The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) Project Information Document (PID) Concept Stage | Date Prepared/Updated: 09-May-2023 | Report No: PIDC33589 Apr 24, 2023 Page 1 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) BASIC INFORMATION A. Basic Project Data OPS TABLE Country Project ID Parent Project ID (if any) Project Name Tanzania P176623 Dodoma Integrated and Sustainable Transport Project (P176623) Region Estimated Appraisal Date Estimated Board Date Practice Area (Lead) EASTERN AND SOUTHERN Nov 15, 2023 Mar 29, 2024 Transport AFRICA Financing Instrument Borrower(s) Implementing Agency Investment Project Financing Ministry of Finance and TANROADS, TARURA Planning Proposed Development Objective(s) To ensure safe and sustainable connectivity for all users in selected areas in Dodoma, and enhance institutional capacity in the urban transport sector in Tanzania. PROJECT FINANCING DATA (US$, Millions) SUMMARY-NewFin1 Total Project Cost 217.00 Total Financing 217.00 of which IBRD/IDA 217.00 Financing Gap 0.00 DETAILS -NewFinEnh1 World Bank Group Financing International Development Association (IDA) 217.00 IDA Credit 217.00 Environmental and Social Risk Classification Concept Review Decision Apr 24, 2023 Page 2 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) Substantial Track II-The review did authorize the preparation to continue B. Introduction and Context Country Context 1. Tanzania, the largest country in East Africa, has weathered the economic impacts of the COVID-19 pandemic relatively well, however, it has not yet fully recovered. With a population of 61.5 million,1 it is both an economic driver for the region as well as a maritime gateway and regional trade hub. In 2023, Tanzanian real GDP growth is estimated at 5.2%, significantly above the Sub-Saharan African (SSA) average of 3.5%. Yet, it still lags its pre-pandemic growth rates, which averaged 6.7% over the decade of 2010-2019.2 Although the high-frequency indicators such as mining, ICT and electricity suggest that the economy is on its way towards further expansion, most sectors remain below pre-pandemic levels and have not yet reached a fully recovered status. 2. Rapid urban population growth has made urban areas key to national economic growth and poverty reduction. Urban population is growing on average 5% per year, one of the fastest growth rates among SSA countries with a similar urban share of the population – Tanzania ranked third after Rwanda and Burkina Faso. By 2050 more than half of all Tanzanians will be living in urban areas. Tanzanian’s cities produced more than half of the country’s GDP and accounted for around 56% of its economic growth since 1990. By 2030 the four largest Tanzanian cities (Dar es Salaam, Mwanza, Arusha and Dodoma) are expected to account for almost 60% of the country’s GDP.3 3. Tanzania faces significant threats from disasters and climate-related hazards. Tanzania has experienced significant climatic changes with average annual temperature rising by 1°C between 1960 to 2006, and depending on the scenario, temperature in Tanzania is projected to rise by between 1.4 and 3.6 °C by 2080, compared to pre- industrial levels, with higher temperatures and more temperature extremes projected for the east of the country.4 On this trajectory, rainfall has been becoming more unpredictable.5 As a consequence, flooding accounts for 43% of average annual natural hazard occurrence for 1980 – 2020.6 It is projected that potentially damaging and life- threatening floods are expected to occur at least once in the next 10 years.7 These climatic changes will increase the probability of flood and drought occurrences and increase the occurrence of disease. 4. Extreme floods cause natural disaster that affect a large share of the country’s population. Due to frequent severe weather and climate events, more than 45,000 people on average are exposed to floods on an 1 https://www.worldbank.org/en/country/tanzania/overview#:~:text=With%20an%20area%20of%20947%2C000,in%202021%20was%20about%20%241%2C136. 2 International Monetary Fund, World Economic Outlook (April 2023). https://www.imf.org/external/datamapper/NGDP_RPCH@WEO/OEMDC/ADVEC/WEOWORLD 3 Worrall, L., Colenbrander, S., Palmer, I., Makene, F., Mushi, D., Kida, T., Godfrey, N. (2017). BETTER URBAN GROWTH IN TANZANIA. A Preliminary Exploration of the Opportunities and Challenges. London and Washington, DC.: Coalition for Urban Transitions. 4 https://www.adaptationcommunity.net/wp-content/uploads/2021/02/GIZ_Climate-Risk-Profile-Tanzania_EN_final.pdf 5 World Bank. 2019. Tanzania: Country Environmental Analysis – Environmental Trends and Threats, and Pathways to Improved Sustainability. 2019. Washington, DC: World Bank. 6 https://climateknowledgeportal.worldbank.org/country/tanzania/vulnerability 7 https://thinkhazard.org/en/report/257-tanzania/FL Apr 24, 2023 Page 3 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) annual basis. Regions with a relatively high percentage of people exposed to floods include Morogoro and Pwani in the east and Katavi and Rukwa in the west. It is estimated that 463 km2 of settlement area in Tanzania is exposed to high flood risk. Low-lying cities such as Dar es Salaam and Zanzibar City experience flooding with standing water for long periods, raising the risk of water-borne diseases such as cholera and dysentery. Floods also destroy available infrastructure, obstruct pedestrians and bicyclists’ paths, and create major traffic disruptions, seriously compromising access to jobs and amenities. Cities with rugged terrain and steep slopes, such as Mbeya and Mwanza, are affected by landslides in addition to river floods. Climate models project that, by the 2080’s, mean annual and seasonal temperatures for East Africa will increase by 3.2 degree Celsius, and by 2100, the region will see an increase in mean annual rainfall of up to 18–28%. Precipitation is projected to become more volatile, and flooding is expected to increase in frequency and severity. Experience shows that in the absence of proper drainage systems, even cities with low precipitation can be impacted by pluvial flooding. The World Bank is currently conducting a food risk assessment in Dodoma funded by the Global Facility for Disaster Risk Reduction and Recovery to ensure that all planned investments are well screened for climate and disaster risks. 