TIME AND TRAFFIC SURVEY REPORT – MIRAMA/ BORDER AND JUNCTION – – ROAD

[FINAL REPORT]

Consultant: Lillian Muhebwa P. O. Box 27808 EXECUTIVE SUMMARY

This report presents the findings from the time and traffic survey undertaken in May 2012 at the Mirama-Kagitumba border crossing as well as results of the traffic and route preference survey at the Ntungamo junction on Mbarara-Kabale road. Mirama-Kagitumba border is one of the two main transit points connecting and with the border towns located in southwestern Uganda and Nyagatare district, Eastern Province of Rwanda respectively. The study sought to establish the queuing time and time taken to clear commercial trucks at the border crossing, baseline traffic volume statistics, preferred routes travelled by traffic at the border as well as the anticipated increase in traffic due to upgrading of the Ntungamo-Mirama road.

The Mirama-Kagitumba border crossing had a total traffic of 408 vehicles during the survey week, most of which was from the Kagitumba side. Traffic at this border is mainly day time traffic corresponding to the operational hours of the customs offices. Total traffic inward from Mirama was 115 vehicles predominantly of the commercial traffic category. Inward traffic at Kagitumba was recorded as 193 vehicles with passenger vehicles making up 67% of this traffic. Preferred travel routes are intercity, that is connecting Kampala and Kigali which are the main commercial hubs for the two countries

Relatively short queue times (three to thirty seven minutes) were experienced for traffic arriving during border operation hours given the low daily commercial vehicle traffic averaging about ten vehicles on either side. Queues are generally shorter on the Kagitumba side, hardly exceeding 15 minutes. However, the low traffic volumes do not present any urgency on transporters to start the clearing process; otherwise these queue times would be lower. The average customs processing time for trucks from Mirama entering into Rwanda was three hours fifty one minutes and that from Kagitumba, one hour thirty two minutes. The longer processing times for traffic from Mirama can be attributed to more import traffic into Rwanda as compared to Uganda in addition to non-readiness of transporters to clear with customs.

The Ntungamo-Kabale junction on Mbarara-Kabale road receives significant day time traffic volumes with 5271 vehicles recorded during the survey week. This is equivalent to 753 vehicles per day out of which 34% is commercial traffic - as defined for this survey. The Origin-destination survey indicated that 40% of this traffic (439 vehicles) passes the border with Heavy Goods Vehicles (HGV) above 8T contributing 41% of this traffic, 32% trailer trucks, 14% fuel tankers and light trucks and coaches contribute 8% and 5% respectively.

Results of the route preference surveys for traffic bound for Katuna indicated that at least 24% of this traffic would be diverted to the Mirama route if upgraded. This corresponds to almost three times the current commercial traffic volume handled at the border requiring improved infrastructure and high efficiency levels of border operations in order to contribute to the realization of benefits from improved trade competitiveness in the East Africa region.

1 | P a g e

Table of Contents

EXECUTIVE SUMMARY ...... 1 ACRONYMS AND KEY DEFINITIONS ...... 3 1 INTRODUCTION ...... 4 1.1 ASSIGNMENT OBJECTIVES ...... 4 2 COMPONENT 1: TIME SURVEY ...... 7 2.1 OBJECTIVE ...... 7 2.2 METHODOLOGY ...... 7 2.3 SURVEY RESULTS ...... 9 2.3.1 Time survey at ...... 9 2.3.2 Time survey at Kagitumba ...... 12 3 COMPONENT 2: TRAFFIC SURVEY...... 15 3.1 OBJECTIVES ...... 16 3.2 METHODOLOGY ...... 16 3.3 SURVEY RESULTS ...... 16 3.3.1 Mirama Hills Traffic ...... 16 3.3.2 Kagitumba Traffic ...... 20 3.3.3 Conclusion ...... 23 4 COMPONENT 3: TRAFFIC SURVEY AT NTUNGAMO JUNCTION ...... 25 4.1 OBJECTIVES ...... 25 4.2 METHODOLOGY ...... 25 4.3 SURVEY RESULTS ...... 25 4.3.1 Traffic analysis ...... 25 4.3.2 Conclusion ...... 33 Annex I: Data collection forms ...... 34 Annex II: Traffic Volume – Mirama Hills ...... 36 Annex II: Traffic Volume – Mirama Hills ...... 36 Annex III: Traffic Volume – Kagitumba ...... 37 Annex IV: record of vehicles at day start – Mirama/Kagitumba ...... 38 Annex V: Commercial Traffic Origin-Destination – Ntungamo junction ...... 39

2 | P a g e

ACRONYMS AND KEY DEFINITIONS

CCA – Customs clearing Area HGV – Heavy Goods vehicle OSBP – One stop Border Posts RRA - Rwanda Revenue Authority TMEA – Trade Mark East Africa TOR – Terms of Reference URA –

3 | P a g e

1 INTRODUCTION

This report presents the findings of the traffic survey conducted at the Mirama/Kagitumba border crossing between Uganda and Rwanda, in their respective districts of Ntungamo and Nyagatare. The study was commissioned by Trade Mark East Africa (TMEA) as part of planning, and monitoring and evaluation of its projects in particular the one-stop border post (OSBP) project aimed at reducing transport and related costs along the key transport corridors in East Africa.

1.1 ASSIGNMENT OBJECTIVES This study was aimed at obtaining baseline traffic statistics and in accordance with the assignment TOR comprised three key components as described hereafter. Components 1 and 2 relate to the time and traffic study at the Mirama Hills/Kagitumba border and component three relates to the traffic study at Ntungamo. The study components are detailed below: a) Component 1: Traffic Queuing and Clearance Time Study This involved carrying out a traffic study to find out the queuing time and time taken to clear commercial trucks at the border crossing. b) Component 2: Traffic Volume Study at Mirama Hills/Kagitumba border This involved carrying out a traffic study to determine the number of vehicles passing through the border post and Origin and Destination Studies to determine the amount of travel existing between various locations and determine the routes along which traffic prefers to travel. The traffic study would then be used to estimate the ultimate volume at the end of the design period [of 20 years] c) Study 3: Traffic Volume Study at Ntungamo Junction on the Mbarara-Kabale Road This involved carrying out the traffic study to determine the current traffic flow from Uganda at the Ntungamo junction towards the Katuna border, as well as the anticipated increase in traffic due to upgrading works on the Ntungamo-Mirama road. In addition an Origin and Destination study to determine the amount of traffic destined for the Katuna border was undertaken. This was anticipated to help establish increased traffic volume for traffic crossing the border from Uganda in Rwanda that would arise due to upgrading the Mirama route.

Subsequent sections of this report present analysis for each of the different component separately

Data was collected by enumerators who were local residents. The enumerators were trained on the use of the data collection forms. Training took place a day prior to the start of the actual data collection exercise as detailed in the training protocol below.

4 | P a g e

The training took a two pronged approach involving both theoretical and practical sessions as detailed below: Two separate training sessions were held for the different survey stations, one in Ntungamo and another in Mirama

1. Theory session Methodology: Class room style using simple language and participatory tools Tools: survey forms, flip chart, markers Content i) Objective of assignment ii) Elements of the survey instruments and data to be collected – time and traffic iii) Vehicle categories as defined for the survey iv) Data quality - errors and implications, completeness of data v) Salient issues – courtesy to respondents, time keeping, legibility of handwriting, 24-hour time format vi) Handover protocols at end of shift – completeness of tally sheets,

2. Practical session This involved pre-testing the survey instruments. It involved a Transect at both locations to familiarize with stations, and data collection by enumerators using the survey forms for two hours at all stations.

3. Debrief on pre-test data collection After analysis of the completed forms from the trial run, an interactive feedback session was held with the enumerators. This was aimed at quality assurance to respond to queries and mistakes made during the pre- test session and evaluate the competence of the individuals that undertook the exercise. The final team to undertake the survey was then selected and shift rota finalized and communicated.

Key issues from the debrief session included:  Language – Communicating to drivers who don’t speak English or local Ugandan Languages ie only speak Swahili especially at the Ntungamo station. Enumerators were advised to learn the basics and utilize the Police personnel assisting with the survey  Origin and destination survey – it was stressed that information collected should be as specific as possible, indicating the town as opposed to just indicating the country.

