.0

kireka Kawampe nabweru busega

Source: JICA Study Team

Figure 9.7.7 Future Transit Demands by Modes in Peak Hour

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Source: JICA Study Team

Figure 9.7.8 Typical Layout Plan of Inter-urban Bus Terminals

(6) Proposed Plan of the New Public Market

Public market is also one of the components of the terminals. There are two types of public
market, namely, standard type which has 100 shops and larger type which has 200 shops. The
minimum number of public market users will be determined from the size of the inter-urban bus
transport users. In case of Kiraka and Kawampe terminals, the urbanization in the nearby area is
already starting. Therefore, large type of public market is planned at Kireka, Kawampe and
Busega terminals based on the number of future terminal users and the urbanization of
surrounding area. The standard type of public market will be considered for the Nabweru
Terminal.

Proposed typical layout plan for each public market is shown in Figure 9.7.8.

Source: JICA Study Team

Figure 9.7.9 Typical Layout Plan of New Public Market

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(7) Construction Cost

The construction cost of each IUBT and public market is assumed as shown in Table 9.7.5. For
the assumption of the cost estimate, the development of the terminals shall be done by the
government and the properties of the terminals shall belong to the government. The operation
and maintenance of the terminals as well as the markets will be done by private associations.

The estimated construction cost for the major integrated IUBT such as the Kawampe and Kireka
terminals will be around UShs13 billion (USD 5.8 million). The cost for the Busega Terminal
will be UShs15 billion (USD 7 million). The cost for the Nabweru Terminal will be UShs7.5
billion (USD 3.4 million). The grand total will become UShs 48.6 billion (USD 22 million).

Table 9.7.5 Construction Cost Estimates for IUBTs and Public Market

Unit: Thousand
Source: JICA Study Team

9.7.4 IMPLEMENTATION PLAN

The proposed implementation of the pilot BRT project will consist of the following items and
schedules:

¾ Detailed design for the pilot BRT project in 2011.

¾ Construction of infrastructure and establishment of operation body from 2013 to 2014.
¾ Operation of the pilot BRT from 2015.
¾ Other BRT project will be implemented from 2016 to 2030.
¾ The cost required for the construction and preparation of the BRT runway, BRT stations,
BRT and minibus terminals, BRT depot and BRT vehicles will be financed by the
government and World Bank.
¾ The operation cost for the BRT will be financed by the private BRT operator.

The preparation of the detailed plan and financing for the pilot BRT terminals, which are the east
bound IUBT located near Kireka Stadium and the north bound IUBT located at Kako area along
Bombo Road, will be on schedule. The proposed areas for the north bound IUBT are located

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either in the swamp area or the former farm land which require official approval for development
by the Environmental Authority.

Under these conditions, the proposed IUBT shall be implemented through the following process:

¾ Firstly, start the selection of the appropriate land and find financing agencies for the
feasibility study, detailed design and the implementation of the priority IUBT project
after the determination of the location of the pilot BRT terminals.
¾ Secondly, prepare the total development plan, feasibility study, selection of priority
project and environmental assessment for the approval of the authority,
¾ Thirdly, identify proposed land/areas for future governmental development and control or
restrict their land use plans.
¾ Fourthly, prepare the detailed design, cost estimate, bus operational plan and tender
documents and purchase the land for the IUBT.
¾ Tendering, evaluation, contracting and monitoring the project operation.
The financial resources for the IUBT project are proposed in Section 9.10.

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9.8 BUS OPERATION PLAN

In this section, based on the future public transport demand and bus network plan, the bus
operation plan is established and the financial condition of the operating entity is analyzed. The
extent of bus operation plan is as follows:

- The operation plan is established for large bus routes. BRT and BRT tributary routes are
excluded.
- The operation plan is analyzed in the beginning year of operation. Therefore, three routes are in
2023 and other three routes are in 2018.

9.8.1 BUS OPERATION PLAN

(1) Large Bus Operation Plan

1) Total Passenger and Peak Hour Passenger

In Section 9.5 of this chapter, future public transport demand is forecasted and the number of
passengers is distributed to the bus routes. The following table shows the future passenger
demand on large bus routes.

Table 9.8.1 Future Passenger Demand on Large Bus Routes

Route No. of Passengers No. of Passengers
in 2023 in 2018
No. Name
(‘000) (‘000)
D1 Natete Route 12 13
D2 Munyonyo Route (A) 99 85
D3 Munyonyo Route (B) 21 11
D4 Sentema Route 4 Not yet operated
D5 Kiwatule Route 54 〃
D6 Kigowa Route 42 〃
Source: JICA Study Team

Peak hour passenger is estimated from the traffic survey result conducted by the Study Team.
Number of minibuses from the traffic count and average passenger from the roadside interview
are applied to acquire the hourly variation of passengers.
The rate of 12 hour minibus traffic volume to 24 hour traffic volume is 0.74 according to the
traffic survey. Hourly traffic variation of minibus during daytime is shown in the following figure.
Peak hour traffic volume in one direction is 6.0% of daytime traffic volume in both directions.
Therefore, peak hour demand of public passenger in one direction is 4.5% of all day passenger
demand in both directions. Also, the peak appears from 7:00 to 8:00 to the city center direction.

Source: JICA Study Team

Figure 9.8.1 Hourly Variation of Minibus Passenger

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Future passenger demand is converted to peak hour demand in one direction by applying the
peak hour rate.