5. Gender disparities are still rife in Tanzania, impacting women’s endowment, participation in the labor market, earnings, and control over assets. With a Gender Inequality Index of 0.560, the country ranked 146th out of 170 countries in 2021.8 The maternal mortality ratio stood at 524 per 100,000 live births in 2017, and adolescent fertility remains high at 124 of every 1,000 girls ages 15-19. The secondary education completion rate among females is low, 34.7% of girls compared to a regional average of 43% of girls. The labor force participation rate among females is 78.9% compared to 86.6% among males as of 2022. Vulnerable employment affects 85.6% of women compared to 76.5% of men in Tanzania as of 2019.9 Gender gaps also exist in the profitability of household enterprises, e.g., barriers to credit, and lower access to mobile phones or motorized transport. Sectoral and Institutional Context 1. The country’s system of cities is dominated by Dar es Salaam, followed by smaller, but strategic, intermediate cities. With a population of about 6.7 million, Dar es Salaam concentrates 40% of the urban population. An additional 20% of the urban population lives in Mwanza, with more than 1 million inhabitants, and Zanzibar City, Arusha, and Dodoma, with more than 500,000 people each.10 The urban population is rapidly growing in most intermediate cities with population growth between 3% and 9% per year. If cities continue growing at the same rate as between 2007 and 2012, by 2030 Dar es Salaam will be home to about 11 million people, with the top 15 intermediate cities housing an additional 12 million. 2. Income growth, urbanization, and a lack of alternatives are driving a shift towards faster, more expensive, and less sustainable transport modes. With a gross national income per capita of US$1,080, Tanzania became a middle-income country in 2020. Between 2007 and 2018, average GDP per capita grew slowly but constantly at 3.1%11 per year, and poverty fell from 34.4% to 26.4%.12 As incomes grow, people are likely to 8 UNDP Human Development Reports. “Gender Inequality Index (GII).� https://hdr.undp.org/data-center/thematic-composite-indices/gender-inequality- index#/indicies/GII 9 World Bank Gender Data Portal. “Tanzania�. https://genderdata.worldbank.org/countries/tanzania 10 Estimated based on 2012 Population Census. Population projections assumed homogenous rate of growth across urban center using intercensal annual growth rate for urban population (5.2%). 11 Authors’ estimations based on World Bank databank : World Development Indicators 12 World Bank report - Tanzania - Mainland Poverty Assessment 2019 Apr 24, 2023 Page 4 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) increase their expenditure on transport,13 shifting to faster modes: pedestrians switch to either public or private transport, and those riding public transport switch to motorcycles and automobiles. This transition is likely to happen faster in Tanzania than is typical based on historical motorization rates experienced in Tanzania. While cross-country data show that demand for motorized vehicles is associated with an average increase of 9.2% for every 10% increase in GDP per capita, this relationship is at least three times stronger in Tanzania: Between 2013 and 2017, the motorization rate increased 11% per year, from 28 to 43 vehicles per 1,000 inhabitants, while GDP per capita only increased 3% per year.14 Though rapid motorization is currently concentrated in Dar es Salaam, intermediate cities, including Dodoma, are beginning to follow this pattern. 3. Dodoma, the capital of Tanzania, is experiencing rapid urban growth and associated economic opportunities. The Government of Tanzania (GoT) has shown a renewed commitment (since 2016) to the 1973 decision to transfer the national capital from Dar es Salaam to Dodoma through significant capital investment and the relocation of public servants to Dodoma. This shift is expected to encourage population growth and investments in Dodoma. Between 2002 and 2012, Dodoma’s population was growing at 2.1% per year, slower than the average urban growth in Tanzania. However, with increased investments and the relocation of official jobs, the population has dramatically increased, with preliminary 2022 census data indicating a 48% increase in the population of the wider Dodoma Region since 2012. Dodoma city is expected to account for a disproportionate share of this increase.15 4. Situated at the intersection of two major trade corridors, Dodoma has seen significant, although uncoordinated, investment in transport infrastructure. Dodoma’s transport network has historically been structured around the junction of two major freight corridors, the Central Corridor which links Dar es Salaam with landlocked neighbors to the west, and the Cairo-Cape Town highway serving major north-south traffic. Coming together in the Central Business District (CBD) of the city, these corridors double as the major arterial roads of the city. These radial roads, towards Morogoro in the east, Arusha in the north, Singida in the west, and Iringa in the south, serve local traffic as well as transit freight traffic. To divert some of this freight traffic away from the CBD, a series of ring roads are planned, with some sections already under implementation. The 112.3 km outer ring road is currently under construction through African Development Bank (AfDB) financing and Japan International Cooperation Agency (JICA) is preparing a project to support part of the inner ring-road. The city is also served by existing meter gauge railway (MGR) service and a new standard gauge railway (SGR) link under construction. As the current airport is undersized for the planned traffic, a new international airport is under construction through AfDB support. Despite these major investments, poor coordination and planning has left major bottlenecks and access challenges. 