Document of The World Bank FOR OFFICIAL USE ONLY Report No: ICR00006117 IMPLEMENTATION COMPLETION AND RESULTS REPORT IBRD-85650 ON A LOAN IN THE AMOUNT OF US$ 100 MILLION EQUIVALENT TO THE People's Republic of China FOR THE China: Tianjin Urban Transport Improvement Project {June 25, 2023} Transport Global Practice East Asia And Pacific Region CURRENCY EQUIVALENTS (Exchange Rate Effective December 31, 2022) Currency Unit = RMB RMB 1.00 = US$0.14497 US$1.00 = RMB 6.9745 FISCAL YEAR January 1 - December 31 Regional Vice President: Manuela V. Ferro Country Director: Mara K. Warwick Regional Director: Ranjit J. Lamech Practice Manager: Benedictus Eijbergen Task Team Leader(s): Hei Chiu ICR Main Contributor: Sam Johnson, Ruifeng Yuan ABBREVIATIONS AND ACRONYMS ADM Administrative Decision Making CCTV Closed Circuit Television ChinaRAP China Road Assessment Program CPS Country Partnership Strategy EA Environmental Assessment EHS Environmental, Health and Safety EIA Environmental Impact Assessment EIRR Economic Internal Rate of Return EMP Environmental Management Plan FM Financial Management GDP Gross Domestic Product GEF Global Environment Facility GHG Greenhouse Gas GIS Geographic Information System GOC Government of China GRS Grievance Redress Service IBRD International Bank for Reconstruction and Development IPF Investment Project Financing iRAP International Road Assessment Program ITDP Institute for Transportation & Development Policy JingJinJi Beijing-Tianjin-Hebei KPI Key Performance Indicator kg Kilogram km Kilometer kph Kilometers per Hour LA Loan Agreement M&E Monitoring and Evaluation MoF Ministry of Finance MoHURD Ministry of Housing and Urban-Rural Development MoT Ministry of Transport NMT Non-motorized transport / travel NPV Net Present Value O&M Operation and Maintenance PBS Public Bike Sharing System PDO Project Development Objective PMO Project Management Office PPP Public-Private Partnership RAP Resettlement Action Plan RMB Renminbi sqkm Square kilometer TA Technical Assistance TCC Tianjin Construction Commission Tianjin Municipality People’s Government of Tianjin Municipality TMFB Tianjin Municipal Finance Bureau TMG Tianjin Municipal Government TUDEP Tianjin Urban Development and Environment Project US$ United States Dollars VOC Vehicle Operating Costs WAs Withdrawal Applications WB World Bank TABLE OF CONTENTS DATA SHEET .......................................................................................................................... 1 I. PROJECT CONTEXT AND DEVELOPMENT OBJECTIVES ....................................................... 5 A. CONTEXT AT APPRAISAL .........................................................................................................5 II. OUTCOME .................................................................................................................... 12 A. RELEVANCE OF PDOs ............................................................................................................ 12 B. ACHIEVEMENT OF PDOs (EFFICACY) ...................................................................................... 13 C. EFFICIENCY ........................................................................................................................... 22 D. JUSTIFICATION OF OVERALL OUTCOME RATING .................................................................... 23 E. OTHER OUTCOMES AND IMPACTS ......................................................................................... 23 III. KEY FACTORS THAT AFFECTED IMPLEMENTATION AND OUTCOME ................................ 24 A. KEY FACTORS DURING PREPARATION ................................................................................... 24 B. KEY FACTORS DURING IMPLEMENTATION ............................................................................. 25 IV. BANK PERFORMANCE, COMPLIANCE ISSUES, AND RISK TO DEVELOPMENT OUTCOME .. 27 A. QUALITY OF MONITORING AND EVALUATION (M&E) ............................................................ 27 B. ENVIRONMENTAL, SOCIAL, AND FIDUCIARY COMPLIANCE ..................................................... 28 C. BANK PERFORMANCE ........................................................................................................... 31 D. RISK TO DEVELOPMENT OUTCOME ....................................................................................... 33 V. LESSONS AND RECOMMENDATIONS ............................................................................. 