Table 9.8.2 Peak Hour Passengers of Large Bus

Route Peak Hour Passengers Peak Hour Passengers
in one direction in one direction
No. Name
in 2023 in 2018
D1 Natete Route 540 590
D2 Munyonyo Route (A) 4,460 3,830
D3 Munyonyo Route (B) 950 500
D4 Sentema Route 180 not yet operated
D5 Kiwatule Route 2,430 〃
D6 Kigowa Route 1,890 〃
Source: JICA Study Team

2) Bus Operation and Number of Bus

Considering road condition and flexibility of operation, passenger capacity of large bus is
determined to be 50-60. Loading factor or occupancy rate of large bus is set to be 0.85. Peak hour
operation of large bus is calculated from the average number of passengers which is 46.8. Total
number of operation of bus per day is estimated from the hourly variation of inbound and
outbound traffic. The following table shows the daily and peak hour operation of large bus.

Table 9.8.3 Daily and Peak Hour Operation

Route 2023 2018
Peak Hour Daily Peak Hour Daily
No. Name
Operation Operation Operation Operation
D1 Natete Route 12 144 13 156
D2 Munyonyo Route (A) 95 1,189 82 1,021
D3 Munyonyo Route (B) 20 252 11 132
D4 Sentema Route 4 48 Not yet operated
D5 Kiwatule Route 52 649 〃
D6 Kigowa Route 40 504 〃
Source: JICA Study Team

Table 9.8.4 Peak Hour Operation Interval

Route Operation Interval Operation Interval
in 2023 in 2018
No. Name
(min) (min)
D1 Natete Route 5.2 4.7
D2 Munyonyo Route (A) 0.6 0.7
D3 Munyonyo Route (B) 3.0 5.7
D4 Sentema Route 15.6 not yet operated
D5 Kiwatule Route 1.2 〃
D6 Kigowa Route 1.5 〃
Source: JICA Study Team

3) Operation Distance and Travel Time

Average operation speed on BRT route including stopping at bus stations is presumed at 25 km/hr.
It is presumed at 20 km/hr on ordinary roads referring to the traffic survey result. Travel time for
one way is calculated as follows:

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Table 9.8.5 Operation Distance and Travel Time

2023 2018
Route Operation Distance (km) Travel Operation Distance (km) Travel
BRT Route Ordinary Time BRT Ordinary Time
No. Name
Road (min) Route Road (min)
D1 Natete Route 2.2 5.9 23.0 0.0 8.1 24.3
D2 Munyonyo Route (A) 3.3 3.8 19.3 3.3 3.8 19.3
D3 Munyonyo Route (B) 3.3 7.9 31.6 3.3 7.9 31.6
D4 Sentema Route 0.0 7.1 21.3 Not yet operated
D5 Kiwatule Route 5.0 6.4 31.2 〃
D6 Kigowa Route 5.1 5.6 29.0 〃
Source: JICA Study Team

According to the daily operation and operation distance, annual travel distance of each route is
shown in the following table:

Table 9.8.6 Annual Operation Distance

Route Annual Travel Annual Travel
Distance Distance
No. Name
in 2023 (‘000 km) in 2018 (‘000 km)
D1 Natete Route 852 923
D2 Munyonyo Route (A) 6,163 5,291
D3 Munyonyo Route (B) 2,062 1,080
D4 Sentema Route 249 not yet operated
D5 Kiwatule Route 5,397 〃
D6 Kigowa Route 3,940 〃
Source: JICA Study Team

4) Peak Vehicle Requirement and Necessary Bus

When ten minutes layover for the time adjustment is added, the operation frequency by one bus
is calculated as the following table.

Table 9.8.7 Operation Efficiency by a Bus

Operation Efficiency by one Bus
Route
(time/hour)
No. Name 2023 2018
D1 Natete Route 1.07 1.02
D2 Munyonyo Route (A) 1.23 1.23
D3 Munyonyo Route (B) 0.82 0.82
D4 Sentema Route 1.14 Not yet operated
D5 Kiwatule Route 0.83 〃
D6 Kigowa Route 0.88 〃
Source: JICA Study Team

Based on the above table, peak vehicle requirement is calculated. Then, the necessary fleet is
estimated taking into account a spare of 10% for maintenance and breakdown.

Table 9.8.8 Peak Vehicle Requirement and Necessary Fleet

Route 2023 2018
Peak Vehicle Necessary Peak Vehicle Necessary
No. Name
Requirement Fleet Requirement Fleet
D1 Natete Route 11 12 12 13
D2 Munyonyo Route (A) 77 85 66 73
D3 Munyonyo Route (B) 25 28 13 14
D4 Sentema Route 3 4 Not yet operated
D5 Kiwatule Route 63 69 〃
D6 Kigowa Route 46 51 〃
Source: JICA Study Team

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(2) Effect to Road Traffic

In this section, effect of the shift from minibus to large bus is calculated and the effect to the road
is clarified. The calculation is done on all six routes.

Firstly, assuming passengers are carried by minibus, the total number of minibus and large bus
(both in pcu) are calculated by applying 10 passengers for a minibus and 46.8 passengers for a
large bus.

Table 9.8.9 Comparison of Number of Minibus and Large Bus on Large Bus Routes (2023)
(Assuming passengers are carried by minibus)
Total number pcu Total number Total number pcu Total number
of large bus Conversion of large bus in of minibus on Conversion of minibus in
on 6 routes factor pcu 6 routes factor pcu
5,573 2.40 13,375 26,054 1.15 29,962
Source: JICA Study Team

The decreased number of vehicles on bus routes and its effect to road traffic and road capacity
are shown in the following table.