5. While the urban transport challenges are not yet pronounced in Dodoma due to its small size, rapid growth and economic development are quickly changing the transport paradigm. Dodoma still enjoys relatively high accessibility to jobs and amenities with the average resident accessing 68% of jobs within a one-hour daladala (minibus) commute and 81% of the population can reach one primary school within one-hour daladala 13 Lozano-Gracia, N. and Young, C. (2014). Research working paper: Housing Consumption and Urbanization Nancy Lozano-Gracia Cheryl Young 14 Source: World Bank databank: World Development Indicators 15 https://www.nbs.go.tz/index.php/en/. Preliminary results are only available at the Region level at the time of this Concept Note. More granular data is expected by Project Appraisal. Apr 24, 2023 Page 5 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) commute.16 While public transport doesn’t provide an ideal user experience, waiting time is not yet a major problem and route enforcement is relatively good. This is changing, however, as rapid population growth alongside with the recent investments to facilitate the realization of the city’s function as a capital are quickly straining the existing transport systems, and economic development is providing users with alternatives to public transport and walking or biking. This shift to such alternatives, including motorcycles and private vehicles, is leading to increasing congestion, inefficient road use, deteriorating public transport, and diminishing projected accessibility. 6. Non-motorized transport (NMT) dominates the transport mix and is frequently the only transport option for the poor. Walking is the dominant transport mode, accounting for between 50% and 70% of trips in most Tanzanian intermediate cities,17 with modal choice driven largely by affordability. Daladalas are the cheapest motorized alternative but are still quite expensive for the poorest households: The 20% poorest households would need to increase their current transport expenditure six-fold to afford a single daily round trip in a daladala. 7. In addition, public transport is not living up to its potential. Public transport users perceive a poor experience when commuting on public transport in Tanzania. In daladalas, about 45% of passengers identified crowdedness as the characteristic they disliked the most from their daladala rides. This was followed by long waiting times, with speed, security, and safety as more minor concerns.18 Rudimentary bus stations/stops are unsafe and crowded, adding operational costs, dangers, and inconvenience to the public transport system. Unpaved terminals restrict access during the rainy season and the lack of lighting reduces night-time security and safety. In addition, bus routes are not posted to guide users to quickly find the services they desire. Rickshaws (bajajs) and moto-taxis (bodabodas) provide alternative options for users poorly served by the daladala systems. 8. Although most users walk or take public transport, the existing road space is mostly dedicated to motorized transport. Tanzania’s urban road networks are of poor quality: in a sample of the 11 biggest urban councils, at most 25% of the local roads are paved.19 In addition, these paved roads favour motorised vehicles with very poor facilities for pedestrians and public transport users. In Dodoma, 94% of road space is allocated to private vehicles in the city center, while only 30% of people travel by private vehicle. Only 3% of road space is allocated to NMT while 50-60% of road users walk or cycle.20 9. Key transport infrastructure in Dodoma such as the Sabasaba central daladala terminal and key road links are showing signs of over-loading and growing congestion. The results of a recent traffic count survey showed that the road towards Morogoro is the busiest road of all trunk roads in Dodoma, carrying 22,370 vehicles per day, followed by the roads toward Arusha (15,969 vehicles per day) and Singida (12,699 vehicles per day).21 16 Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber, and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 17 Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber, and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 18 Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber, and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 19 Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber,and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 20 Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber,and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 21 President’s Office Regional Administration and Local Government Report, Consultancy services for analytical study of public transport system in Dodoma City Council under Tanzania Strategic Cities Project, February 2021 Apr 24, 2023 Page 6 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) Sabasaba terminal is treated as a city hub for public transport as most of the routes either start or end at the Sabasaba bus terminal. The bus terminal is overcrowded with no clear route demarcation, structure, or any scheduling for any route at this bus terminal. This contributes to unreliable and irregular public transport services, variable operational travel speeds and long waiting time for passengers at bus stops, especially during peak hours. In the morning, bus travel speeds are starting to erode, dropping to 13km/hr along congested routes, with further declines expected.22 10. These developments have left Dodoma at a key decision point regarding its transport infrastructure, with the planning and investments made in the next few years locking in the character of its future growth. Facing dual pressures as a rapidly growing intermediate city and as the - increasingly realized - capital city, the city faces a host of opportunities and challenges characterizing all of Tanzania’s intermediate cities while also needing to serve a booming population of civil servants and visitors. Meeting both of these needs will require a strategic and forward-looking approach, balancing the short-term mobility needs of its population while building the infrastructure and systems which will drive a sustainable and connected future for all residents. Cars and motorcycles impose a direct financial cost on the government in the form of demand for roads, and indirect financial cost to health services and others. Once a city is car-dependent, there is no amount of road space that can be built to fully meet demand. Such a future is not predetermined, with the opportunity to develop a capital city characterized by dense, liveable, and people-oriented land use; high quality public transport systems; and NMT networks. If existing roads were equipped for cycling, for instance, an average citizen in Dodoma could access 96% of jobs in one hour by bicycle, locking such options in as a mode of choice for commuters. A failure to provide such facilities now will lead residents to increasingly rely on less sustainable options. 