Six data collection forms as detailed in Annex II were used to capture the information by the enumerators. Form 1 and 4 to capture data on passenger vehicle volumes and truck time data at Mirama and Kagitumba respectively, Forms 2 and 3 to capture traffic, origin and destination data on buses and truck volumes as well as time data for trucks. Forms 1 and 4 were completed at stations A and D respectively and Forms 2 and 3 at station B and C respectively. Form 5 was to capture data on traffic data for passenger vehicles at the Ntungamo junction and form 6 to capture traffic data, origin and destination information as well as route preference for commercial vehicles at the same station

5 | P a g e

MIRAMA MIRAMA HILLS / KAGITUMBA BORDER

6 | P a g e

2 COMPONENT 1: TIME SURVEY

2.1 OBJECTIVE This component of the survey was to conduct a survey of queue (waiting) time and customs processing time for commercial trucks crossing through the Mirama/Kagitumba (Ug/Rw) border. This was with a view to determine how long these trucks take, from joining the queue to the moment the truck enters the Customs area in one country and departs the Customs area in the next country.

Specifically the study sought to determine: i) The estimated average queuing time for trucks ii) The estimated average time it takes for trucks to enter the Customs area/gate in Uganda (Mirama) and departs from Customs area/ gate in Rwanda (Kagitumba) after completion of customs processes and procedures. iii) Baseline border crossing times against which future changes will be measured.

2.2 METHODOLOGY Data on time was collected using the manual queue time count using tally sheets as detailed in Annex II. Data was collected over a period of 7 days for 16 hours each day. Four data collection stations were commissioned. These are detailed below and illustrated in the schematic in figure 2.1 below. i) Station A at entry gate in Mirama hills to obtain arrival times for traffic originating from the Uganda side of the border (T1) and exit times for traffic originating from the Rwanda side of the border (T2) ii) Station B at the Mirama URA customs office to obtain time of entry into the Uganda customs area for traffic originating from the Uganda side of the border(T3) iii) Station C at the Kagitumba RRA customs office to obtain time of entry into the Rwanda customs area for traffic originating from the Rwanda side of the border(T4) iv) Station D entry gate in Kagitumba to obtain arrival times for traffic originating from the Rwanda side of the border (T5) and exit times for traffic originating from the Uganda side of the border(T6)

Queue times are calculated as the difference between entry times at stations A and D and entry times into the Customs Clearing Area (CCA) at stations B and C respectively; that is [(T3) - (T1)] and [(T4) -(T5)] .

Customs processing times are calculated as the difference between entry times into the CCA at stations B and C and Exit times out of the CCA in the next country at stations A and D respectively; that is [(T2) - (T4)] and [(T6) -(T3)] .

7 | P a g e

Figure 2.1

8 | P a g e

2.3 SURVEY RESULTS

2.3.1 Time survey at Mirama Hills

2.3.1.1 Queue Time As noted in the previous section, Queue time was taken as the difference in time from when a truck arrives at the border to when it enters the customs clearing zone. For traffic arriving at Mirama Hills from Uganda this was computed as [(T3) - (T1)] with parameters defined as in section 1.3 above.

Table 2.1 below shows the queue average times obtained for traffic recorded during the survey week.

Table 2.1: Average Queue times - Mirama Day / Category Light Medium Other Trailer Day Truck Truck Truck Truck Average Sunday 0:20 0:22 0:19 0:11 0:20 Monday 0:09 1:39 0:05 2:57 0:59 Tuesday 0:03 1:13 0:30 0:42 Wednesday 0:23 0:17 0:14 0:18 Thursday 4:52 0:16 1:03 3:20 Friday 0:54 1:12 0:08 0:58 Saturday 0:41 4:19 2:37 1:42 Category Average 1:42 0:43 1:15 1:22 1:09

From table 2.1, average queue time for the survey week is one hour nine minutes which is quite long considering that an average of 8 trucks crossed per day during the survey week. This is because the border does not operate 24 hours a day. The long average queue time is because of the influence of the longer queue times for the trucks that arrived at the border early in the morning before the URA customs office opened and those that arrived late in the previous night after the URA customs offices had closed. This explains the uncharacteristically long daily average queue times on Thursday and Saturday that had trucks arriving outside operational hours.

From the data, there is no notable difference in the queue time depending on the category of trucks. They ranged from and average of 43 minutes to 1 hour 42 minutes. There is no apparent correlation between queue times and truck category, this can be attributed to the low traffic volumes that may not present a particular trend.

Table 2.2 below indicates that queue times are dependent on the time that the trucks arrive at the border. Generally, queue times are significantly shorter for trucks that arrive when the URA customs office is open. They typically range between three and thirty seven minutes. Because this border post has limited truck traffic, drivers did not seem to be in a hurry to lodge documents with customs as soon as they arrive at the border. In other cases, drivers of trucks transporting goods for traders who are not 9 | P a g e

yet ready to clear with RRA opt to wait at Mirama for the traders to prepare the necessary logistics before they cross over to Kagitumba.

Table 2.2: Hourly Queue time variation - Mirama Hour Light Medium Other Trailer Hour Truck Truck Truck Truck Average 5:00 2:43 2:43 6:00 1:39 1:29 2:34 1:50 7:00 0:40 0:19 0:30 0:29 8:00 0:52 0:08 0:37 9:00 0:06 0:04 0:12 0:09 0:06 10:00 0:09 0:07 0:07 11:00 0:20 0:20 12:00 0:04 0:04 13:00 0:07 0:04 0:11 0:07 14:00 0:02 0:06 0:02 0:04 15:00 0:10 0:17 0:15 16:00 0:05 0:05 17:00 0:03 0:03 19:00 0:36 0:36 20:00 11:18 11:18 23:00 8:27 8:27 Category Average 1:42 0:43 1:25 1:22 1:09

2.3.1.2 Customs processing Time Customs processing time at the Mirama side of the border was obtained as the difference between the time taken to submit to the URA office and the time when the truck exited through the Kagitumba exit barrier. As earlier noted, there are some trucks that exit Mirama destined for Kagitumba and offload goods in the RRA Goods shed. Thereafter such consignments were picked up and transported into Rwanda in different trucks. In most of such cases it was difficult to establish the actual times that the goods exit into Rwanda since the goods from one truck had several owners thus clearing and transportation of the goods was done separately, at different times and on different trucks.

Therefore, customs processing time for these trucks was dependent on: i) Readiness of the exporter to clear taxes, which also influences departure times of trucks. In some cases, it was reported that transporters had to wait for different consignments to be cleared for the trucks to fill and be dispatched. ii) Availability of trucks to transport the goods iii) Time taken to negotiate with transporters

10 | P a g e

The exit times for such cases was taken as the time when the first portion of the bigger consignment is released for exit into Rwanda. Customs processing time was thus calculated as [(T2) - (T4)] with parameters as previously defined and T4 also denoting the time for cases where proceeding consignment were transported in different trucks on the Kagitumba side. Table 2.3 below shows the Customs processing times obtained for traffic recorded during the survey week

Table 2.3: Average Customs processing times - Mirama Day Light Medium Other Trailer Day Truck Truck Truck Truck Average Sunday 1:30 4:04 2:47 2:43 3:08 Monday 0:21 2:26 1:09 8:41 7:33 Tuesday 0:34 11:14 2:27 6:13 Wednesday 4:39 3:20 2:17 3:24 Thursday 2:40 2:48 1:08 2:18 Friday 3:16 3:57 1:28 3:24 Saturday 3:35 3:22 1:19 3:19 Category Average 2:20 4:33 2:19 6:13 3:51

The average customs processing time for trucks exiting Mirama into Rwanda was three hours and fifty one minutes. Processing times for Monday and Tuesday are longer because of two trucks that were cleared the day after the arrived, for yet unestablished reasons.