Table 9.8.10 Effect to Road traffic by Introduction of Large Bus

Forecasted traffic Road capacity of
Decreased number Reduction rate to Reduction rate to
volume on large large bus routes in
of vehicles in pcu traffic volume road capacity
bus routes in pcu pcu
(a) (a/b) (a/c)
(b) (c)
16,587 117,900 0.141 148,000 0.112
Source: JICA Study Team

Based on the calculation, it is noted that the introduction of large bus cannot change the traffic
condition drastically. But considering the congestion in GKMA, the introduction of large bus is
one of the necessary efforts to alleviate congestion.

9.8.2 FINANCIAL ANALYSIS

In order to clarify the necessary measure for stable large bus operation that meets the passengers’
demand, financial analysis is conducted by two methods in this section.

- Financial analysis: Balance sheet of all six bus routes is estimated for a single year and
effective measures for improving the financial condition are proposed.
- Estimation of financial internal rate of return (IRR): Effectiveness of the proposed
measures is verified by estimation of financial IRR.

(1) Financial Analysis

1) Items for Analysis

Based on the frequency and fleet by operation plan, financial analysis for the six large bus routes
is conducted. Base year of the analysis corresponds to the commencement year of the routes and
in this section, calculation is conducted for a single year.

Natete Route, Munyonyo Route (A), Munyonyo Route (B): 2018

Sentema Route, Kulambiro Route (A), Kulambiro Route (B): 2023

Financial items for the analysis are shown in Table 9.8.11.

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Table 9.8.11 Items for Financial Analysis

Operating Revenue
Operating Receipts Receipt by regular operation
Operation Costs and Expenses
Variable Costs ・Fuel
・Tire
・Spare parts
・License and insurance
Fixed Costs ・Staff Costs
・Rent for bus depot, office
Administrative Costs Water, electricity, office supplies, building maintenance, etc.
Refund Refund for loan of bus body
Tax
Tax Income Tax
Source: JICA Study Team

2) Estimation Method for Financial Items

Estimation of financial items described in the previous table is conducted following the operation
plan. Applied indices are surmised referring to the Final Report of BRT pre-feasibility studies
and the financial statements of public bus organizations in adjacent countries such as Rwanda
and Burundi. The following table shows the indices and methods for the estimation of the
financial items.
Table 9.8.12 Estimation Method for Financial Items
Operating Revenue
Operating Receipts 120 shillings per kilometer, base fare of 500 shillings, leakage of 10%
Operation Costs and Expenses
Variable costs
Fuel Consumption of 0.35 L/km for total running distance, fuel cost of
USD 1 /L
Tire USD 0.04 /km of total running distance
Spare parts USD 0.125/km of running distance
License and insurance USD 2,400 per year per vehicle including KCC trading license, TLB
PSV license and comprehensive insurance
Fixed costs
Driver 2 shifts for 16 hour operation and reserves for change, 500,000
shillings per month
Service staff Equivalent to number of drivers, 250,000 shillings per month
Maintenance staff 0.3 person per vehicle, 400,000 shillings per month
Office staff 0.6 person per vehicle, 350,000 shillings per month
Manager 1 person for a company, 750,000 shillings per month
Rent for bus depot 105 ㎡ per vehicle
Rent for office 10 ㎡ per office staff
Administrative costs Equivalent to fixed costs
Refund
Bus body USD 67,700 per vehicle including transport from Mombasa to
Kampala, 55 seats diesel bus, 2009 model
Import tax 49% of bus body
Loan 22% interest rate, 8 years of operation life
Income Tax 30% of income, interest for borrowed money is allowable
Source: JICA Study Team

Summary of the elements for the calculation is shown in the following table. The detailed
method is shown in the annex.

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Table 9.8.13 Major Items for Calculation (Base Case)

No. D1 D2 D3 D4 D5 D6
Natete Munyonyo Munyonyo Sentema Kiwatule Kigowa
Route Name Route Route
Route Route (A) Route (B) Route
Base year 2018 2023
Fleet 13 73 14 4 69 51
Annual running distance
923 5,291 1,080 249 5,397 3,940
(‘000 km)
Number of drivers 37 214 37 10 178 132
Number of service staff 37 214 37 10 178 132
Number of maintenance 4 22 4 1 21 15
staff
Number of office staff 9 45 9 3 42 32
Total staff 87 495 87 24 419 311
Base fare (shillings) 500
Fare from city center to
1,000 900 1,300 900 1,400 1,300
terminal (shillings)
Source: JICA Study Team

3) Balance Sheet

Two measures are considered for the improvement of financial condition of bus operation. One is
to ease the tax burden and the other is to increase the fare. Balance sheets of the following three
cases are calculated in consideration of these measures.