11. Recognizing the rapid changes, the GoT has developed a Dodoma Capital City Master Plan in 2019 to develop “Dodoma as a National Capital City that is economically competitive, socially inclusive, environmentally sustainable, vibrant, safe and convenient.� The Masterplan has adopted as “concentric design� and “multi center� approach which assumes a wide adoption of private vehicles and a robust public transportation system to travel between the CBD and various subcenters in the capital city area. The adopted plan necessitates the need to have a thorough understanding of traffic and mobility patterns as they exist to develop a clear strategy to strengthen public transportation systems and improve urban mobility. In terms of land use the approach could also encourage new development in greenfield areas, rather than identifying places for densification. 12. In the transport sector, implementation of this Capital City Master Plan has followed a fragmented approach, with various institutions executing their own mandates at times in an uncoordinated manner. This has included major road investments by the Tanzania National Roads Agency (TANROADS), urban street upgrading by the Tanzania Rural and Urban Roads Agency (TARURA), railway investments under the Tanzania Railway Corporation (TRC), as well as investments in public transport, parking, airports and others by the Land Transport Regulatory Agency (LATRA), the Dodoma City Council and others. Development partners are also investing in building out the Dodoma City Master Plan. The World Bank is supporting various activities through the Tanzania Cities Transforming Infrastructure and Competitiveness Project (TACTIC),23 including rehabilitation of several daladala terminals and various access roads. While these interventions are individually justified, they are unlikely 22 President’s Office Regional Administration and Local Government Report, Analytical study of public transport system in Dodoma City Council, Consultancy services for analytical study of public transport system in Dodoma City Council under Tanzania Strategic Cities Project, February 2021 23 World Bank Project ID P171189 Apr 24, 2023 Page 7 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) to achieve the level of impact and sustainability required without a comprehensive Transport Master Plan that will complement the City Master Plan and lay out a more coordinated and sequenced project development and execution approach. 13. The Dodoma Integrated Transport Masterplan is being prepared to clearly articulate the role for all transport modes to address the needs of the citizens of Dodoma in a sustainable manner. Under procurement through the World Bank financed Tanzania Transport Integration Project,24 the Integrated Transport Master Plan will develop an integrated and holistic vision for transport (all transport modes) development, establishing the overall objectives and goals for the sector, developing a transport plan clearly describing roles for each transport mode, and preparing a prioritized implementation program including key projects. 14. Road safety is a very serious concern in Tanzania. The World Health Organization (WHO) estimates there are 29.2 road traffic fatalities per 100,000 inhabitants in the country, placing Tanzania 20th globally for road fatalities.25 The economic losses from traffic fatalities are estimated to be almost US$5 billion in 2016, or 10% of GDP.26 Economically active age groups suffer 57% of road crashes, fatalities, and injuries. While the official total number of accidents in Tanzania was 3,256 in 2016, the WHO estimates that the true figure was five times higher.27 Poor road safety severely affects residents and motorcycle users within Tanzania’s intermediate cities. On average, 3 out of every 100,000 people in such cities die in traffic accidents and another 1 is severely injured. Motorcycle deaths are also on the rise, representing about 20% of road traffic incident accidents in various cities, and as many as 30% to 35% in Tanga and Mbeya.28 Pedestrians are also likely to be heavily impacted by road traffic accidents. The WHO reports that almost half of the people dying in road traffic accidents around the world are vulnerable road users—pedestrians, cyclists, and motorized two- and three-wheeler users.29 Although there is no data available for Tanzania, this figure is expected to be similar since many people walk but there are few protected walking paths and road safety measures. 15. Gender differences remain in mobility and labor force participation in the transport sector in Tanzania. In terms of mobility men and women show different mobility patterns in urban agglomerations of the country. In Dodoma, women are more likely to travel for care-related activities, with 32% of women interviewed in an analysis on urban transport in Tanzania reported traveling for medical issues, grocery and other types of shopping, compared to 16% of men. Also, when riding in daladalas, women tend to value more convenience of route and spaciousness of the bus, while men put more value on the driver’s safe driving.30 In terms of women’s participation in the transport labor market, the 2003 Construction Industry Policy of the country stated that at least 25% of women should benefit from employment in road works and related infrastructure development activities.31 24 World Bank Project ID P165660 25 World Health Organization (WHO) (2018) databank. However, according to some extracts from the latest WHO data published in 2020 Road Traffic Accidents Deaths in Tanzania reached 18,054 or 6.12% of total deaths. The age adjusted Death Rate is 49.33 per 100,000 of population ranks Tanzania #10 in the world. Review other causes of death by clicking the links below or choose the full health profile. 26 Extracted from Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber,and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 27 World Health Organization (WHO) (2018) databank. 28 Adapted from Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber,and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 29 World Health Organization (WHO)(2018) databank 30 Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber,and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. 