33 ANNEX 1. RESULTS FRAMEWORK AND KEY OUTPUTS ........................................................... 36 ANNEX 2. BANK LENDING AND IMPLEMENTATION SUPPORT/SUPERVISION ......................... 48 ANNEX 3. PROJECT COST BY COMPONENT ........................................................................... 51 ANNEX 4. EFFICIENCY ANALYSIS ........................................................................................... 52 ANNEX 5. BORROWER COMMENTS ...................................................................................... 57 ANNEX 6. SITES IMPROVED UNDER COMPONENTS 1 AND 2 ................................................. 59 ANNEX 7. KEY FINDINGS AND RECOMMENDATIONS FROM THE 2030 TIANJIN GREEN URBAN TRANSPORT DEVELOPMENT STRATEGY................................................................................ 91 ANNEX 8. KEY FINDINGS AND RECOMMENDATIONS FROM THE DECISION SUPPORT PLATFORM FOR NMT FACILITIES AND ENVIRONMENT IMPROVEMENT STUDY ..................... 95 ANNEX 9. SUMMARY OF POST-CONSTRUCTION STAR RATING BY CHINARAP ..................... 101 ANNEX 10. RESULTS FRAMEWORK INDICATOR DESCRIPTIONS AND METHODOLOGY ......... 104 ANNEX 11. PROJECT COMPONENTS AND FINANCING AT APPROVAL .................................. 110 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) DATA SHEET BASIC INFORMATION Product Information Project ID Project Name P148129 China: Tianjin Urban Transport Improvement Project Country Financing Instrument China Investment Project Financing Original EA Category Revised EA Category Partial Assessment (B) Partial Assessment (B) Organizations Borrower Implementing Agency People's Republic of China Tianjin PMO Project Development Objective (PDO) Original PDO

The PDO is to leverage the Tianjin metro system and to promote walking and biking in the urban core (in Heping and Nankai) in order to make transport greener and safer in Tianjin and draw lessons for other large cities.

Revised PDO The PDO is to leverage the Tianjin metro system and to promote walking and biking in the urban core (in Heping, Hebei and Nankai) in order to make transport greener and safer in Tianjin and draw lessons for other large cities. Page 1 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) FINANCING Original Amount (US$) Revised Amount (US$) Actual Disbursed (US$) World Bank Financing 100,000,000 100,000,000 100,000,000 IBRD-85650 Total 100,000,000 100,000,000 100,000,000 Non-World Bank Financing 0 0 0 Borrower/Recipient 124,270,000 44,770,000 44,770,000 Total 124,270,000 44,770,000 44,770,000 Total Project Cost 224,270,000 144,770,000 144,770,000 KEY DATES Approval Effectiveness MTR Review Original Closing Actual Closing 21-Dec-2015 26-May-2016 12-Nov-2018 31-Mar-2021 31-Dec-2022 RESTRUCTURING AND/OR ADDITIONAL FINANCING Date(s) Amount Disbursed (US$M) Key Revisions 29-Aug-2019 18.46 Change in Project Development Objectives Change in Results Framework Change in Components and Cost Change in Loan Closing Date(s) Reallocation between Disbursement Categories Change in Disbursements Arrangements Change in Implementation Schedule 25-Jun-2022 68.79 Change in Results Framework Change in Components and Cost Change in Loan Closing Date(s) Reallocation between Disbursement Categories KEY RATINGS Outcome Bank Performance M&E Quality Highly Satisfactory Satisfactory High Page 2 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) RATINGS OF PROJECT PERFORMANCE IN ISRs Actual No. Date ISR Archived DO Rating IP Rating Disbursements (US$M) 01 07-Feb-2016 Satisfactory Satisfactory 0 02 20-Jul-2016 Satisfactory Satisfactory 0 03 13-Dec-2016 Satisfactory Satisfactory 0 04 13-Jun-2017 Satisfactory Moderately Satisfactory 10.53 05 27-Dec-2017 Satisfactory Moderately Satisfactory 11.47 06 22-Jun-2018 Satisfactory Moderately Satisfactory 11.47 07 21-Dec-2018 Satisfactory Moderately Satisfactory 18.46 08 25-Jun-2019 Satisfactory Moderately Satisfactory 18.46 09 30-Jan-2020 Satisfactory Moderately Satisfactory 19.61 10 15-Sep-2020 Satisfactory Moderately Satisfactory 24.91 11 30-Jun-2021 Satisfactory Moderately Satisfactory 31.65 12 05-Jan-2022 Satisfactory Moderately Satisfactory 63.41 13 30-Aug-2022 Satisfactory Satisfactory 68.79 SECTORS AND THEMES Sectors Major Sector/Sector (%) Transportation 100 Urban Transport 97 Public Administration - Transportation 3 Themes Major Theme/ Theme (Level 2)/ Theme (Level 