Case Condition
Base Case (Case 1) Current import tax, current minibus fare level
Case 2 Import tax exemption, current minibus fare level
Case 3 Import tax exemption, raising fare

a) Base Case (Case 1):

Condition for calculation:
- Bus fare is at the level of present minibus fare, 120 shillings per kilometer.
- Base fare is 500 shillings according to the fare frequency of present minibus.
- Taxes are based on the laws of Uganda.
Table 9.8.14 Financial Analysis for Base Case (Case 1)
No. D1 D2 D3 D4 D5 D6
Natete Munyonyo Munyonyo Sentema Kiwatule Kigowa
Route Name Route Route
Route Route (A) Route (B) Route
Base year 2018 2023
Operating Revenue
Operating Receipts 1,382 8,303 1,466 391 7,288 5,413
Operation Costs and Expenses
Variable cost 507 2,900 590 138 2,945 2,151
Fixed cost 197 1,097 197 57 939 699
Administrative cost 197 1,097 197 57 939 699
Refund 359 2,018 387 83 1,907 1,410
Total Expenses 1,261 7,112 1,372 335 6,731 4,960
Income 122 1,191 94 56 557 454
Income Tax - 25 - 3 - -
Net Profit 122 1,165 94 52 557 454
Profit Rate
8.9% 14.0% 6.4% 13.5% 7.6% 8.4%
(Profit/Revenue)
Unit: thousand USD Source: JICA Study Team

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Result of Calculation:
Profit rate varies among the large bus routes. Variation of profit rate is affected by the
operation efficiency (Table 9.8.7). Low efficiency route requires additional fleet
which becomes a burden for finance. As a whole, profit rates of all the bus routes are
too low to attract investors’ interest in the large bus business.

b) Import Tax Exemption (Case 2):

Condition for calculation:
- Bus fare is the same level as Base Case (Case 1)
- Since the cost for the bus fleet affects financial condition, import duty (25%) among
other import taxes will be exempted to lessen the cost for leasing large bus.
Table 9.8.15 Financial Analysis for Case 2
No. D1 D2 D3 D4 D5 D6
Name Natete Munyonyo Munyonyo Sentema Kiwatule Kigowa
Route Route (A) Route (B) Route Route Route
Base year 2018 2023
Operating Revenue
Operating Receipts 1,382 8,303 1,466 391 7,288 5,413
Operation Costs and Expenses
Variable cost 507 2,900 590 138 2,945 2,151
Fixed cost 197 1,097 197 57 939 699
Administrative cost 197 1,097 197 57 939 699
Refund 164 923 177 69 1,593 1,177
Total Expenses 1,200 6,779 1,307 321 6,416 4,727
Income 182 1,523 158 70 872 686
Income Tax 5 180 - 9 - 13
Net Profit 176 1,343 158 60 872 674
Profit Rate
12.8% 16.2% 10.8% 15.4% 12.0% 12.4%
(Profit/Revenue)
Unit: thousand USD Source: JICA Study Team

Result of Calculation:
The profit rates of all the bus routes are improved but are still low to attract investors’
interest in the large bus business.

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c) Raising Fare (Case 3):

Condition for calculation
- Since large bus operation gives passengers additional services compared with present
minibus, bus fare is raised by 10%.
- Base fare is 600 shillings following the raising of bus fare.
- Import duty (25%) is also exempted as in Case 2.

Table 9.8.16 Financial Analysis for Base Case (Case 3)

No. D1 D2 D3 D4 D5 D6
Name Natete Munyonyo Munyonyo Sentema Kiwatule Kigowa
Route Route (A) Route (B) Route Route Route
Base year 2018 2023
Operating Revenue
Operating Receipts 1,554 9,539 1,634 440 8,123 6,045
Operation Costs and Expenses
Variable cost 507 2,900 590 138 2,945 2,151
Fixed cost 197 1,097 197 57 939 699
Administrative cost 197 1,097 197 57 939 699
Refund 164 923 177 69 1,593 1,177
Total Expenses 1,200 6,779 1,307 321 6,416 4,727
Income 353 2,580 327 119 1,706 1,318
Income Tax 56 497 45 25 250 202
Net Profit 296 2,083 282 95 1,456 1,116
Profit Rate
19.1% 22.3% 17.2% 21.5% 17.9% 18.5%
(Profit/Revenue)
Unit: thousand USD Source: JICA Study Team

Result of Calculation:
The profit rates of all the bus routes reach more than 15%. But even at this rate, large
bus business has some risk for the investors to invest. Therefore, additional assistance
by the government is necessary.

4) Proposals for Improvement of Financial Condition

Through the analysis, it is clarified that large bus business cannot operate stably without
assistance from the government. The following measures are proposed:

a) Import tax exemption for the large bus body is at least a necessary measure for the bus entities.

b) In addition to import tax exemption, funds with low interest rate through government
financing are expected for the bus entities.

c) For the routes with low efficiency of bus operation, different fare system shall be introduced.

(2) Estimation of Financial IRR (Munyonyo Route)

Following the conclusion of the financial analysis, financial IRR is analyzed to verify the
effectiveness of the proposed measures. To this end, Munyonyo Route (A) is selected for the
analysis.

1) Precondition

In the analysis, the following items are supposed to be the basic preconditions:

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¾ Tax: Import tax exemption is the basic condition for the analysis.

¾ Traffic increase: Annual traffic increase rate from 2010 is 1.51% based on the traffic
demand forecast.

¾ Analysis period is eight years according to the operation life of large bus.

¾ Price index: According to the composite consumer price index from the Statistical
Abstract of Uganda Bureau of Statistics, annual price index is set to be 9.37%, which is
the average of all items from 2004 to 2008.