31 United Republic of Tanzania (2003). The Construction Industry Policy. Ministry of Works, Dar es Salaam, Tanzania. Apr 24, 2023 Page 8 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) However, due to many barriers that women face to be employed in the sector, this percentage is unlikely to be achieved. A gender assessment for Tanzania reveals that of those in higher learning institutions, 26.1 percent enroll in Science, Technology, Engineering and Math (STEM) subjects, of which 32.6 percent are women. The assessment also highlights that girls perform worse than boys on STEM subjects under the Certificate of Secondary Examination. Of those employed in transport and communication, only 5 percent are women.32 The government has emphasized STEM subjects in primary and secondary schools and usage of gender affirmative strategies to improve the Gender Parity Index in higher learning institutions.33 16. Urban mobility functions are managed by a myriad of local and national government stakeholders and need stronger capacity, coordination between stakeholders, and greater emphasis on integrated locally-based planning and regulation. The national government is currently the lead player in managing integrated infrastructure and services for urban mobility in Tanzanian cities. As such, urban district (local) road networks are managed primarily by TARURA, while regional roads and national rural roads are managed by TANROADS. Regulation of public transport is also managed by the national government through LATRA. Railway investments are managed by TRC and Tanzania Zambia Railway Corporation (TAZARA). This institutional set up leaves limited ability for effective integration at a local level between user needs, transport modes, and land-use integration. The Dodoma City Government is restricted to the management of traffic and parking, along with selected enforcement and improvement of public space and lighting. Important coordination between national government and local governments is therefore vital, but the actual operationalization of this coordination and a planning process derived from local government initiatives is still work in progress. In addition, all national and local level institutions need significant technical strengthening to prepare for the increased urban mobility challenges in intermediate cities. Relationship to CPF 17. The proposed project is aligned with the World Bank’s Country Partnership Framework (CPF) for Tanzania (FY18–FY22). The project is aligned to the CPF first area of focus “Enhance productivity and accelerate equitable and sustainable growth�, and more specifically, “1.6. Enhance transport, energy and digital connectivity for improved services to rural areas� which highlights the need to have better planned, serviced and functioning transport infrastructure to address spatial service delivery inequalities and guarantee universal access. C. Proposed Development Objective(s) To ensure safe and sustainable connectivity for all users in selected areas in Dodoma, and enhance institutional capacity in the urban transport sector in Tanzania. Key Results (From PCN) 32 ILOSTAT, https://www.ilo.org/shinyapps/bulkexplorer32/?lang=en&segment=indicator&id=EAP_2EAP_SEX_AGE_NB_A 33 Government Of Tanzania, “Tanzania Mainland Education Sector Performance Report 2018/2019.�, 2019 Apr 24, 2023 Page 9 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) 18. The Project Development Objective (PDO) is to ensure safe and sustainable connectivity for all users in selected areas in Dodoma, and enhance institutional capacity in the urban transport sector in Tanzania. Potential key results include: a) Increase accessibility to Jobs by Public Transport and NMT, b) Increase Public Transport and Non-motorized modal share, of which percentage women c) Reduce congestion along strategic road segments, d) Improve connectivity for all users, including women, persons with disabilities, and the poor, e) Reduce number of traffic accidents and fatalities, and f) Establish Urban transport capacity at appropriate government level, of which percentage women. Proposed PDO indicators are: a) Average number of jobs accessible within one hour by public transport or non-motorized means, b) Percentage of population living within 500 meters of an improved pedestrian or cycle network, c) Percentage of daily commuters using public transport and NMT, of which percentage women d) Number of traffic related accidents on project corridors e) Number of staff employed as Urban transport officials in government. D. Concept Description 19. The long-term objective of the Dodoma Integrated and Sustainable Transport (DIST) Project is to set Dodoma on a path towards integrated and sustainable (safe, resilient, and green) urban mobility for all users which contributes to the overall development of the city and lays a foundation for improved urban transport planning and implementation throughout Tanzania. Achieving these goals will require addressing a number of challenges regarding a) institutions (such as a lack of coordination between stakeholders, fragmented data, mode specific institutions, and institutional capacity constraints regarding planning and implementation); b) planning, policies and regulations (including a lack of integration between land use planning and transport planning, informal public transport systems, and an implicit prioritization of vehicles over other road users); and c) missing links and bottlenecks in the existing transport infrastructure. To set the city onto a more sustainable transport trajectory, progress will need to be made against each of these challenges in a coordinated manner. 