Table 2.4: Hourly Customs processing times variation - Mirama Hour Light Medium Other Trailer Hourly Truck Truck Truck Truck Average 5:00 3:57 3:57 6:00 5:06 3:18 11:36 5:31 7:00 1:47 3:24 2:27 2:35 8:00 5:59 1:28 4:29 9:00 3:23 5:15 0:29 2:51 3:44 10:00 0:21 5:38 3:52 11:00 1:44 1:44 12:00 3:24 3:24 13:00 2:36 2:50 2:43 2:39 14:00 0:24 8:30 1:29 5:29 15:00 3:31 2:47 3:02 16:00 1:09 1:09 17:00 1:41 1:41 19:00 20:00 3:21 3:21 23:00 6:16 6:16

11 | P a g e

As with Queue time, customs processing time varies with truck arrival time into the customs clearing area. However, on some occasions the revenue offices on both sides of the border opened later than the usual closing hour of 18:00. A case in point is a light truck carrying animals (for a Rwanda Government program) that arrived at 20:00 and was cleared within the same hour.

2.3.2 Time survey at Kagitumba

2.3.2.1 Queue Time As noted in the previous section, Queue time was taken as the difference in time from when a truck arrives at the border to when it enters the customs clearing zone. For traffic arriving at Kagitumba from the Rwanda side this was computed as [(T4) - (T5)] with parameters defined as in section 1.3 above. Table 2.5 below shows the queue times obtained for traffic recorded during the survey week.

Table 2.5: Average Queue times - Kagitumba Light Medium Trailer Day Day Truck Truck Other Truck Truck Average Sunday 0:19 0:07 0:06 0:08 Monday 0:04 0:05 0:04 Tuesday 0:03 0:16 0:06 0:09 Wednesday 0:09 0:13 0:05 0:06 0:11 Thursday 0:21 0:08 0:07 0:14 Friday 0:47 0:09 0:47 0:34 Saturday 0:02 1:04 0:49 Category Average 0:10 0:14 0:24 0:15 0:15

The average queue time during the survey week was fifteen minutes. Normally trucks arriving at the Kagitumba border from Rwanda queue for less than 15 minutes given that there is hardly any waiting truck traffic. However, as shown in table 2.6 below, the average queue time is influenced by trucks that arrive at the border before the RRA customs office is open therefore have to wait longer until opening time. This was the case on Friday and Saturday with arrival at 6:00am and 4:00am respectively hence the longer average queue times.

Table 2.6: Hourly Queue time variation - Kagitumba Light Medium Trailer Grand Time Truck Truck Other Truck Truck Total 0:00 1:00 2:00 3:00 4:00 2:55 2:55 5:00

12 | P a g e

Light Medium Trailer Grand Time Truck Truck Other Truck Truck Total 6:00 0:42 0:07 1:15 0:41 7:00 0:30 0:19 0:26 8:00 0:03 0:09 0:06 9:00 0:09 0:12 0:08 0:10 10:00 0:10 0:10 11:00 0:13 0:13 12:00 0:02 0:03 0:06 0:03 13:00 0:34 0:04 0:12 0:05 0:15 14:00 0:06 0:07 0:06 15:00 0:08 0:18 0:04 0:12 16:00 17:00 0:04 0:05 0:08 0:05 18:00 0:06 0:06 19:00 0:03 0:09 0:05 0:05 20:00 21:00 22:00 23:00 Grand Total 0:10 0:14 0: 24 0:15 0 :15

2.3.2.2 Customs processing Time Customs processing time at the Kagitumba side of the border was obtained as the difference between the time taken to submit to the RRA office and the time when the truck exited through the Mirama exit barrier. This was calculated as [(T6) - (T3)], all parameters as defined in section 1.3 above.

Table 2.7 below shows the Customs processing times obtained for traffic recorded during the survey week. Average customs processing time for trucks exiting Kagitumba was one hour and thirty two minutes for the week. This time incorporates the processing time for the trucks that entered the Kagitumba border to collect goods that were -brought in from Uganda and offloaded to the warehouse and goods shed at Kagitumba. Because such trucks are not pre-assigned to one importer but they have to wait for interested parties and negotiate with them, they typically spend a longer times in the customs clearing area. These longer time are reflected in data for Saturday, Sunday and Wednesday which tend to be the days when most traders import their goods.

13 | P a g e

Table 2.7: Average Customs processing times - Kagitumba Light Medium Other Trailer Day Day Truck Truck Truck Truck Average Sunday 0:30 3:49 1:53 3:14 Monday 0:15 0:48 0:29 Tuesday 0:14 0:24 0:12 0:17 Wednesday 0:10 3:49 0:09 0:18 2:31 Thursday 0:48 0:44 0:28 0:42 Friday 0:55 0:04 0:42 0:34 Saturday 0:29 4:18 2:34 Category Average 0:27 2:46 1:15 0:36 1:32

Generally since the traffic is very low, there is no apparent correlation between truck arrival hour at the border and customs processing time. Typically late arrivals contribute to the high queue time and since most of these trucks enter the CCA during operational hours, the variation across different hours of day does not seem to be significant.

Table 2.8: Hourly Customs processing times variation - Kagitumba Light Medium Other Trailer Hour Truck Arrival Time Truck Truck Truck Truck Average 0:00 1:00 2:00 3:00 4:00 1:13 5:00 6:00 0:56 7:41 1 :04 2:39 7:00 0:18 0:21 0:19 8:00 0:37 3:44 2:24 9:00 0:10 5:02 0:32 3:10 10:00 6:31 6:31 11:00 0:29 0:29 12:00 0:07 0:06 1:53 0:42 13:00 0:42 0:43 0:55 0:41 0:44 14:00 0:13 4:06 1:30 15:00 0:29 0:22 1:03 0:34 16:00 17:00 0:2 8 0:09 0:25 0:20 18:00 0:09 0:09 19:00 0:13 0:05 0:18 0:13 20:00 14 | P a g e

21:00 22:00 23:00 Category Average 0:27 2:46 1:15 0:36 1:32

Generally trucks from the Mirama side have higher average customs processing times as compared to those from Kagitumba. The longer times were attributed to the fact that there are more imports into Rwanda and thus the need for physical verification of these goods (which is time comsuming) and the afore mentioned factors relating to readiness of traders to clear with customs. Furthermore, the Origin/Destination analysis indicates that most traffic is of the Import/Export category with no transit traffic thus this factor was not considered as a contributor to the processing times.

3 COMPONENT 2: TRAFFIC SURVEY

The traffic survey was to determine current traffic flow across the Mirama Hills/Kagitumba (UG/RW) border. It involved obtaining data on border traffic volumes by traffic category as defined in table 3.1 below as well as obtaining information on origin/destination of all commercial traffic (goods and passengers).

Table 3.1: Traffic categorization

Vehicle Category Description Container Trucks: Header Trailers All trucks transporting removable containers (20ft and 40ft). Fuel Tankers All commercial fuel transporting vehicles Other trucks: Light truck Pickups, lorries and small trucks carrying goods of capacity up to 8T Medium truck Trucks with equivalent carrying capacity from 8T up to 15T Other All other non-containerised trucks larger than medium trucks Buses: Coach All commercial buses transporting 45 or more passengers Coaster All commercial buses transporting max 30 passengers Minibus All commercial buses transporting max 14 passengers Passenger vehicles: Saloon/Sedan/Mini-van Small passenger vehicles of capacity up to 7 passengers 4WD’s Large passenger vehicles Pick-ups Passenger pickups – Not carrying goods

15 | P a g e

3.1 OBJECTIVES The specific objectives for this component of the survey, involved obtaining:- i) Day time traffic by category of vehicles; ii) Average traffic by category of vehicles; iii) Estimated Night traffic by category of vehicles; iv) Origin/Destination traffic analysis for Commercial Trucks and Buses.

3.2 METHODOLOGY Data was obtained using manual classified traffic counts for 7 consecutive days. Manual counts are reliable and recognized data collection methods especially in developing countries where more sophisticated automated counts may not be economically justifiable. Traffic counts were undertaken for a period of 16 hours on all days and 24 hours for two days (one week day and one weekend day). The 24-hour counts were aimed at estimating night time traffic at the border. Origin and destination data was determined by interviewing the truck and bus drivers which further justifies the need to use the manual data collection.

