OPERATIONAL CHARACTERISTICS OF THE NEWLY INTRODUCED BUS RAPID TRANSIT IN DAR ES SALAAM, TANZANIA

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1 Matata, Kitali, Sando, Bwire OPERATIONAL CHARACTERISTICS OF THE NEWLY INTRODUCED BUS RAPID TRANSIT IN DAR ES SALAAM, TANZANIA Flavius Matata (Corresponding Author) Tutorial Assistant Department of Civil Engineering Dar es Salaam Institute of Technology P.O. Box 2958 Dar Es Salaam, Morogoro Rd, Dar es Salaam, Tanzania Angela E Kitali Graduate Research Student School of Engineering University of North Florida, College of Engineering 1 UNF Drive, Jacksonville, FL a.kitali@unf.edu Thobias Sando Associate professor School of Engineering University of North Florida, College of Engineering 1 UNF Drive, Jacksonville, FL t.sando@unf.edu Hannibal Bwire Senior Lecturer Department of Transportation and Geotechnical Engineering University of Dar es Salaam P.O.Box 3591 Dar es Salaam, Kinondoni, Dar es Salaam, Tanzania bw_hann@yahoo.co.uk Paper Length: Abstract: 237 words Tables and figures: (2+8) *25 = 2,5 Words: 4,882 Words in total: 4, ,5 = 7,382 (Maximum 75) Submission date: November 15 th 216 Paper Submitted for consideration for publication and presentation at the Transportation Research Board s 96th Annual Meeting, Washington, D.C., 217

2 Matata, Kitali, Sando, Bwire 1 ABSTRACT Introduction of Dar es Salaam Bus Rapid Transit (DART) in Dar es Salaam metropolitan city, Tanzania, which involves use of exclusive curbed median bus lanes, meant to reduce the congestion problem by reducing travel times reliability and variability. Improved travel time benefits offered by BRT system eventually attract commuters to public transit hence reducing congestion through modal shift from private transportation system. This paper aimed at analyzing the operational impact of the DART system in Dar es Salaam metropolitan city as well as challenges inhibiting efficient operation of the system. The performance of DART system was measured based on ridership, and travel time savings measures, while challenges which the system is facing were also investigated by interviewing various stakeholders. The drivers were interviewed together with the passengers in all routes at different times of the day. Along BRT routes, students either using BRT or other means of transport mode were interviewed concerning their perception towards BRT. With the use of questionnaires, the private car owners riding along the BRT routes were interviewed with the main focus being why they still use private cars instead of BRT. Descriptive analysis was then conducted on the data collected for different groups and exploring their views and opinions to determine the effect of BRT in the city. Findings from this analysis reveal the need for improving the current BRT system and all associated operations to have a better performing transportation system. Keywords: Bus Rapid Transit, Travel time.

3 Matata, Kitali, Sando, Bwire 2 INTRODUCTION Public transportation systems are meant to serve the public by operating on a scheduled timetable, and can include buses, trains, trams, or rapid transits such as bus rapid transit (BRT). Introduction of new transportation systems in cities increase access to and use of public transit, especially in dense, centralized cities (1). Further, it helps in expanding physical activities and access to safe, convenient, and affordable transportation (1). Public transportation systems significantly lower emissions per passenger mile as compared to private transportation systems, especially when operating with full passenger loads (2-4). They further reduce vehicle kilometers traveled. Expanding public transportation systems may further decrease disparities in access to services, employment, business, and recreation opportunities for vulnerable population in the community and the public at large. One of the most reliable and cost effective public transportation system that has been widely introduced in most of urban areas for both developed and developing countries is Bus Rapid Transit (BRT) system. Due to its reliability, BRT continues to play an expanding crucial role in urban transit systems throughout the world (1, 5, 6). Not only does BRT system improve mobility, they also improve capacity, travel time, speed, cost-effective as compared to rail transit, short construction time, emissions, and fuel usage. Dar es Salaam bus rapid transit (DART) is a new bus rapid transit (BRT) system in Dar es Salaam city that began its operation early May 216 after being monitored under temporary operations from late April 215 (7). This transit system has been introduced to replace the previous operating system comprising of buses and mini-buses (known as daladala) on major corridors in Dar es Salaam. It consists of 6 phases, where phase one is the only phase that is operating currently, Figure 1. The first phase of the project encompasses BRT buses dedicated lanes route that is 2.9 kilometers long on three trunk routes with 5 large terminals, and 29 stations (7). The route is designed to carry 3, commuters daily along the respective 29 stations (7). FIGURE 1 Map showing the six DART phases in Dar es Salaam (Source; DART Agency). Terminals are located along the start and end stations for all trunk roads. Terminals allow transfers between feeder services as well as provide access to various transportation