20. There is strong consensus among project stakeholders on the need for a holistic approach towards improving Dodoma’s urban transport, however no channel exists to coordinate and align their planning and investments. Development of such an approach will require further collaboration between stakeholders and the development of an integrated vision. Urban transport governance needs to be transparent, accountable, inclusive, and supported by solid human resources and formal coordinating mechanisms. It must also be fit-for-purpose to drive a sustainable transport agenda. Institutions need to be responsive to the specific problems of urban transport and equipped to implement specific relevant solutions. In addition, transport decision-making needs to be coordinated and integrated on a routine basis, both among institutions of transport governance but also with institutions dealing with land use, urban planning, and non-transport infrastructure. Coordination between levels of government, across sectors, and among agencies focused on different modes of transport or varying functions within the same mode must be mandated, legislated, and made routine. Apr 24, 2023 Page 10 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) 21. Beyond Dodoma there is both the need and the opportunity to create a national program to support sustainable urban mobility in Tanzania. Although sustainable urban mobility involves multiple institutions across levels of government - specifically local or metropolitan urban institutions - the National Government has a key role to play to facilitate sustainable urban mobility nationally. The legal, financial, and institutional enabling environment for implementation of sustainable urban mobility needs to be set. By effectively differentiating urban mobility from other areas of transport policy, the GoT can create room for much-needed improvements in this vital sector. It also has a key role in setting minimum standards and conducting oversight for all programs of implementation. For maximum effect across Tanzania, the GoT must take the lead on institutionalizing sustainable urban mobility, even if much of the implementation happens at local levels. 22. The existing planning documents (including the Dodoma City Master Plan and a recent Dodoma Public Transport Analytical Study) provide a framework but are limited in their ability to guide sustainable transport development. The lack of clear transport sector planning has also contributed to poorly connected, and at times contradictory plans and investments by the various transport sector agencies. For example, TRC’s plans for a light rail would require the same right-of-way as the bus rapid transit (BRT) lines under discussion, while providing redundant services. Similarly, the movement of various facilities such as daladala, train and bus terminals out of the CBD has created additional congestion, as passengers must take additional trips to connect between them. An Integrated Transport Masterplan34 is now under development to guide the identification and implementation of key urban transport interventions for the short, medium and long term. Implementation of this plan, including refinement of the mode-specific planning based on such an integrated view, and the development of policies, regulations and design guides needed for its realization will take continued, and coordinated, effort. 23. Finally, the existing transport infrastructure in Dodoma is wholly insufficient for the rapidly growing city, with access, mobility and connectivity all rapidly deteriorating under the weight of the growing and changing population. A combination of NMT facilities such as pedestrian walkways and cycleways, public transport improvements, local access road improvements, and development of integrated urban corridors along the radial trunk routes will be required. Proposed Project Components 24. The proposed project will include three components designed to address short-term bottlenecks while establishing and contributing to a longer term, sustainable vision for the city. Recognizing the important lock-in effect that transport development can have when implemented while a city is rapidly developing, the project will be prepared following an ‘Avoid-Shift-Improve’ approach,35 including supporting active modes such as walking and cycling, improved public transport, a recognition of land use and more efficient travel options, a focus on community inclusive gender-balanced approaches, careful attention to resilience to climate change and natural disasters, and safety for all users. 34 The Integrated Transport Masterplan will be funded from the Tanzania Transport Integration Project (TanTIP). The Project Technical Working Group and overarching Steering Committee will lead and own the technical content of the Integrated Transport Masterplan while TANROADS will manage the procurement and project management activities related to the development of the Masterplan. 35 “Avoid� policies focus on reducing the demand for travel, especially by motorized modes. “Shift� policies aim at getting people to shift to more sustainable modes of travel, like public transport and non-motorized modes “Improve� policies seek to reduce the negative effects of motor vehicle use, such as fuel consumed or pollutants emitted, per unit of travel. (Extracted from World Bank report on Formulating an Urban Transport Policy) Apr 24, 2023 Page 11 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) 25. Component 1 – Transport Infrastructure Improvement will address critical missing and strategic transport investments to enable the development of sustainable transport systems in Dodoma. Based on the vision for transport development established by the Integrated Transport Master Plan, a set of prioritized infrastructure improvements will be identified which address existing and future bottlenecks and missing links. These improvements are expected to include: a) Arterial trunk corridors: Improvements to the core corridors radiating from the CBD are expected to include a 16 km link towards the north, 16.3 km towards the west, 18.6 km to the south and 29.9 km linking the Dodoma CBD and the junction with the road to Chamwino to the east (total of 80km). These segments are largely within the city’s outer ring road, and primarily serve local traffic moving through Dodoma. These will be designed in line with the International Road Assessment Program (iRAP) road safety assessment with the roads expected to meet a three-star safety rating. These corridors are also being designed with an integrated corridor management approach, incorporating facilities for all users: pedestrians, cyclists, public transport users, freight, and official government movements, as well as private cars. Special attention will be given to women users by ensuring the design incorporates a gender perspective including elements on violence prevention environmental