3.3 SURVEY RESULTS

3.3.1 Mirama Hills Traffic

3.3.1.1 Traffic Counts/Analysis From Table 3.1, a total of 115 vehicles exited Uganda through the Mirama hills border post during the survey week making it an average of 16 vehicles per day. 51% of these were trucks, the majority of which are light and medium trucks carrying general merchandise; 26% were private passenger vehicles; and the balance of 23% was commercial passenger vehicles (coaches and mini-buses).

Traffic was low on Monday attributed to the fact that Monday is the market day in Kigali. It was reported that Importers/traders normally target to have the merchandise delivered to Kigali before Monday. Therefore traffic, especially of medium and light trucks, is higher on Friday, Saturday and Sunday.

16 | P a g e

Table 3.1: Traffic Volume - Mirama

Salon/ Light Survey day / sedan/ Medium Other Trailer Total 4WD PICKUP Coach Minibus Truck Traffic small Truck Truck Truck category van Sunday 3 0 0 2 2 3 6 1 1 18 Monday 0 0 0 2 0 1 1 2 1 7 Tuesday 5 1 1 2 3 2 3 1 0 18 Wednesday 0 0 0 2 0 4 5 0 2 13 Thursday 3 0 1 2 1 5 0 1 2 15 Friday 6 2 2 2 5 2 4 1 0 24 Saturday 5 1 0 3 0 0 7 2 2 20 Grand Total 22 4 4 15 11 17 26 8 8 115

Most traffic exiting Uganda through Mirama is day time traffic because the border operations are closed at night. The URA customs office typically opens at 7:30 am and closes at 8:00 pm. Total day time traffic for the survey week period 6:00 to 18:00 hours was recorded as 107 vehicles as shown in table 3.22 below. Night traffic is very limited, mainly comprising light trucks.

From Table 3.2: Summary Traffic Statistics – Mirama PARAMETER Light Total / TRAFFIC Salon/ 4WD PICKUP Coach Minibus Truck Medium Other Trailer CATEGORY sedan/ Truck Truck Truck small van Average daily 3 1 1 2 2 2 4 1 1 16 traffic Day time 21 4 3 15 11 13 25 7 8 107 traffic Night time 1 0 1 0 0 4 1 1 0 8 traffic

A record of the vehicles parked at the border entry gate at the start of each survey day indicates that there are hardly any vehicles that arrive at the border after 22:00 hours and before 5:00am. This is further evidenced by the absence of queues at day start and results from the 24-hour counts done on one week day and one weekend day. From the above statistics, it can be estimated that total night traffic is 8 vehicles given that daily traffic counts were taken from 6:00 to 22:00hours for the whole survey week period and no traffic variation was observed on the two days when 24-hour counts were done.

17 | P a g e

The hourly traffic variation chart 3.1 below shows that traffic through Mirama peaks in the early morning before tailing off in the mid to late morning then peaks again in the early afternoon before tailing off for the rest of the day. The graphic further illustrates the low contribution of night time traffic to total traffic through Mirama, outbound from Uganda most of it tailing off by 20:00 hours

Chart 3.1: Hourly traffic variation – Mirama Hills

3.3.1.2 Origin Destination analysis Table 3.3 presents a summary of the origin/Destination analysis for commercial vehicles from the Uganda side that cross the Mirama/Kagitumba border. It is noted that traffic originates from within Uganda, thus no transit traffic was recorded during the survey week.

Table 3.3: Commercial vehicle origins - – Traffic from Uganda side Light Medium Other Trailer Grand Origin Coach Truck Truck Minibus Truck Truck Total Buliisa 0 1 0 0 0 0 1 Fort Portal 0 1 0 0 0 0 1 Jinja 0 0 0 0 1 0 1 Kafunjo 0 1 2 0 0 0 3 Kampala 15 4 20 4 0 1 44 Kiboga 0 0 0 1 0 0 1 Lyantonde 0 1 1 1 0 0 3 Masaka 0 3 0 3 0 0 6 Mbarara 0 2 1 0 0 0 3 Mpamila 0 0 0 1 0 0 1 Mpondwe(ug) 0 0 1 0 0 0 1 Ntungamo 0 1 0 0 0 0 1 Nyeihanga 0 2 0 0 0 0 2 0 0 0 1 0 0 1

18 | P a g e

Tororo 0 0 0 0 0 1 1 Kafunzo 0 0 1 0 0 0 1 Hima/Kasese 0 0 0 0 7 6 13 Mirama 0 1 0 0 0 0 1 Grand Total 15 17 26 11 8 8 85 The above statistics indicate that over 50% of the traffic exiting through the Mirama Hills border originates from Kampala and consists majorly of medium trucks carrying goods and general merchandise for trade, and coaches carrying passengers across the border. Following Kampala is Hima/Kasese from where Trucks of the Trailer and ‘Other trucks’ category ferry Cement from the Hima Cement Factory. The rest of the traffic originates from various locations along the northern transport corridor from as far as Tororo and north western part of Uganda.

Table 3.4: Commercial vehicle Destinations – Traffic from Uganda side Light Medium Other Trailer Grand Coach Minibus Destination Truck Truck Truck Truck Total Kabarondo 0 0 1 0 0 0 1 Kagitumba 0 3 8 0 0 0 11 Kayonza 0 1 6 0 0 1 8 Kibungo 0 1 0 0 0 0 1 Kigali 15 6 9 7 1 2 40 Kyakatula 0 0 0 0 1 2 3 Kyangugu 0 2 0 2 0 0 4 Matimba 0 2 1 0 0 0 3 Nyagatare 0 2 1 1 5 3 12 Rwakitibe/Rwakitama 0 0 0 1 0 0 1 Rwanda 0 0 0 0 1 0 1 Grand Total 15 17 26 11 8 8 85

Most traffic exiting through Mirama from Uganda is destined to Kigali. After Kigali a significant portion of the traffic is destined to Kagitumba and other towns along the route to Kigali, especially Nyagatare and Kayonza. Most of the traffic to Kigali comprises coach and minibuses carrying passengers. The traffic to Kagitumba and Kayonza majorly comprises medium and light trucks ferrying general goods and merchandise, while that to Nyagatare is mostly heavy trailer and other trucks ferrying cement from Hima/Kasese.

Figure 3.2 below further illustrates the Origin destination analysis for commercial traffic outbound from the Uganda side of the border. It shows that Kampala-Kigali is the most preferred route of travel for this traffic

19 | P a g e

Vehicle Origin - Mirama Vehicle Destination - Mirama

45 40 40 35 35 30 30 25 25 20 20 15 15 10 10 5 5 0 0 Jinja Buliisa Kiboga Tororo Masaka Kafunjo Mirama Kafunzo Kampala Mbarara Mpamila Rukungiri Ntungamo Nyeihanga Fort Portal Fort Lyantonde Hima/Kasese Mpondwe(ug)

Chart 3.2: Origin and Destination for commercial traffic – Mirama Hills

3.3.2 Kagitumba Traffic

3.3.2.1 Traffic counts/ analysis A total of 193 vehicles exit Rwanda through Kagitumba during the survey week making it an average of just below 28 vehicles per day. The largest percentage is private vehicles (small cars, 4WD and pick-ups) making up 67% of the total traffic. This traffic comprises transport for passengers from Kagitumba town crossing over to Mirama, officers at the border and some taking Kampala bound buses from Kagitumba. The next category of traffic is commercial trucks at 26%. Commercial passenger traffic comprising coaches and minibuses vehicles make up the balance of 7%. Day time traffic across the different survey days is relatively similar with no wide variations noted. This ranges from a total of 22 vehicles to 33 vehicles.

Table 3.5: Traffic volumes – Kagitumba

Salon/ Light Survey day sedan/ 4WD Medium Other Trailer Total PICKUP Coach Minibus Truck / Traffic small Truck Truck Truck category van Sunday 16 2 4 1 0 1 7 1 1 33 Monday 8 4 11 2 1 3 0 0 3 32 Tuesday 6 7 8 1 0 1 3 3 0 29 Wednesday 8 3 4 1 2 1 6 1 2 28 Thursday 8 3 2 1 0 4 2 0 2 22 Friday 3 4 11 1 1 0 2 2 2 26 Saturday 8 5 4 1 2 1 0 2 0 23

57 28 44 8 6 11 20 9 10 193 Grand Total

20 | P a g e

As with the case for traffic originating from the Mirama side of the Border, most of the traffic from the Rwanda side through Kagitumba is day time traffic. From table 3.6, this contributes 80% of the total traffic partly due to the fact that the border does not operate 24 hours.