4 Matata, Kitali, Sando, Bwire 3 services such as regional buses and private vehicles. Trunk stations are the main stations along the trunk routes that are accessed via pedestrian crossings. In addition, the stations are elevated to enhance pedestrians safety. There are four types of trunk stations spaced 5 meters apart along the road (A, B, C, and D) depending on passenger demand (8). Finally, feeder stations allow passengers to transfer from feeder routes onto trunk stations. Dar es Salaam BRT is equipped with dedicated lanes in the median, dedicated stations, and pedestrian and cyclist facilities. They operate under the priority traffic signals, in order to improve minimize the waiting time at intersections, hence improve their level of services. In addition, this system is provided with overtaking lanes in some of the bus stations, to provide access to other BRT buses, which do not intend to stop at the respective stations. Passenger fares are paid prior to boarding on the busses. The route is currently, serviced by 14 Chinese built Golden Dragon buses providing express and local service for 18 hours daily from 5: Am to 11: Pm (9). Usafiri Dar es Salaam Rapid Transit (UDART) Company under the authority of the National SUMATRA manages the buses (1). DART Agency is under the Prime Minister s Office (Presidents office): Regional Administration and Local Government, which was established in accordance with the Executive Agencies Act Cap LITERATURE REVIEW The overrule advantage of BRT over other urban transportation systems include its flexibility, and ability to be implemented under a reasonable costs, and implementation times. Benefits offered by BRT systems, largely depends on the type of running ways. It is running way that allows for rapid and reliable movement of buses with minimum mixed-interference with other traffic flows (1 1). Thus, the level of separation from other traffic flow offered by BRT running ways determines its operational and safety reliability. In practice, BRT systems operates in different levels of separation from other traffic flows including, operations in mixed arterial traffic, on exclusive arterial lanes (median or curbside), in contra-flow bus lanes on freeways or arterials, in mixed flow freeway High Occupancy Vehicle (HOV) lanes, grade-separated lanes or exclusive transit ways on separate right-of-way and bus tunnels. Fully grade separated, segregated BRT transit ways have the highest cost and highest level of speed, safety, and reliability of any BRT running way type (11). BRT systems normally operate with the intent of serving any of the three forms; exclusive bus lanes, higher frequency services, and or express-only stops (12). Implementation of the aforementioned forms of BRT systems, intend to improve travel time reliability and variability, also increase attractiveness of public bus transport and affect modal shift by attracting more commuters to use public transport. Since DART is the first BRT to be constructed in Tanzania, there is lack of clear definition of what constitutes BRT system and the extent of its impacts to the society, and how to maximize its benefits and hence minimize the negative impacts. Bus rapid transit projects have the potential to provide travel time, public health, environmental, land use, and other benefits to society. However, like all transport options, BRT systems can also impose social costs from construction, operation, and maintenance (13). While the effects of public transportation investment can be of significant interest, longer-term travel benefits are a fundamental justification for public transportation investment that can ultimately lead to greater and more lasting impacts on an area s economy (14). In the research concerning Economic Impact of Public Transportation Investment Weisbrod categorized the direct benefits of new transportation systems as travel timesaving s, travel cost savings, reliability improvements and safety improvements (14). All these types of benefits can provide monetary savings for both public transportation passengers and for travelers who continue to