¾ Fare raising: 7.36% is applied as the annual large bus fare increase rate which is also
based on the transport and communication price index from the Statistical Abstract

Table 9.8.17 Composite Consumer Price Index, Uganda (Base 2005/06=100)

Transport and
All Items
Communication
2004 89.2 87.7
2005 96.9 95.1
2006 103.9 104.5
2007 110.2 111.1
2008 123.5 122.2
2009 139.6 125.1
Average annual %
9.37% 7.36%
change
Source: Uganda Bureau of Statistics

The assumed cases for analysis are shown in the next table. Lending interest rate in Case 1 is
assumed at 22% based on the present lending rate. It is set to be 17% in Case 2, presuming the
establishment of the fund for the bus business as proposed in the previous section. In both Case 1
and Case 2, three cases with different levels of bus fare are examined. Case A involves the
present minibus level, Case B involves a 5% increase from the minibus level and Case C
involves a 10% increase from the minibus level.

Table 9.8.18 Cases for IRR Estimation

Lending Interest Fare
Rate
Case 1-A 22% Present minibus level
Case 1-B 22% 5% increase from minibus level
Case 1-C 22% 10% increase from minibus level
Case 2-A 17% Present minibus level
Case 2-B 17% 5% increase from minibus level
Case 2-C 17% 10% increase from minibus level
Source: JICA Study Team

2) Result of Calculation

The following table shows the result of financial IRR estimation. In Case 1-C and Case 2-C, IRR
rates exceed more than 10%. It is verified that both measures of reduction of interest rate and
raising fare are effective to improve the financial condition of bus operating entities.

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Table 9.8.19 Result of IRR Estimation in Six Cases

Condition
Interest rate Supposed average
Financial IRR
fare per person
in UGX
Case 1-A 22% 676 -11.9%
Case 1-B 22% 719 3.1%
Case 1-C 22% 762 13.0%
Case 2-A 17% 676 -5.0%
Case 2-B 17% 719 7.4%
Case 2-C 17% 762 16.5%
Source: JICA Study Team

The following tables show the financial balance in every year of the analysis period for the six
cases.

Table 9.8.20 Financial Structure of Case 1-A

Unit: thousand USD

Table 9.8.21 Financial Structure of Case 1-B

Unit: thousand USD

Table 9.8.22 Financial Structure of Case 1-C

Unit: thousand USD

Source: JICA Study Team

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Table 9.8.23 Financial Structure of Case 2-A

Unit: thousand USD

Table 9.8.24 Financial Structure of Case 2-B

Unit: thousand USD

Table 9.8.25 Financial Structure of Case 2-C

Unit: thousand USD

Source: JICA Study Team

(3) Conclusions

According to the financial analysis and estimation of IRR, the following conclusions are derived:

a) Bus business cannot operate stably without assistance from the government.

b) Necessary measures by the government to support large bus industries are:

- Import tax exemption for the large bus body

- Establishment of funds with low interest rate through government financing for the bus
operating entities.

c) Measures to be tackled by bus operating industries are:

- It is reasonable to raise the fare from the minibus level because large bus system provides
higher service level such as fixed time, fixed route and fixed fare.
- But it is also necessary to make efforts toward provision of refined and comfortable services

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for passengers.
- Application of proper fare system is necessary to keep the profitability of bus routes where
passenger demand is less.
- It is necessary to gain additional income through various measures such as attaching
advertisements outside and inside bus body like those introduced in developed countries.

Figure 9.8.2 Advertisement on Bus Body in Japan

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9.9 INFRASTRUCTURE PLAN

9.9.1 BUS TERMINALS

The required areas for facilities for large bus terminals and medium bus terminals are estimated
based on the same procedure in the estimation of IUBT facilities. Table 9.9.1 shows the future
transit passenger demand of the main transport and access transport. The number of lay-by and
parking facilities required for peak hour transport in each terminal is also shown in the table.
4.5% of the daily demand is applied for peak hour rate. Expected modal share of access transport
mode is also shown in Table 9.9.1.

As a result, Masanafu, Munyonyo and City Center terminals are to be small size terminals (Type
1) with a required area of 1,000m2, Kiwatule, Kigowa and Natete terminals are to be medium
size terminals (Type 2) with a required area of 2,000 m2, and Luafu terminal is to be a large size
terminal (Type 3) with a required area of 3,000m2 as shown in Table 9.9.1. Typical layout plan
for small and medium size terminals are shown in Figure 9.9.1.

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Table 9.9.1 Estimation of Required Bus Terminal Facilities

Source: JICA Study Team

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Source: JICA Study Team

Figure 9.9.1 Typical Layout Plan of Bus Terminals

The construction costs of the bus terminals have been estimated as shown in Table 9.9.2. The
required cost varies from UShs1.3 billion (USD 0.6 million) for small terminal of Type 1 (1,000
m2) to UShs 2.8 billion (USD 1.3 million) for medium size terminal of Type 3 (3,000 m2). The
total construction cost for the large and medium bus terminals will amount to UShs13.7 billion
shillings (USD 6.2 million).

The implementation period of each bus terminal will be determined taking into account the
implementation period of the large bus route and the medium bus route as shown in Section 9.6.

Table 9.9.2 Construction Cost of Bus Terminals

Source: JICA Study Team

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9.9.2 BUS LAY-BY

Bus lay-by is a basic facility for the stable operation of bus transport. Approximate interval of
lay-by will be around 400-500 m. The detailed location of each bus lay-by shall depend on the
detailed condition of the route. Typical size of bus lay-by is assumed from the amount of
passenger demand in each bus route as shown in Table 9.9.3.