Table 3.6: Summary Traffic statistics - Kagitumba

PARAMETER Salon/ Light / TRAFFIC sedan/ 4WD Medium Other Trailer Total PICKUP Coach Minibus Truck CATEGORY small Truck Truck Truck van Average 8 4 6 1 1 2 3 1 1 25 daily traffic Day time 37 21 39 8 5 11 19 8 8 156 traffic Night time 20 7 5 0 1 0 1 1 2 37 traffic

Night time traffic is very limited and comprises mainly passenger vehicles most of it tailing off by 20:00hours as indicated in chart 3.2 below. However, a slight peak is noted at 22:00 hours and this is contributed by Passenger vehicles that came in on a Sunday.

Average Hourly Traffic variation - Kagitumba

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

Hour

Chart 3.3: Hourly traffic variation – Kagitumba

3.3.2.2 Origin/Destination analysis Most of the traffic exiting Rwanda through Kagitumba originates from Kigali and Nyagatare followed by Kayonza. The traffic from Kigali is mostly passenger traffic in Coaches, Coasters and Mini-buses. That from Nyagatare is mostly empty trailer and other trucks that ferry cement between Hima and Nyagatare. The traffic from Kayonza is almost evenly split between light and medium trucks ferrying general merchandise, and empty trailer and other trucks that ferry cement.

21 | P a g e

Table 3.7: Commercial vehicle origins - – Traffic from Rwanda side Light Medium Other Trailer Grand Origin Coach Coaster Truck Truck Minibus Truck Truck Total Burundi 0 0 0 0 0 1 1 2 DRC/Bukavu 0 0 0 1 0 0 0 2 Kabalada 0 0 0 1 0 0 0 1 Kagitumba 0 0 1 1 1 0 0 3 Kalangazi 0 0 0 0 1 0 0 1 Kamurodo 0 0 1 0 0 0 0 1 Kayonza 0 0 1 5 0 2 2 10 Kibungo 0 0 0 1 0 0 0 1 Kigali 8 1 2 3 2 0 0 17 Kyangugu 0 0 0 0 1 0 0 1 Matimba 0 0 3 1 1 0 0 5 Nyagatare 0 0 2 3 0 6 6 17 Rwamagana 0 0 0 1 0 0 0 1 Rwemiyaga 0 0 0 2 0 0 0 2 Grand Total 8 1 10 20 6 9 10 64 Outbound traffic from Rwanda through Kagitumba is mostly destined to Kampala, Kasese and Kagitumba customs area. The traffic to Kampala is a mix of coaches and mini-buses ferrying passengers, and medium and light trucks returning from delivering goods and general merchandise. The traffic to Kasese is empty trailer and other trucks going to pick-up cement.

Table 3.8: Commercial vehicle Destinations - Traffic from Rwanda side Light Medium Other Trailer Grand Coach Coaster Minibus Destination Truck Truck Truck Truck Total Bushenyi 0 0 0 1 0 0 0 1 Kafunjo 0 0 0 2 0 0 0 2 Kagitumba 0 1 1 7 1 0 0 10 Kampala 7 0 2 5 3 1 2 20 Kasese 0 0 1 0 0 8 8 17 Kitwe 0 0 0 1 0 0 0 1 Masaka 0 0 1 0 0 0 0 1 Mbarara 0 0 0 1 0 0 0 1 Mirama 0 0 3 1 0 0 0 4 Ntungamo 0 0 2 0 0 0 0 2 Rakai 0 0 0 0 1 0 0 1 Rukungiri 0 0 0 0 1 0 0 1 Rwanda 1 0 0 0 0 0 0 1 Uganda 0 0 0 2 0 0 0 2 Grand Total 8 1 10 20 6 9 10 64 22 | P a g e

A significant portion of the exiting traffic is destined to the Kagitumba border customs goods shed to pick up goods and general merchandise because of some medium and light trucks from Uganda deliver goods and general merchandise to the Kagitumba customs goods shed and then return to Uganda. The goods are then picked up by different trucks from Rwanda.

Generally the goods on any single truck belong to various traders. When they are delivered they have to be received, offloaded, verified and assigned to the various owners at the warehouse. The warehouse issues an arrival notice to the customs office along with the goods assignment for each of the owners of the goods. Customs declarations are then processed for each trader and the tax assessments issued. At this point any of the importers who are prepared to pay the taxes do so at the RRA cash office and their goods are then cleared for release from the warehouse. The owners of the cleared goods then arrange and negotiate with the local transport trucks to ferry the goods to their destination. It is this complexity that necessitates that the goods are delivered to the goods shed by one set of trucks and they are picked up by other trucks. It is these trucks that are indicated as destined to Kagitumba.

Figure 3.4 further illustrates the preferred routes of travel for commercial traffic through Kagitumba, outbound from Rwanda. Kayonza, Kigali and Nyagatare in Rwanda and Kampala, Kasese and Kagitumba are noted as the preferred travel locations

Vehicle Origin - Kagitumba Vehicle Destination - Kagitumba

20 20

15 15 10 10 5 VehicleTotal 5 0 0 DRC Kigali Bukavu Burundi Rwanda Kayonza Kibungo Matimba Kabalada Kalangazi Kyangugu Nyagatare Kamurodo Kagitumba Rwemiyaga Rwamagana Chart 3.4: Origin and Destination for commercial traffic – Kagitumba

3.3.3 Conclusion Generally, traffic crossing from the Kagitumba (Rwanda) side is much higher than that coming through Mirama hills on the Uganda side; and is contributed mainly (65%) by passenger vehicle category. This can be attributed to the fact that the Kagitumba side of the border has more customs activity with many traders travelling to the border separately to clear goods upon arrival. The Mirama/Kagitumba border receives low commercial traffic volumes with a daily estimated traffic of 28 vehicles, majority of which is day traffic and is intercity. Higher commercial traffic volumes originate from the Mirama (Uganda) side, due to the fact that Rwanda is Landlocked and Uganda serves as a transit connecting it to the port of Mombasa and servicing some of its commercial goods requirements like cement.

23 | P a g e

NTUNGAMO STATION NTUNGAMO

24 | P a g e

4 COMPONENT 3: TRAFFIC SURVEY AT NTUNGAMO JUNCTION

This component was aimed at determining the current traffic flow from Uganda at the Ntungamo junction towards the Katuna border (Rwanda) as well as the anticipated increase in traffic due to upgrading works on the Ntungamo-Mirama road. It also involved capturing data on traffic volumes by traffic category and obtain information on origin/destination of selected commercial traffic (Commercial trucks, Coaches and Coasters)

4.1 OBJECTIVES Specifically this component sought to determine the traffic parameters below: i) Day time traffic by category of vehicles; ii) Average traffic by category of vehicles; iii) Night traffic by category of vehicles; iv) Volume of traffic v) Origin/Destination traffic analysis for Commercial Trucks and Buses (Coaches and Coasters). vi) Anticipated increase in Volume on the Mirama route due to upgrading works

4.2 METHODOLOGY Data on traffic volumes was obtained using manual classified traffic counts and origin/destination data through roadside interviews at the Ntungamo Junction. Data was collected over a period of 7 consecutive days for 12 hours. Night counts were also carried out on one week night and one-weekend night in order to obtain 24 hour counts. Traffic police assisted the enumerators to control traffic and stop vehicles at the Ntungamo junction in order to carry out the roadside interviews

4.3 SURVEY RESULTS

4.3.1 Traffic analysis

4.3.1.1 Total traffic at Station The total day time traffic of 5271 vehicles was recorded as passing the Mbarara-Kabale road past the Ntungamo junction during the survey week making it an average of 753 vehicles per day. The traffic, as indicated in table 4.1 below is almost evenly distributed throughout the week except for the slight peaks noted for Thursday and Sunday. The traffic comprises 63% private passenger vehicles (Small cars, 4WD, Pick Up), 21% truck traffic and 16% commercial passenger vehicles (Coach, coaster and mini-bus).