5 Matata, Kitali, Sando, Bwire 4 use other transportation modes. BRT systems can reduce travel times for their passengers by moving BRT buses out of mixed traffic and into exclusive, segregated lanes. Level and prepaid boarding at stations along with high-capacity buses with multiple boarding doors help speed passenger boarding and alighting (13). Transportation system is an essential resource for creating and maintaining positive health in populations. However, transportation systems can also have negative effects on the health of individuals and populations i.e. air pollution, noise, and crashes, and, less directly, through its demand for land, and through the environmental costs associated with obtaining and transporting the resources necessary to enable some forms of transport to run (e.g. oil) (15). Concurrently, other studies report that bus rapid transit systems also provide valuable public health benefits by reducing road crash frequency and severity; reducing personal exposure to harmful air pollutants; and increasing physical activity for BRT users (13). To a large extent, the design and operation of BRT system affects not only its operational performance, but it also affects its level of safety. BRT constructed in the road median are pointed to be safer than curbside systems, where counter-flow lanes were identified as the most dangerous configurations (16). A study done in nine BRT systems and busways around the world (including Bogotá, Colombia; Curitiba, Brazil; Mexico City, Mexico; and Delhi, India), found out that while BRT reduced crashes and fatalities on the corridor, the impact of simple bus ways is not as clear. For example, In Guadalajara, the average number of monthly crashes on the BRT corridor decreased from 2 before BRT to 19 for the first year of BRT operation. Along Bogotá s Avenida Caracas corridor on TransMilenio, average annual fatalities decreased from 61 before BRT implementation to 16 during the first 8 years of operation. However, even after accounting for the existing downward trend, the authors estimate that the implementation of TransMilenio has reduced fatalities, on average, by 6%. Evidence from qualitative studies suggests that fear for personal safety can be a barrier to the use of public transport (17). OBJECTIVE Dar es Salaam rapid transit system is introduced, to improve the transportation system in Dar es Salaam metropolitan city. Congestion has been one of the major problems in this centralized city (7). Dar es Salaam City currently has a total population of about 4.36 million people accounting for 1% of the total Tanzania mainland population (1 8). These inhabitants perform approximately seven to eight million trips per day. Commuter trips are estimated to be around 5 million per day, where about 3-4 million of these commuter trips are done by paratransit (daladala) and the rest population use private transportation, tricycles, motorcycles and others commute by walking (19). Buses that are operating at the BRT systems are being faced with a number of accidents since they started to operate. Thirty four (34) crashes were recorded during the first 21 days of operation of BRT system (2). This caused additional costs to the society and the infrastructure as well. Each of these crashes has been accompanied by a number of contributing causes among them, includes lack of education to the indigenous society about operation of the new system. Misuse of BRT dedicated lanes by pedestrians and other vehicles apart from BRT buses is stated to be one of the reasons contributing to crashes. The estimated maintenance costs contributed by these accidents are stated to be 44, USD (2). Further vehicles other than, BRT buses and pedestrians have been observed to use the designated routes for BRT buses despite of being restricted to use it, Figure 2. Most of all pedestrians are being put at higher risk of encountering severe injuries considering the fact that they are more at risk compared to the rest of road users such as vehicles. This has been observed to be one of the critical influences