Table 9.9.3 Typical Bus Lay-by by Passenger Demand of Bus Route

Source: JICA Study Team

Source: JICA Study Team

Figure 9.9.2 Typical Layout Plan of Bus Lay-by

Based on the preconditions described above, Table 9.9.4 shows the total number of typical bus
lay-by necessary for each bus route. The total construction cost is estimated to be UShs 6.5
billion (USD 3.0 million) excluding the Natete Road where the bus lay-bys are already improved.

Table 9.9.4 Total Number and Cost Required for Bus Lay-by Improvement Route

Source: JICA Study Team

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9.9.3 BUS INFRASTRUCTURE IMPLEMENTATION PLAN

The total investment cost and schedule for public transport infrastructures including the IUBT
have been estimated as shown in Table 9.9.5. The total amount is about UShs 68.9 billion (USD
31.3 million). The total amount is divided into two phases, i.e., UShs 51.5 billion (USD 23.4
million) will be invested in the medium-term period from 2014 to 2018 and the UShs 17.4 billion
(USD 7.9 million) will be invested in the long term period by 2023.

Compared to the total amount of USD 1,380.4 million for the NTMP/GKMA from 2008 to 2023,
the expected total amount of bus infrastructures in the GKMA occupies 2.3% of the
NTMP/GKMA total amount. The investment in bus infrastructure plays the most important role
among the national transport items in terms of mass passenger transport for both inter-urban and
intra-urban transportation.

Table 9.9.5 Total Investment Cost for Public Transport Infrastructures

Source: JICA Study Team

9.9.4 ROAD IMPROVEMENT FOR LARGE BUS OPERATION

In this section, in order to compose the large bus network in harmony with the general traffic,
roads for the operation of large bus are evaluated and necessary measures to enhance smooth
operation of large buses are proposed. Necessary investment cost for the improvement is
included I NTMP/GKMA.

1) Target Roads

Target roads for evaluation and proposal are the roads on which large buses will be operated.
However, the roads which will be improved for the installation of the BRT network are excluded.

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Source: JICA Study Team

Figure 9.9.3 Target Roads for Evaluation and Proposal

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2) Evaluation and Proposal

a) D1: Natete Route

D1-1
Present traffic volume Heavy (Survey not conducted)
Great number of minibuses queuing to enter into small taxi park
Future traffic volume 2018 19,600－30,100
2023 17,800－31,600
Surface condition Partially deteriorated
Road width Total: 12-14 m
Carriageway: 5-7 m
Gradients Flat
Roadside land use Office, commercial
Old taxi park at the beginning point
View

Problem and issue - Future traffic volume exceeds the road capacity.
- Long queue of minibuses waiting to enter into taxi park.
Proposed improvements - Since this road is one of the trunk roads within the city center, improvement
of the road shall be analyzed in the context of the improvement of whole
network within the city center.
- Improvement of taxi park is proposed in the infrastructure plan for public
transport.

D1-2
Present traffic volume 11,958 vehicle/12hr. (Jan, 2010, JICA Study Team exclusive of motorcycle)
Future traffic volume 2018 19,300－29,100
2023 12,600－22,100
Surface condition Good
Road width Total: 12-15 m
Carriageway: 6-7 m
Gradients Steep almost all the way
Roadside land use Residential, office
View

Problem and issue - Future traffic demand exceeds road capacity.

- BRT route development on Masaka Road will decrease the traffic demand,
but effect is not still clear.
Proposed improvement - This road was developed through Japanese grant aid in April 2004.
- Improvement in the long long-term is proposed

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b) D2: Munyonyo Route (A)

D2-1
Present traffic volume Heavy (Survey not conducted)
Future traffic volume 2018 15,700
2023 20,900
Surface condition Good
Road width Total: 12-13 m
Carriageway: 5 m
Gradients Flat
Roadside land use Commercial
View

Problem and issue - Traffic jam at the crossing with the Entebbe Road.
- Kibue Junction near the crossing is one of the major congested points in
Kampala.
- No trunk road in the area between Entebbe Road and Gaba Road
- Future traffic demand exceeds capacity.
Proposed improvements - Improvement of Kibue Junction is proposed in this study.
- In the long-term, trunk road covering the area between Entebbe Road and
Gaba Road is required.
- Improvement method for the whole area shall be subject to further study.
Cross section to be
introduced

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D2-2
Present traffic volume Heavy (Survey not conducted)
Future traffic volume 2018 11,500
2023 15,900
Surface condition Good
Road width Total: 10-12 m
Carriageway: 5-6 m
Gradients Small undulation
Roadside land use Residential
View

Problem and issue - No trunk road in the area between Entebbe Road and Gaba Road.
- Future traffic demand exceeds capacity.
Proposal for improvement - Road improvement method for the whole area shall be subject to further
study.
Cross section to be
introduced

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c) D3: Munyonyo Route (B)

D3
Present traffic volume Light (Survey not conducted)
Future traffic volume 2018 2,000
2023 3,400
Surface condition Good
Road width Total: 12-15 m
Carriageway: 5-7 m
Gradients Small undulation
Roadside land use Residential, farm
View

Problem and issue - Development along the road is foreseeable in the long term.
Proposed improvement - Improvement by two lanes is required.
Cross section to be
introduced

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d) D4: Sentema Route

D4
Present traffic volume Light (Survey not conducted)
Future traffic volume 2018 8,400－10,800
2023 3,700－6,6000
Surface condition Partially deteriorated
Road width Total: 6-9 m
Carriageway: 4-5 m
Gradients Steep all the way
Roadside land use Residential, farm
View

Problem and issue - Land use along the road is sparse because of poor condition of service road.
- No trunk road is provided around the area.
Proposed improvements - Development of trunk road is required to enhance development of the town
along the road.
- Different route shall be selected to avoid steep hills.
- Development of two lane road is necessary.