25 | P a g e

Table 4.1: Daily Traffic volumes - Day time traffic Ntungamo station Salon/ Fuel Light Medium Other Trailer Day sedan/ 4WD PICKUP Minibus Coach Coaster Total Tanker Truck Truck Truck Truck small van Sunday 296 69 66 62 13 3 15 28 55 26 36 669 Monday 346 71 94 101 12 0 15 30 42 7 26 744 Tuesday 307 51 77 109 21 1 10 39 42 11 31 699 Wednesday 345 54 78 107 15 0 10 39 46 14 32 740 Thursday 421 96 90 117 17 1 19 28 59 15 31 894 Friday 309 65 82 88 18 0 19 26 37 7 29 680 Saturday 409 63 92 97 16 5 16 45 40 42 20 845 Grand Total 2433 469 579 681 112 10 104 235 321 122 205 5271

In addition, total night time traffic of 477 vehicles was recorded for the two nights (Saturday and Tuesday) when the night time traffic surveys were done. The average of 239 vehicles per night pro-rates to a weekly total night time traffic of 1,670 vehicles for the survey week. Therefore, the estimated total traffic for the survey week is 6,941 vehicles or an average of 992 vehicles per day which translates to 76% day time traffic and 24% night time traffic

Table 4.2: Daily Traffic volumes - Night time traffic Ntungamo station Salon/ Fuel Light Medium Other Trailer Day Day sedan/ 4WD PICKUP Minibus Coach Coaster Tanker Truck Truck Truck Truck Total small van Tuesday 70 9 12 16 24 1 2 13 30 3 13 193 Saturday 109 30 26 22 29 0 1 27 27 0 13 284 Grand Total 179 39 38 38 53 1 3 40 57 3 26 477

Chart 4.1 aside shows the day time Day Time Average Hourly Traffic Variation variation for average 75 traffic per hour. 65 Traffic picks up from 55 6:00 hours and 45 continues to rise peaking at 11:00 35 hours. Therafter it of# Vehicles 25 tails of for the lunch 15 period then starts to 5 rise gently in the 6:00 7:00 8:00 9:00 afternoon peaking 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 again at 16:00 Time hours. Chart 4.1: Day time average hourly traffic variation

26 | P a g e

Chart 4.2 aside shows that night Night Time Average Hourly Traffic Variation time traffic continues to dip 75 following the trend from the mid 65 afternoon dipping steeply from

55 19:00 hours before tailing off at 45 22:00 hours. Thereafter it is 35 steady traffic until 3:00 hours

# of # Vehicles 25 when it starts to steadily rise 15 again. 5

0:00 1:00 2:00 3:00 4:00 5:00 19:00 20:00 21:00 22:00 23:00 Time

Chart 4.2: Night time average hourly traffic variation

Table 4.3: Summary Traffic volume statistics – Ntungamo survey station Total Total Truck Truck 4WD Coach sedan/ sedan/ Trailer Salon/ Salon/ Coaster PICKUP Minibus Medium / TRAFFIC TRAFFIC / van small CATEGORY Light Truck Light Fuel Tanker Truck Other PARAMETER PARAMETER Average daily day time traffic 348 67 83 97 16 1 15 34 46 17 29 753 Total Day time traffic 2433 469 579 681 112 10 104 235 321 122 205 5271 % category contribution 46% 9% 11% 13% 2% 0% 2% 4% 6% 2% 4% % per major category 66% 15% 2% 13% 4%

4.3.1.2 Average traffic Traffic for all categories except the coaches decreases from Day to night as shown in table 4.4 below. Traffic for the coach category has an almost reverse trend, with traffic picking up in the night. This is attributed to the increasing night commuter passenger traffic mainly for business purposes.

27 | P a g e

Table 4.4: Hourly Average Traffic variation by vehicle category Salon/ Fuel Light Medium Other Trailer Hour sedan/ 4WD PICKUP Minibus Coach Coaster Total Tanker Truck Truck Truck Truck small van 6:00 10 1 4 2 0 0 1 3 8 2 4 36 7:00 19 2 5 3 0 0 1 3 8 4 3 48 8:00 24 3 6 4 0 0 2 2 3 2 3 49 9:00 27 5 8 5 1 0 3 2 6 2 2 62 10:00 23 5 7 5 0 0 1 3 2 1 3 50 11:00 31 7 8 12 2 0 2 5 2 1 3 73 12:00 28 8 5 10 1 0 1 3 1 1 1 61 13:00 28 6 5 9 3 0 1 4 2 1 1 60 14:00 31 5 6 10 2 0 1 2 2 1 1 62 15:00 32 6 7 9 1 0 1 2 2 1 2 64 16:00 35 6 7 10 2 0 0 2 5 1 2 70 17:00 31 7 7 10 1 0 2 2 2 0 2 63 18:00 27 5 7 7 1 0 1 1 3 1 1 55 19:00 28 9 8 12 4 0 1 1 2 1 2 65 20:00 19 5 4 4 1 0 1 1 1 0 3 36 21:00 17 3 4 1 1 0 1 1 1 0 1 26 22:00 6 2 1 1 0 0 0 2 1 1 0 12 23:00 5 0 1 1 2 0 0 2 2 0 1 12 0:00 4 1 1 0 3 1 0 4 3 0 2 17 1:00 3 1 1 1 5 0 0 1 2 0 1 14 2:00 1 1 0 0 4 0 0 3 3 0 0 11 3:00 1 0 0 0 4 0 0 2 4 0 0 10 4:00 4 0 1 0 3 0 0 4 3 0 2 15 5:00 6 0 1 1 3 0 0 2 8 0 3 22

4.3.1.3 Katuna Bound Traffic A. Total traffic

Tables 4.3 and 4.5 indicate that 34% of the total traffic through Ntungamo is commercial traffic as defined for this survey. Table 4.4 further illustrates that 40% of this traffic heads towards Katuna. This traffic as noted in subsequent sections is destined towards towns in Rwanda and DRC.

Table 4.5: Summary Traffic volume statistics – Katuna bound traffic PARAMETER / Fuel Light Medium Other Trailer Coach Total TRAFFIC CATEGORY Coaster Tanker Truck Truck Truck Truck Day Time Traffic - 20 60 36 107 76 140 439 Katuna Bound 0 Day Time Traffic - Ntungamo Total 10 112 104 235 321 122 205 1109 % Katuna Bound 0% 18% 58% 15% 33% 62% 68% 40%

28 | P a g e

B. Traffic composition

The traffic composition for Katuna bound traffic is presented in figure 4.3 below. Trailer trucks make up the highest percentage at 32%, followed by medium trucks and trucks in the “other trucks” category. Generally commercial trucks that are not containerised comprise the largest proportion of this traffic.

Composition of Katuna Bound Traffic - Day Time Coach 5% Fuel Tanker 14%

Trailer Truck Light Truck 32% 8%

Medium Other Truck Truck 24% 17%

Figure 4.3: Traffic composition – Katuna bound traffic

C. Origin

The figure 4.4 below shows the origin of Katuna bound commercial traffic. The analysis of the data obtained and presented in the sub category illustrations indicates that the 58% of the Katuna bound commercial traffic originates within Uganda, 41% in Kenya and 1% from Tanzania.

Of the traffic from Uganda, 56% is from Kampala, 31% from the north western and south western towns of Uganda, and 11% from the Eastern region. This reflects the general trade relationships whereby the capital city is the hub of commercial activity, and the western area that is largely agrarian is a source of fresh produce and cement from the Hima Cement Factory – the main goods transported along this route.