6 Matata, Kitali, Sando, Bwire 5 of crashes that BRT buses encounter. Among the initial procedures taken to handle this situation is development of by-law that will require violators to pay fines (19). FIGURE 2 Pedestrians jaywalking across and along BRT dedicated lanes. With the main purpose of improving operation of transportation systems in this centralized metropolitan city, BRT systems has a duty to improve safety to both its users, operators and the adjacent population. BRT system operates under priority traffic light systems, but these systems are being observed to multifunction a number of times, the situation that affect operational and safety capacity of this system. At intersections, where BRT buses crosses they interact with other vehicle flows. Nevertheless, some of these intersections are stop controlled, the situation that also increase the risk of crash occurrence, and cause delays to this system, reducing its operational capacity. The objective of this study is hence to analyze the operational effects of the DART system in Dar es Salaam metropolitan city as well as challenges inhibiting efficient operation of the system. The findings of this study has the potential to aid policy-makers in examining the effectiveness of different BRT planning, designing, and operation schemes and its impact on travel time reliability and variability and safety at large. The findings of this study will especially assist in improving the effectiveness of the remaining five phases of DART system. METHODOLOGY Planning and implementation of BRT in any city need to consider cost, ridership, environmental impacts, and community needs and attitudes. Thus, in this study, the performance of DART system was measured based on ridership, and travel time savings measures while challenges, which the system is facing, were also investigated by interviewing various stakeholders. Ridership The information about the number of passengers utilizing the DART system was collected using observational study, questionnaire, and information collected and maintained by the organization operating the DART system. ridership rate was also compared between BRT buses and other transportation modes. Questionnaires about ridership were distributed to passengers on buses. Students as one of the daily users of public transportation systems were also surveyed separately to understand the rate of their ridership, and the challenges they face while accessing the BRT system. In addition, to understand about the modal shift rate and its

7 Matata, Kitali, Sando, Bwire 6 challenges, private car users along the routes adjacent to the BRT dedicated lanes were also surveyed. Travel Time Savings The DART system travel time savings data were collected using an observational study, were trained personnel with special forms, collected information about buses travel time from origin to destination. They filled, in the forms information including, buses plate number and each time they arrived at each station from origin to destination. These informations were collected during morning, afternoon, evening, and night peak hours, and off-peak hours. Further, surveys were conducted to BRT riders to identify the amount of time they used before BRT was introduced on the same routes and the time they use currently on the BRT systems. The average time taken to traverse from origin and destination for BRT buses and the results of the surveys were hence compared. RESULTS AND DISCUSSION BRT Bus Drivers Survey Results Considering that, DART system is a new system in Tanzania, a special training is required to operators of these buses. From the survey s results conducted to 4 employed drivers operating BRT buses in phase 1, only 4% of the drivers received special training from Vocational Educational and Training Authority (VETA) prior to be employed. The remaining 6% had not received special training prior to be employed as BRT buses operators. Due to a tremendous number of accidents occurring in DART system just within the first month of its operation, a survey question was posed to drivers who were surveyed to understand whether they were involved in accidents and the possible reasons for the accidents. Among the questioned drivers who had not received special training prior to being recruited as BRT drivers, 46% were involved in accidents. On the other hand, only 25% of questioned drivers who had received training prior to being recruited as BRT bus operators encountered crashes. The main causes for accidents identified by the surveyed drivers include intrusion of BRT dedicated lanes by motorcycles, and jaywalking of pedestrians. Other factors identified by drivers include insufficient turning radius, causing them to face difficulties in initiating turns at corners. Drivers complained to have insufficient time for resting including time for having breakfast. This have reduced driving ability due to fatigue, the reason which prone them to encounter crashes due to temporary lack of attention. Comparison of Travel Time for DART System and Other Transportation Modes Travel times data for BRT buses, collected on site, show the average travel time spent during peak hours as shown in Table 1. For both of the sites, the average stopping time is observed to be high, leading to increased delays. TABLE 1 Travel Time for BRT Buses (scheduled travel time, and speed) BRT Routes Average Time Spent per Trip (minutes) Average Travel Time (minutes) Average stopping time (minutes) Length (km) Average travel speed (km/h) Kimara-Gerezani