Cross section to be
introduced

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e) D5: Kiwatule Route

D5-1
Present traffic volume Heavy (Survey not conducted)
Future traffic volume 2018 15,000－18,600
2023 23,200－26,200
Surface condition Partially deteriorated
Road width Total: 13-15 m
Carriageway: 9-11 m
Gradients Partially gentle slope
Roadside land use Office, commercial
View

Problem and issue - Future traffic demand exceeds capacity.

- Parked vehicles on roadsides are hampering the traffic.
Proposal for improvement - Development of four lane road is required.
Cross section to be
introduced

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D5-2
Present traffic volume Heavy (Survey not conducted)
Future traffic volume 2018 13,600
2023 21,700
Surface condition Heavily deteriorated
Road width Total: 10-14 m
Carriageway: 6-8 m
Gradients Partially steep
Roadside land use Office, factory

View

Problem and issue - Future traffic demand exceeds capacity.

- Parked vehicles on roadsides are hampering the traffic.
Proposed improvement - Development of four lane road is required.
Cross section to be
introduced

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D5-3
Present traffic volume Light (Survey not conducted)
Future traffic volume 2018 500
2023 5,800
Surface condition Deteriorated
Road width Total: 9-13 m
Carriageway:
Gradients Gentle slope
Roadside land use Residential
View

Problem and issue - Development along the road is foreseeable.

Proposed improvement - Improvement by two lanes is required.
Cross section to be
introduced

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f) D6: Kigowa Route

D6-1
Present traffic volume Heavy (Survey not conducted)
Future traffic volume 2018 12,800－18,800
2023 28,200－22,100
Surface condition Good
Road width Total: 10-15 m
Carriageway: 7-9 m
Gradients Steep
Roadside land use Generally residential, warehouse and factory at the beginning point
View

Problem and issue - Future traffic demand exceeds capacity.

Proposed improvement - Development by four lanes is required.

Cross section to be
introduced

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D6-2
Present traffic volume Light (Survey not conducted)
Future traffic volume 2018 1,000－2,900
2023 1,500－7,400
Surface condition Partially deteriorated
Road width Total: 10-14 m
Carriageway: 6-8 m
Gradients Gentle slope all the way
Roadside land use Generally residential
View

Problem and issue - Intersection with Kira Road is too narrow.

- Parked vehicles and minibuses at the beginning point
Proposed improvement - Improvement by two lanes is required.
- Improvement of intersection is required.
Cross section to be
introduced

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9.10 INVESTMENT PLAN

The following Table is a summary of the investment plan required to achieve the targets of the
Public Transport Plan.

Table 9.10.1 Summary of Investment Plan

Source: JICA Study Team

9.11 INSTITUTION AND REGULATION

9.11.1 INSTITUTION AND REGULATION FOR INTRODUCTION OF LARGE BUS AND

MEDIUM BUS

(1) Organization

1) Organization for Licensing

Currently, the TLB is the organization which licenses public service vehicle operation. The TLB
is required to reinforce and strengthen its functions and staffs for the introduction of large bus
and medium bus systems.

The BRT pre-feasibility studies proposed the Multi-sectoral Transport Regulatory Authority
(MTRA) and Metropolitan Area Transport Authority (MATA) as the control bodies for transport.
The ministry to control TLB will be reviewed if these institutions are realized.

2) Bus Fund

Establishment of fund is recommended to assist the bus operating entities. The government shall
finance the fund or introduce an international financing partner for the fund.

Table 9.11.1 Necessary Fund for Large Bus

D1 D2 D3 D4 D5 D6
Route Natete Munyonyo Munyonyo Sentema Kiwatule Kigowa
Route Route (A) Route (B) Route Route Route
Implementation Term 2018 2013
Necessary Fund
2,900 16,100 3,100 900 15,300 11,300
(‘000 USD)
Term Total (‘000USD) 22,100 27,400
In case import tax is not exempted, interest rate is 22%.
Source: JICA Study Team

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3) Operator of Public Transport

Operating industries of large buses will be led to organize a few unified operation entities from
the current large number of operators. Subsequently, it will become possible to adjust the
integrated timetable.

As for the maintenance of buses, operator should make a contract with bus supplier for bus
maintenance and the supplier shall appoint an adequate garage for repair and maintenance work.

4) Reinforcement of Public Transport Section in MoWT

In order to strengthen the organization in terms of licensing, and to induce investments for bus
operators, the authority and extent of governance of the public transport section in MoWT shall
be reinforced.

(2) Institution and Regulation

1) Licensing System of Large Bus

a) Large Bus

Basically, it is necessary to grant license to large buses on an individual route basis. In order to
provide the stable and steady service to passengers, the soundness of finance of the operating
industry will be evaluated and the fixed route, fixed fare and fixed schedule will be the
preconditions for licensing and will be obligatory. Supply of the number of buses will be
controlled in consideration of the demand along the route for the sake of avoidance of excessive
competition.

If two or more companies operate on a single route, the license authority will adjust the timetable.
Operating company will continue to operate at least five years to protect the beneficiary. License
will be renewed periodically but withdrawal without reason will not be approved. Moreover, the
company which caused heavy accident cannot continue to operate.

b) Medium Bus

Medium bus will replace the minibus gradually. The current licensing of the minibus will be
abolished in consideration of the progress of the introduction of the BRT and large bus and the
expansion of the service area of BRT and large bus.