Commercial traffic from Kenya majority originates from Mombasa, the primary port that feeds into the northern transport corridor which connects through Kenya, Uganda and on to Rwanda and Burundi. Nairobi is the origin with the second highest traffic as it is the capital and commercial city providing many supplies from its industries. Traffic originating from Kisumu is also significant as Kisumu houses the KPC terminals that are used for export of refined fuels. As noted from the traffic composition statistics, fuel tankers are a significant of the traffic passing through the Katuna border

29 | P a g e

Origin of Katuna Bound Traffic - Country Origin of Katuna Bound Commercial Traffic Tanzania Tororo 1% Tanzania Soroti Kenya Nakuru 41% Nakivale Nairobi Uganda Mutukula 58% Mombasa Mbarara Masindi Masaka Malaba Origin of Katuna Bound Traffic - Uganda Luwero South North Central Kisumu 2% 0% 0% Kiruhura East Kibale 11% Kenya Kasese Kamwenge Kampala West Kampala Jinja 31% 56% Ibanda Hima Gulu Eldoret Butokara Origin of Katuna Bound Traffic - Kenya Busia Eldoret Bushenyi Nakuru 1% 1% 0 20 40 60 80 100 120 140 160 Kenya Nairobi 19% 22%

Kisumu 11%

Mombasa 46%

Figure 4.4: Origin analysis for commercial traffic towards Katuna Border

D. Destination

Figure 4.5 below presents results of the destination analysis for commercial traffic along the route towards the Katuna border. It is noted that the final destinations for majority of this traffic are within Rwanda. Kigali is the most preferred destination; accounting for over 70% of the traffic, the argument previously presented of capital cities being business hubs is also applicable in this case. Furthermore, Rwanda, being a landlocked country with a very high population density ranking among the highest in sub-Saharan Africa depends on next door neighbors like Kenya and Uganda as transit routes for cargo/ commercial goods and agricultural produce.

30 | P a g e

350

300

250 Trailer Truck

200 Other Truck Medium Truck 150 Light Truck 100 Fuel Tanker 50 Coaster 0 Coach

4.3.1.4 Route preference for Traffic to Rwanda This survey also sought to establish the route preference between Katuna and Mirama/Kagitumba for traffic crossing into Rwanda. Origin destination analysis was undertaken as reported in the preceding section and road side interviews undertaken using drivers as key informants.

Analysis of the data collected and summarized in table 4.6 (a&b) below indicates that generally the drivers that are conversant with both routes mostly preferred to use the Katuna route. With 51% of the respondents stating that they would not opt for the Kagitumba route if upgraded, these responses were predominantly from drivers of Coaches, Fuel Tankers and Trailer trucks with comparison done within each vehicle category. However, 23% of the respondents did not seem to be conversant with the Kagitumba route. 24% of the respondents interviewed noted that they would prefer the Kagitumba route over the Katuna route.

Table 4.6 a: Route preference interview results - percentage within vehicle category

Mirama route Light Medium Other Trailer %age of Coach Fuel Tanker Preference Truck Truck Truck Truck respondents

Doesnot know route 5% 27% 14% 25% 29% 21% 23% No 80% 53% 42% 42% 49% 56% 51% Undecided 0% 2% 0% 1% 0% 4% 2% Yes 15% 18% 44% 32% 22% 19% 24%

In terms of real numbers, a total of about 100 commercial vehicles per week would divert to the Mirama route. This corresponds to an estimated increase of 145% in commercial traffic from Uganda at the

31 | P a g e

Mirama-Kagitumba border when compared to the traffic statistics obtained for the sample vehicle categories as detailed in table 4.8 below.

Table 4.6 b: Route preference interview results - Totals Preference Coach Fuel Tanker Light Truck Medium Truck Other Truck Trailer Truck Grand Total Doesnot know route 1 16 5 27 22 30 101 No 16 32 15 45 37 79 224 Undecided 1 1 5 7 Yes 3 11 16 34 17 26 107 Total 20 60 36 107 76 140 439

Table 4.7 below provides an analysis of route preference, considering only respondents that alluded to knowledge of both routes. Results indicate an increase in the percentage that would not opt for the Kagitumba route from 51% to 66%. The contribution of respondents corresponds to the distribution of traffic by category along this route since over 80% of the traffic was sampled for the interviews.

Table 4.7: Route preference interview results – respondents with route knowledge Fuel Light Medium Other Trailer Grand Preference Coach Tanker Truck Truck Truck Truck Total No 5% 9% 4% 13% 11% 23% 66% Undecided 0% 0% 0% 0% 0% 1% 2% Yes 1% 3% 5% 10% 5% 8% 32% Grand Total 6% 13% 9% 24% 16% 33% 100%

The above analysis, also summarized in table 4.8 implies a growth in commercial vehicular traffic crossing the border from Uganda at Mirama to about 200 vehicles per week. It also alludes to significant traffic from heavy goods vehicles with carrying capacity above 8T (eight Tonnes) and introduction of the fuel tanker category.

Table 4.8: Commercial Traffic estimates Light Medium Other Trailer Fuel Description/ category Coach Total Truck Truck Truck Truck Tanker Current Traffic 15 17 26 8 8 0 74 Anticipated Increase 3 16 34 17 26 11 107 Total 18 33 60 25 34 11 181

Further analysis of the results from the route preference interviews is presented in table 4.9 below. Data indicates that over 74% of the respondents attributed preferring the Katuna route to the travel distance to their destination. As noted in the Origin/Destination analysis, most of this traffic travels to Kigali.

32 | P a g e

Coaches seemed to have pre-determined routes, ideally to optimize on business opportunities on both routes, although the Katuna route was still preferred even for this traffic category.

Table 4.9: Summary results of route preference interviews Mirama route Code Coach Fuel Tanker Light Truck Medium Truck Other Truck Trailer Truck Preference Total 1 67% 75% 80% 76% 68% 77% 74% 2 0% 6% 0% 4% 8% 6% 5% No 3 0% 13% 13% 2% 5% 4% 5% 4 0% 0% 7% 2% 3% 0% 1% 5 33% 6% 0% 16% 16% 13% 14% 1 67% 27% 44% 38% 35% 31% 36% 2 33% 9% 13% 12% 12% 8% 11% Yes 3 0% 36% 25% 41% 53% 42% 39% 4 0% 9% 0% 0% 0% 4% 2% 5 0% 18% 19% 9% 0% 15% 11%

Codes: 1= Related to travel distance, 2= customs processing time, 3=terrain (hilly, flat/ winding road), 4= traffic volume, 5= other

The reasons given for preferring the Mirama/Kagitumba route are varied, mainly between the travel distance and terrain as presented in table 4.9 above. Analysis also indicates that drivers who reported they could opt for the Mirama route due to the perceived shorter distance, flatter terrain with less winding roads as compared to the Katuna-Kigali route. Shorter customs processing time was also noted as one of the reason by about 11% of the respondents that would opt for the Mirama route

The Katuna route preference was more due to the short travel distance and easier clearing process due to availability of clearing agents. However, some of the drivers reported that route was predetermined by the transporter and so not in their control.

4.3.2 Conclusion The Ntungamo-Mirama route is served by a 24km murram road in poor motorable condition, with a travel time of about 45 minutes. Results of the route preference interviews indicate that if this road were upgraded, significant traffic volumes would be introduced at the Mirama-Kagitumba border. About 24% of the current traffic to Katuna would be diverted to this route and the current commercial traffic volume from Uganda at Mirama would more than double. Given that some respondents reported that their travel route is pre-determined, it may be necessary to undertake additional consultations with the transporters associations to further establish preferences. In addition, since the point/border of clearance can be influenced by management action by the revenue authorities a further increase in the diverted traffic volume to the Mirama border can be expected.