8 Matata, Kitali, Sando, Bwire 7 Kimara-Kivukoni Kimara-Morocco Ubungo-Gerezani Ubungo-Kivukoni Ubungo-Morocco Morocco-Kivukoni Morocco-Gerezani To get a more accurate picture of whether BRT improves the travel time over the previous transportation mode along the same route, BRT users were asked to recall their travel time via the previous mode they used before switching to the BRT. The responses indicated that, on average BRT users saved twice as much time per one-way trip to reach the same destination, Figure 4. This observation is also supported by the reduction in traffic congestion prior to operation of DART system, and the continuous shift in transportation modes towards DART system. Average travel time (minutes) BRT dedicated routes on DART Phase 1 DART system Previous public buses and mini-buses (daladala) FIGURE 3 Average travel time comparisons between DART and previous systems. Bus Occupancy Rate An observational study was conducted to determine the occupancy rate of BRT buses. Analyzing this data will help in understanding the demand rate of the new DART system. Observations of bus occupancy rate were done during the morning, afternoon, and evening sessions. Typically, morning and evening sessions are peak hours whereas, the afternoon session is off-peak hours. Highest percentage of buses that were crowded or full were observed during morning peak hours, followed by evening sessions, followed by afternoon peak hours, Figure 4. It can be anticipated that, the highest demand rate of BRT buses may be contributed by the high needs of passenger to reach to their work places and business areas.

9 Matata, Kitali, Sando, Bwire 8 BRT bus occupancy rate (%) Empty Half-full Full Standing Crowded Empty Half-full Full Standing Crowded Empty Half-full Full Standing Crowded Morning session Noon session Evening session FIGURE 4 BRT buses occupancy rate during peak and off-peak hours. Legend; Empty No passengers in the buses; Half full Nearly half of seats occupied/ nearly half of seats are not occupied; Full Nearly seats are occupied, no passenger is standing; Standing All seats are occupied, some passengers are standing, but the bus can load other passengers; Crowded All seats are occupied, passengers are standing, the bus cannot load other passengers (Bus do not stop at stations where there is no any passenger disembarking) BRT passenger surveys Origin-destination surveys were conducted to DART passengers to determine the purpose of the trip, previous mode of travel, transportation mode to the BRT bus stop/terminal, and the transportation mode for arriving to the final destination from the BRT bus stop/terminal.. The high percentage of BRT passengers 45% were observed to use BRT buses for work and work related purposes. During morning peak hours 22% of BRT passengers stated to use BRT buses daily traversing from home to work/work related destinations. Twenty three percent (23%) of the surveyed passengers state to use BRT buses daily from work going home during evening peak hours, Figure 5. BRT trip type (%) Morning Evening Morning Evening Morning Evening Home Work/work related Other 11 FIGURE 5 BRT passengers trip types.