design such well-lit stations and streets, and upgrades in crossing and walking infrastructure to foster women’s travel experience and frequency. Where other linear infrastructure (fiber optic cables, waterlines, etc.) are planned along these corridors, they will be provided as well. b) Local access roads: The local access roads already proposed by TARURA as priorities for financing will be assessed as part of Integrated Transport Master Plan preparation to ensure the selected interventions address key missing links and bottlenecks. This work will also support pedestrian, cyclist, public transport and traffic management improvements in the CBD, including access to the Sabasaba daladala terminal and the access to the recently constructed Machinga Market. The project is expected to include alternative routes to improve efficient routing, NMT facilities, traffic management, street lighting, road safety infrastructure, and improved drainage. c) Public transport improvements: Noting that public transport reform in Tanzania, even in a relatively small city such as Dodoma, will be a continued process beyond the scope of this project, the project will support the development and improvement of the existing public transport network as a transitional step towards higher capacity modes (such as BRT and light rail) in the future, reinforcing the community’s use of public transport while preserving the right of way for later interventions. As guided by the Transport Master Plan and the work on public transport reform included in Component 2, the project will support enabling infrastructure, such as bus/daladala stops, bus-only lanes, or interchange terminals. The project will also support the transformation of the daladala operations in Dodoma through a diagnosis of the current operating model and development of a roadmap for upgrading to orderly operation arrangements - including consideration and financing options for fleet upgrading. d) Non-motorized transport: Recognizing that the majority of residents in Dodoma travel by NMT, the convenient climate and geography for walking and cycling, the already existing rights of way, and the commitment of government decision makers to creating a new model for Tanzanian cities, the development of a complete and convenient NMT network in Dodoma presents an important opportunity to lock in a sustainable development model for the city, serving the population now and into the future. This is expected to include walking and cycling lanes along exising or planned roadways, as well as along Apr 24, 2023 Page 12 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) open space in the city (such as the artificial rivers) where appropriate. It may also include creation of car free areas in the central business district or other high density areas, as well as ensuring convenient pedestrian access to daladala terminals. 26. Component 2 – Strategic and Integrated Transport Planning. Under this component, a Dodoma-specific strategic and integrated transport vision will be established which will identify clear roles for all modes transport (including public transport and NMT) to ensure transport movements in Dodoma are done in the most sustainable manner, and in support of the overarching urban development obectives of the city. As mentioned above, the Dodoma Integrated Transport Masterplan is already under preparation which will lay the broad framework for this vision. This masterplan will identify mobility priorities of all users and solutions for transport planning, including road prioritization to increase their mobility and connectivity. Building on this framework, the project will support specific modal improvement plans, an active mobility plan, a CBD parking strategy, feasibility and other studies for public transport reform, and the launch of improved bus services in Dodoma. Noting that urban mobility in Tanzania is being planned and implemented by national level agencies, the project will also support national level transport planning, such as the development of a national urban transport policy and guiding documents for urban mobility, i.e., urban road design standards, regulations and laws governing motorcycles taxis (bodabodas) and 3-wheelers (bajajs), planning for transport development in other secondary cities to facilitate future investments, and support public transport reform, including studies, policy formulation and regulation development. Finally, the project will support efforts to increase the number of women in STEM and women’s labor force participation in the transport sector, through an internship program between TARURA and TANROADS and one or several Tanzanian universities. Alongside this initiative, the barriers to recruitment, retention and career development that women face in the other transport sector bodies will be assessed via a gender analysis, and a Gender Action Plan with activities and indicators will be developed to address identified barriers in order to promote more sustainable measures that trascend the internship program (e.g., mechanism to report sexual harassment in the work place). A target will be adopted to increase women’s employment in TARURA and TANROADS. 27. Component 3 – Institutional Enabling Environment. Urban transport in Tanzanian cities is managed by a combination of local and national government stakeholders who do not have the adequate capacity, supporting technology, nor effective coordination amongst themselves, and are traditionally trained and experienced in road infrastructure projects but lack experience with urban mobility development. This component will address the enabling environment required to drive sustainable urban transport networks and improve road safety through the establishment and capacitation of appropriate institutional arrangements and through digital systems and frameworks to enhance road safety in Dodoma. As urban transport planning and implementation in Tanzania is largely the responsibility of national level agencies, this component will also contribute directly to the urban mobility capacity for all Tanzanian cities. This component will also support project management costs of the project, and will support the capacity enhancement of project staff and institutions, focusing on transport planning, engineering, financial management, procurement, environment and social safeguards, and budgeting. Apr 24, 2023 Page 13 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) Legal Operational Policies Triggered? Projects on International Waterways OP 7.50 No Projects in Disputed Areas OP 7.60 No Summary of Screening of Environmental and Social Risks and Impacts . 