33 | P a g e

Annex I: Data collection forms Border station: MIRAMA/ KAGITUMBA Date: Shift : Weather ( Rainy/ sunny/Clear):

Entry time Commercial trucks (Fuel tanker, Containerised and dry cargo trucks) Buses Cargo / Bus # of Hour to Other (dry containe Origin Destination starting Customs Number plate (Reg cargo rs ( Eg at clearing #) Large Trailer Fuel Light Medium 1x40, coach - Coaster- Mini bus - area trucks) From To truck tanker truck truck 2x20) 60 pax 30 pax 14 pax

Comments:

Border station: MIRAMA/ KAGITUMBA Date:

Shift : Weather ( Rainy/ sunny/Clear):

Passenger Vehicles (Tally): Commercial trucks (Containerised, wet cargo/ fuel tanker and dry cargo trucks)

Hour starting # of Other (Dry at Arrival time at containers Number Number plate (Reg #) cargo Large Exit time Salon/ sedan/ border Trailer Fuel Medium ( Eg 1x40, plate (Reg #) 4WD PICKUP Light truck trucks) small van truck tanker truck 2x20)

34 | P a g e

Station: NTUNGAMO Date: Shift : Weather ( Rainy/ sunny/Clear):

TRAFFIC AND O/D DATA COLLECTION - (USE A TICK FOR VEHICLE CATEGORY) For Katuna Bound Traffic Commercial trucks (Containerised, wet cargo/ fuel Buses Container / Bus Reason tanker and dry cargo trucks) Would you prefer Kagitumba route if Hour Other Origin Destination upgraded? starting at (dry cargo 1. Distance, 2. Customs clearance time, 3. Trailer Fuel Light Medium Large coach -60 Coaster- Hills and corners, 4. Traffic, 5. Other (specifiy) From To Y / N truck tanker truck truck trucks) pax 30 pax

eg 1x40, 2x20

COMMENTS:

ENUMERATOR CHECKED BY:

TRAFFIC COUNTS FOR VEHICLES - TALLY SHEET

Passenger Vehicles Buses Hour starting at Salon/ sedan/ small 4WD PICKUP Mini bus - 14 pax van

Comments

Enumerator

35 | P a g e

Annex II: Traffic Volume – Mirama Hills

Salon/ Light Medium Other Trailer Time / category sedan/ 4WD PICKUP Coach Minibus TOTAL Ave Truck Truck Truck Truck small van Day time Traffic 6:00 2 0 0 0 0 1 8 0 4 15 2 7:00 2 1 0 0 4 4 4 1 0 16 2 8:00 2 0 0 2 2 0 2 1 0 9 1 9:00 0 0 0 4 0 1 3 1 1 10 1 10:00 1 0 2 1 0 1 2 0 0 7 1 11:00 3 0 0 0 1 0 0 0 1 5 1 12:00 0 0 0 0 0 0 1 0 0 1 0 13:00 1 0 0 7 2 4 1 0 1 16 2 14:00 0 3 0 0 0 1 3 0 1 8 1 15:00 2 0 0 0 0 0 1 2 0 5 1 16:00 2 0 0 0 1 0 0 2 0 5 1 17:00 3 0 0 0 1 1 0 0 0 5 1 18:00 3 0 1 1 0 0 0 0 0 5 1 Category Total 21 4 3 15 11 13 25 7 8 107 15 Night time Traffic 19:00 1 0 1 0 0 2 0 0 0 4 20:00 0 0 0 0 0 2 0 0 0 2 21:00 0 0 0 0 0 0 0 0 0 0 22:00 0 0 0 0 0 0 0 0 0 0 23:00 0 0 0 0 0 0 0 1 0 1 0:00 0 0 0 0 0 0 0 0 0 0 1:00 0 0 0 0 0 0 0 0 0 0 2:00 0 0 0 0 0 0 0 0 0 0 3:00 0 0 0 0 0 0 0 0 0 0 4:00 0 0 0 0 0 0 0 0 0 0 5:00 0 0 0 0 0 0 1 0 0 1 Category Total 1 1 4 1 1 8 Grand total 22 4 4 15 11 17 26 8 8 115

36 | P a g e

Annex III: Traffic Volume – Kagitumba

Salon/ Time / Light Medium Other Trailer sedan/ 4WD PICKUP Coach Minibus TOTAL Ave category Truck Truck Truck Truck small van Day time Traffic 6:00 0 0 0 0 0 0 2 1 2 5 1 7:00 0 0 0 0 0 0 2 0 1 3 0 8:00 3 1 1 3 1 3 3 0 0 15 2 9:00 1 1 7 3 0 1 3 0 1 17 2 10:00 6 1 5 2 0 0 3 0 0 17 2 11:00 8 1 5 0 0 2 0 0 0 16 2 12:00 6 1 1 0 2 0 1 1 0 12 2 13:00 1 4 4 0 1 2 1 1 2 16 2 14:00 3 4 5 0 0 1 1 0 0 14 2 15:00 3 2 2 0 0 1 2 0 1 11 2 16:00 3 1 3 0 1 0 0 0 0 8 1 17:00 2 3 3 0 0 1 1 0 1 11 2 18:00 1 2 3 0 0 0 0 5 0 11 2 Category Total 37 21 39 8 5 11 19 8 8 156 22 Night time Traffic 19:00 8 3 2 0 1 0 1 1 2 18 3 20:00 6 4 3 0 0 0 0 0 0 13 2 21:00 1 0 0 0 0 0 0 0 0 1 0 22:00 5 0 0 0 0 0 0 0 0 5 1 23:00 0 0 0 0 0 0 0 0 0 0 0 0:00 0 0 0 0 0 0 0 0 0 0 0 1:00 0 0 0 0 0 0 0 0 0 0 0 2:00 0 0 0 0 0 0 0 0 0 0 0 3:00 0 0 0 0 0 0 0 0 0 0 0 4:00 0 0 0 0 0 0 0 0 0 0 0 5:00 0 0 0 0 0 0 0 0 0 0 0 Category Total 20 7 5 0 1 0 1 1 2 37 5 Grand total 57 28 44 8 6 11 20 9 10 193

37 | P a g e

Annex IV: record of vehicles at day start – Mirama/Kagitumba

Est. Arrival Survey Day Car Category Registration # Entry Stn time Saturday Trailer RAB 886K/RL 08A7 1:45 Mirama Saturday Trailer RAB 877W/RL0877 3:00 Mirama Sunday Light Truck UAQ 160A 5:00 Mirama Sunday Trailer RAB 414E/AL0512 23:22 Mirama Sunday Trailer B 0749A/T0074A 4:00 Kagitumba Monday Trailer UAR 303E/T886BYR Mirama Tuesday Light Truck UAP 370L 2:00 Mirama Medium Tuesday UAK 807T 2:00 Mirama Truck Wednesday Light Truck UAN 462X 16:30* Mirama Friday Light Truck UAN 895N 20:00 Mirama Medium Friday UAE 657H 7:30PM Mirama Truck Medium Friday UAR798A 4:00 Mirama Truck Medium Friday UAP 370L 4:00 Mirama Truck Note - * vehicle stayed overnight because URA system was down that evening and clearing was done the next day. In addition, the transporter’s paperwork was inadequate requiring more time to sort it out.

38 | P a g e

Annex V: Commercial Traffic Origin-Destination – Ntungamo junction Origin / Fuel Light Medium Other Trailer Grand Coach Category Tanker Truck Truck Truck Truck Total Bushenyi 2 2 Busia 1 2 6 1 10 Butokara 1 1 Eldoret 2 2 Gulu 1 1 Hima 4 6 10 Ibanda 10 10 Jinja 4 3 4 11 Kampala 16 5 14 49 25 33 142 Kamwenge 1 1 Kasese 1 3 4 24 32 Kenya 1 11 2 4 2 14 34 Kibale 1 1 Kiruhura 1 3 4 Kisumu 12 2 6 20 Luwero 1 1 Malaba 1 1 2 Masaka 2 2 Masindi 1 1 Mbarara 2 9 3 1 15 Mombasa 1 19 2 10 20 31 83 Mutukula 1 1 Nairobi 2 6 4 4 8 16 40 Nakivale 2 2 Nakuru 1 1 Soroti 2 2 Tanzania 1 3 4 Tororo 2 2 4 Grand Total 20 60 36 107 76 140 439 Destination Fuel Light Medium Other Trailer Grand Coach / Category Tanker Truck Truck Truck Truck Total Bujumbura 2 2 1 6 13 1 25 Bukavu 1 1 Burundi 1 4 17 5 5 32 DRC 3 2 5 Goma 1 2 3 Katuna 1 1 3 5 Kayonza 1 1 Kigali 17 49 22 72 53 116 329 Rwanda 1 4 8 9 3 13 38 Grand Total 20 60 36 107 76 140 439

39 | P a g e