10 Matata, Kitali, Sando, Bwire 9 Understanding the previous mode of transport used by passengers currently using BRT buses will provide the acceptance rates of this new mode of transportation in Dar es Salaam. Hence, passengers currently using BRT buses were questioned about the previous mode of transportation they normally use to traverse on the same routes before installation of DART system. Seventy six percent (76%) of the surveyed BRT passengers stated to use para-transit as the previous modes of transportation before shifting to use BRT buses. Nine percent (9%) of BRT passengers shift from private cars, which was the previous mode of transport they used to traverse on the same routes before BRT buses. Modal shifts towards the BRT system especially from private cars indicate the improved services offered by BRT system, including improved travel times. The remaining 15% used other modes of transportation previously before shifting to BRT buses. BRT Ridership Rating In this study, the questioned BRT users rated the quality of services offered by the new BRT system. The performance measures rated includes safety, travel time, comfortability, bus frequency, cleanliness, and the information system contained in the BRT. Compared to other public transportation systems available in the city of Dar es Salaam, the cleanliness of BRT system is rated to be good by the 88% of the questioned BRT users. On the other hand, 75% of the questioned BRT users rated the travel time improvements of BRT buses to be good, Table 2. Sixty five percent (65%) of questioned BRT users rated the BRT buses frequency as satisfactory. The safety performance of BRT system was rated to be best by 47% of BRT users, where 53% rated it to be good. Comfortability of BRT system was rated to be poor by 5% of the questioned BRT users. Lastly, the BRT information system was rated to be satisfactory by 57% of the surveyed BRT users. TABLE 2 BRT Buses Ridership Rating In percentages (%) Worse Bad Satisfactory Good Best Safety Travel time Comfort Bus frequency Cleanliness Information system Private Car along BRT: Survey Results Private car users along the BRT route on the lanes adjacent to the BRT dedicated lanes were also surveyed to determine their origin-destination routes and the purpose, and frequency of the trip. In addition, the private car users along the BRT routes were surveyed to determine the reason for them to prefer private transportation instead of BRT system. The results of this survey will assist in setting improved strategies that will enhance the modal shift to BRT system. A total of 6 private car users adjacent to BRT dedicated lanes were surveyed. Fifteen percent (15%) of private car users along BRT dedicated lanes stated to use their private transportations daily during morning peak for non-work related activities. On the other hand, 27% of private car users along the BRT route stated to use their private transportation few times a to go home during evening peak hours, Figure 7. The private car users along the BRT route were also asked to describe the reason for preferring their private transportations to the new BRT system. Forty two percent (42%) of

11 Matata, Kitali, Sando, Bwire 1 private transportation users stated they preferred their own transportation system to BRT because they required another mode of transportation to take them from BRT bus stops/terminals to their destination. From these observations, the new BRT routes have to be constructed in such a manner to reach remote destinations with a large demand of users. Percentage of private cars responed to trip purpose (%) Morning Evening Morning Evening Morning Evening Home Work/work related Other Private cars trip type 12 FIGURE 7 Private transportation users on routes adjacent BRT dedicated lanes. Student Survey Results In this study, students as among of the most users of public transportation system were questioned about their usability of BRT system, and the challenges they face while using this new system. Seventy percent (7%) of surveyed students stated to use BRT buses to traverse from home to schools, whereas only 43% of the same students use the same BRT system to traverse from school to home, Figure 8. The main reason for preferring BRT over other transportation modes were stated to be improved travel time where it help students to get to school on time. The percentage of students using the same BRT transportation during the evening as they traverse from school to home is stated to be contributed by a number of factors. These includes unavailability of special cards for students to access the buses easily. Also unlike other special group (disable), there are no special spaces for students on BRT buses considering that it is a large group.

12 Matata, Kitali, Sando, Bwire 11 Percentage of students using BRT system (%) Walking BRT Paratransit Walking BRT Paratransit Home to school Home to school FIGURE 8 Percentage of students using BRT system. CONCLUSIONS AND RECOMMENDATIONS The introduction of the BRT system led to occurrence of crashes, this was due to intruders like Motorcyclists in the BRT lanes, lack of special training to drivers as results show that 46% of untrained drivers were involved in crashes comparing to 25% of those trained. This now raise a need for more emphasize to public education on the BRT system. The bus stops need also to be improved either by providing fencing so as to enforce pedestrians and passengers before and after their journeys to cross the road only at the right place (crosswalks). The DART agency also needs to make sure that all drivers are well trained before recruitment. The new BRT in Dar es Salaam has improved travel time savings, ideology of people has changed due to the fact that nobody want to spend more time travelling from one place to another, this results to increase in demand due to modal shift from paratransit (76%), private cars (9%) and other means of transport (15%). During peak hours, morning and evening, many passengers prioritize the use of BRT as it has exclusive lanes hence huge travel time savings but unfortunately the demand for the transport is not respective to the supply of the transport. Thus, there is a need of increasing rate of dispatching the buses during peak hours, and some of buses should start loading at bus stops because in middle of the routes, the buses are observed to be crowded and still there are many passengers waiting to board. The BRT system has been observed not to be friendly to students. The ticketing process is one of the issues claimed due to unavailability of special cards for students to access in the bus stops easily. Also unlike other special groups, there are no special spaces for students in BRT buses considering that it is a large group and need special attention.. The DART agency has to provide at least one special bus for students in each route in the morning hours and evening hours, which can carry other passengers if not fully loaded by students but students must be given first priority in those buses. Lack of efficient transport system in the feeder routes to trunk BRT routes is a major reason for private car owners to continue riding along BRT routes. This new transportation system does not have a good link with many of the present transportation systems. To have effective modal shift from private cars to BRT system, there is a need to establish an effective link between the feeder routes and trunk routes to attract more commuters. The buses operating in feeder must have a connection with buses operating in Trunk routes in terms of time table and fares so that to avoid any inconveniences to passengers.