28. The Environmental and Social risk is Substantial. Environment risks include: (i) impacts and risks (i.e., direct and indirect impacts) associated with the construction and operation of road and urban transport infrastructure projects and their support works/facilities (such as camps, equipment yards/storage areas, workshops, batching plants) and also off-site facilities (e.g., borrow pits and quarry sites) that may have sensitive environmental risks); (ii) road safety issues due to the increase in vehicle speed and volume due to road improvement. None of the subprojects will likely be high risk since the infrastructure activities shall be undertaken in existing road reserves. The project will be undertaken in line with the World Bank Environmental and Social Framework, with the following Environmental and Social Standards relevant to the project: ESS1, 2, 3, 4, 5, 6, 8, and 10. 29. Environmental risk is Substantial because: (i) the impacts and risks (i.e., direct, indirect and cumulative impacts) associated with the construction and operation of road and urban transport infrastructure projects and their support works/facilities (such as camps, equipment yards/storage areas, workshops, batching plants) and also off-site facilities (e.g., borrow pits and quarry sites) may have sensitive environmental issues and risks); (ii) occupational/community health and safety risks during construction and operations phases; (iii) road safety issues including impact on NMT due to the increase in vehicle speed and volume from the road improvements; (iv) due to limited E&S capacity (in terms of personnel) of TANROADS and TARURA which will need to be improved to ensure proper implementation of the E&S requirements of the proposed activities in a manner consistent with the ESF; and (v) the Project TA activities that will promote or lead to other transport projects and activities in the future (either directly or indirectly). 30. The Social risk is Substantial as none of the subprojects will likely be high risk since the infrastructure developments shall be undertaken in existing roads (No Greenfield). The risk will be re-assessed after more details are known during preparation and before project appraisal. Major activites are expected to be implemented mainly within existing rights of ways, minimizing need for land acquisition, although the clearing of encroachments is expected to be required. Temporary and/or permanent acquisition of borrow pits/quarry sites for construction materials may also require land-take, and physical and/or economic displacement. Other social risk/impacts include: (i) Occupational Health and Safety (OHS) issues related to road construction/rehabilitation; (ii) labor influx engendering social tensions with local communities and associated risks of increased incidence of Gender Based Violence/Sexual Exploitation and Abuse-Sexual Harassment (GBV/SEA-SH) and transmission of communicable diseases including HIV/AIDS and COVID-19 due to interactions among project workers and between project workers and local communities; (iii) and exclusion of persons with disabilities and other members of vulnerable groups, due to limited access to information and project benefits. 31. A provisional World Bank GBV Risk Screening assessed a substantial GBV/SEA/SH Risk for this project. The project will be implemented in urban and peri-urban areas, with relatively high incidence of GBV risks due to Apr 24, 2023 Page 14 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) project-engendered labor influx. It is anticipated that worker camps will be established to accommodate project workers. The project will address the GBV/SEA/SH risk through adequate sensitization for all project workers and members of project affected local communities. The project will develop and implement a survivor- -centered GBV/Action Plan and effective confidential channel in the project Grievance Resdress Mechanism (GRM) for persons to submit GBV/SEA/SH complaints, and implement a Code of Conduct for project workers through the project Labor Management Procedures. Environmental and Social risks, including GBV/SEA/SH risk, will be re- assessed before appraisal and throughout the project life cycle. 32. The capacity of TANROADS and TARURA will need strengthening to implement the E&S requirements. The following E&S Instruments will be prepared for the project before appraisal: i) Environmental and Social Management Framework (ESMF), which will guide E&S screening of sub-projects and preparation of site-specific ESIAs and/or ESMPs; (ii) a Resettlement Policy Framework (RPF) which will guide the preparation of site specific Resettlement Action Plans (RAPs); (iii) Labor Management Procedures (LMPs); (iv) Stakeholder Engagement Plan (SEP); (v) Environmental and Social Impact Assessment (ESIA) for Dodoma – Morogoro radial Road; and (vi) Environmental and Social Commitment Plan (ESCP). The E&S instruments shall be developed in line with the requirements of applicable ESSs and World Bank Group General Environmental Health and Safety Guidelines; Environmental, Health, and Safety Guidelines for Toll Roads and Environmental, Health, and Safety Guidelines for Construction Materials Extraction. All required E&S instruments will be prepared and disclosed before Project Appraisal. . CONTACT POINT World Bank Adam Stone Diehl, Yohannes Yemane Kesete, Yonas Eliesikia Mchomvu Senior Transport Specialist Borrower/Client/Recipient Ministry of Finance and Planning Implementing Agencies Apr 24, 2023 Page 15 of 16 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) TANROADS Franics Mwasota IDA Coordinator francis.mwasota@tanroads.go.tz TARURA Kasongo Morijo Civil Engineer kasongo.morijo@tarura.go.tz FOR MORE INFORMATION CONTACT The World Bank 1818 H Street, NW Washington, D.C. 20433 Telephone: (202) 473-1000 Web: http://www.worldbank.org/projects APPROVAL Task Team Leader(s): Adam Stone Diehl, Yohannes Yemane Kesete, Yonas Eliesikia Mchomvu Approved By APPROVALTBL Practice Manager/Manager: Country Director: Preeti Arora 28-May-2023 Apr 24, 2023 Page 16 of 16