The fixed route, fixed fare and fixed schedule will be the preconditions for licensing and will be
obligatory like in the large bus. Supply of the number of buses will be controlled in consideration
of the demand in the area for the sake of the avoidance of excessive competition. License will be
renewed periodically but withdrawal without reason will not be approved.

2) Import Tax Exemption of Bus Body

As articulated in Section 9.8, import tax exemption of bus body is requested for the reduction of
the burden of purchasing bus body. It will help in improving the financial condition of bus
operators.

3) Traffic Regulation

Basically, it is necessary to prohibit the running of minibus and Boda-Boda on the BRT and large
bus routes. But since enforcement of this regulation requires the approval of stakeholders, large
bus should follow the result of the BRT which will precede the introduction of large bus.

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On common roads, the large bus should keep the regulation like other vehicles. However, when
the large bus tries to start from the bus stop, other vehicles should not interfere with the
confluence of the large bus.

Posts with sign board and timetable should be installed at the bus stops. Passengers should not
embark and disembark at places other than bus stops. Bus company should install the bus depot
outside the urban area to restrict the long parking time at the terminals.

(3) Stakeholders

It is important to gain the understanding and cooperation of various stakeholders, especially

public transport operators and passengers. Since the introduction of the BRT will precede the
large bus, the method and attitude in obtaining the understanding of stakeholders shall follow the
outcome of the BRT introduction.

9.11.2 FRAMEWORK FOR INFRASTRUCTURE DEVELOPMENT OF PUBLIC

TRANSPORT

1) Institution for Infrastructure

The infrastructure of public transport such as the terminals and bus lay-bys should be part of the
road. The development and maintenance should be conducted as for the road because the
terminal and bus lay-by contribute toward the reduction of traffic congestion on the road.
Therefore, the resources for the development and maintenance of road will be invested to the
infrastructure for public transport. The authorities in charge of road will be responsible for the
development of infrastructure for public transport.

In this context, the road-related laws and regulations such as the Traffic and Road Safety Act
shall cover the terminal and bus lay-by.

2) Resources for Development

The government needs to obtain assistance from donors to develop large scale bus terminal such
as the integrated terminal. Other small scale terminals will be developed by the government from
the budget for road development.

3) Market

Two methods are considered for the development of public market. One is to request the
assistance by the partners in the design and development. The other is to call for the investment
of private sector. In this case, the area surrounding the public market is developed simultaneously
for expanding commercial facilities. If the bus terminal and public market become the focus of
commercial activities, there will naturally be demand for commercial development in the
surrounding area. In spite of the fact that the investor cannot profit from public market, investor
can gain the profit from the sale of surrounding area.

The government shall select a corporation through proposal, give permission and assist the
corporation in the acquisition of land and necessary procedure.

9.11.3 REALIZATION OF PUBLIC TRANSPORT PLAN

The following are the proposals for the realization of public transport plan:

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1) Introduction of Large Bus

a) Direction to the public transport section in MoWT

MoWT shall employ and request specialist from outside the government for direction in the
following aspects:

- Institution and organization

- Management of bus operation
- Finance and accounting

b) Establishment of bus fund

The investors of the bus fund compose the committee for the administration of the fund. The
committee will employ a specialist if necessary.

c) Direction for bus operating company

Direction for the bus operators will be conducted by the specialists employed by the government.

2) Development of Terminal

The following procedure is recommended for the development of bus terminal:

a) Recognition of responsible organization in the government

The government will clarify the responsible organization for the infrastructure of public transport,
and the government as a whole will approve and recognize the authority.

b) Technical cooperation for the organization

The government will request the foreign partner for technical assistance in the following sphere:

- Institution and regulations for the development and maintenance of public transport
infrastructure
- Introduction of instances of infrastructure development
- Demarcation of tasks between the government and the donor
- Assistance on the tasks of the government

c) Implementation of feasibility study

The government shall request the partner for the implementation of the feasibility study for the
development of the infrastructure. In the feasibility study, the following items are scrutinized:

- Establishment of overall plan of terminals and lay-bys

- Selection of land for the development
- Setting the priority of terminals
- Basic design for selected terminal(s)

d) Implementation of development

9.11.4 ENVIRONMENTAL AND SOCIAL CONSIDERATION FOR PUBLIC TRANSPORT

Since the Study covered only formulation of conceptual model for the public transport plan, and

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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

since the proposed locations of bus terminals are subject to the specific plan of BRT project,
environmental study such as IEE was not carried out for the public transport plan. Therefore, in
the feasibility study for the public transport plan proposed in the previous section, appropriate
environmental and social consideration should be conducted. The essential subjects to be
analyzed are the following two points.

a) Impact by the Large Bus operation

Present minibus operators, drivers and passengers are the most affected PAPs by the reformation
of public transport system. Introduction of BRT will give an enormous impact to those PAPs.
Introduction of large Bus will also give a heavy impact to those people. Therefore the stake
holder meetings which will be conducted by the BRT Feasibility Study will give significant
lessons. Based on those lessons, environmental and social consideration shall be implemented in
the feasibility study proposed in the previous section.

b) Impact by the development of terminals

This study proposed basic concept, function and distribution of terminals but exact location of
each terminal is not yet decided. In the proposed feasibility study which will decide the location
of terminals, necessary procedure for the environmental and social consideration shall be carried
out.

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