13 Matata, Kitali, Sando, Bwire 12 With these suggestions, the new transportation system in Dar es Salaam can perform at its maximum potential with regards to passenger benefits, operations, and reliability while minimizing its effects on vehicular traffic. Future work for this research includes data collection from other general traffic routes in Dar es Salaam City (Congestion levels, travel times, public transport demands, and crash rates) to measure the real effect of introducing new transportation system in the metropolitan city at large. REFERENCES 1. Callagan, L., and W. Vincent. Preliminary evaluation of metro orange line bus rapid transit project. In Transportation Research Record: Journal of the Transportation Research Board, No. 234, Transportation Research Board of National Academies, Washington D.C., 27, pp Chen, X., L. Yu, G. Song, and C. Xian. Comparative study of emissions from bus rapid transit and conventional bus systems. In Transportation Research Record: Journal of the Transportation Research Board, No. 227, Transportation Research Board of National Academies, Washington D.C., 212, pp Prabhu, A., and M. Pai. Buses as Low-Carbon Mobility Solutions for Urban India. In Transportation Research Record: Journal of the Transportation Research Board, No 2317, Transportation Research Board of National Academies, Washington D.C., 212, pp Gallivan, F., J. Ang-Olson, C. B. Liban, and A. Kusumoto. Cost-Effective Approaches to Reduce Greenhouse Gas Emissions Through Public Transportation in Los Angeles, California. In Transportation Research Record: Journal of the Transportation Research Board, No. 2217, Transportation Research Board of National Academies, Washington D.C., 211, pp Kaenzig, R., D. Mobereola, and C. Brader. Africa's First Bus Rapid Transit System. In Transportation Research Record: Journal of the Transportation Research Board, No. 2193, Transportation Research Board of National Academies, Washington D.C., 21, pp Pai, M., and D. Hidalgo. Indian Bus Rapid Transit Systems Funded by the Jawaharlal Nehru National Urban Renewal Mission. In Transportation Research Record: Journal of the Transportation Research Board, No. 2114, Transportation Research Board of National Academies, Washington D.C., 29, pp Dar Rapid Transit Agency. Implementation of Phase I of the Dar Rapid Transit System: Report on consultations with existing daladala operators and the mitigation measures. Dar es Salaam, Dar es Salaam City Council. Consultancy services for the conceptual design of a long term integrated Dar es Salaam BRT system and detailed design for their initial corridor Volume 6. Dar es Salaam : Dar es Salaam City Council, AsokoInsight. Accessed June 11, Dar es Salaam Rapid Transit Agency. Dar Rapid Transit (DART) Project Phase 1: Project Information Memorandum. Dar es Salaam : Dar es Salaam Rapid Transit Agency, Miller, A. M., and A. Golub. The Bus Rapid Transit Performance Assessment Guidebook: A Decision-Support Tool For Bus Rapid Transit Implementers. Annual Meeting Compendium of Papers (CD-ROM) of the Transportation Research Board 9th Annual Meeting. Washington, D.C, 211.

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