3) (%) Urban and Rural Development 100 Urban Development 100 Urban Infrastructure and Service Delivery 100 Page 3 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Environment and Natural Resource Management 100 Climate change 100 Mitigation 100 ADM STAFF Role At Approval At ICR Regional Vice President: Axel van Trotsenburg Manuela V. Ferro Country Director: Bert Hofman Mara K. Warwick Director: Pierre A. Guislain Ranjit J. Lamech Practice Manager: Michel Kerf Benedictus Eijbergen Task Team Leader(s): Gerald Paul Ollivier Hei Chiu, Yang Chen ICR Contributing Author: Sam William Johnson Page 4 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) I. PROJECT CONTEXT AND DEVELOPMENT OBJECTIVES A. CONTEXT AT APPRAISAL 1. At appraisal, urban sprawl and rising personal income in China had led to a rapid motorization with a 25 per cent annual growth rate in private cars, reaching 126 million nationwide in 2014. Rapid motorization was bringing about a range of adverse economic, environment and social impacts including increased traffic congestion, road accidents, pollution, fossil fuel consumption, and Greenhouse Gas Emissions (GHG). It was also causing a deterioration in the quality of the urban space and the overall livability of Chinese cities. Relatedly, there was a sharp decline in the popularity of walking and biking for everyday mobility. China’s leadership had recognized these issues and a nationwide strategic shift in urban transport investment towards public transport, walking and biking was in its early stages. 2. Tianjin was working on shifting its transportation system to be in service of these national aims as part of its th 12 Five Year Plan (2011-2015). Tianjin is a Tier 1 City on the northeast coast with a very strong heritage in walking and biking and thus was well placed to be a demonstration city to the nation on the emerging green transport priority. Tianjin is one of the four Municipalities directly under the Central Government and a core growth area in the Beijing-Tianjin- Hebei (Jing-Jin-Ji) region. In 2014, the city had a total population of 15.2 million spread over a municipality of 11,916 square kilometers, and a GDP per capita of US$16,714. Tianjin was the manufacturing base for the famous Flying Pigeon, one of the three original major brands of bicycle in China. From the 1970s to the mid-1990s, a period of time when China was colloquially called “The Kingdom of Bicycles”, bike lanes were on most roads in Tianjin and were often very wide. 3. However, since the 1990s, a car-oriented city design paradigm that prioritized car movement over people’s mobility had dominated Tianjin urban planning and marginalized walking and biking. Many bike lanes were converted into motor traffic lanes because motorized transport was considered to be a symbol of modernity and prosperity. Between 1993 and 2011, the share of private vehicle trips increased from 2.4 percent to 13.4 percent, and in parallel the combined mode share of walking and biking dropped from 90.5 to 79.6 percent (45.6 percent walking and 34 percent biking). By the end of 2014, private car ownership had reached 2.4 million, a trebling since 2006. Congestion was severe1 and was worsening. It was also understood that road traffic accounted for 20 percent of PM2.5 pollutant and about 6.3 people were dying in traffic crashes per 100,000 people each year in Tianjin2. This road death rate was the ninth worst out of 32 province-level administrative units country-wide. In response, in 2013 the Tianjin government approved a detailed Tianjin Congestion Mitigation Plan3, covering a broad range of measures to pull traffic to public transport, walking and biking, while discouraging the use of cars. An on-road car number plate restriction mechanism was introduced in March 2014. Immediately after the imposition of these policies, the annual growth rate of private vehicle ownership in the city declined to 2.5 percent from more than 25 percent. 4. These powerful policies were important in providing some more time to allow the city to develop improved green transportation system alternatives to the private car. Tianjin was in parallel rapidly building out an extensive 1 At the time of appraisal, according to the GPS service provider TomTom, among the cities it provided results for, Tianjin was ranked as the second most congested city in China. 2 China Communication Press. (2013). Blue Book of Road Safety. 3 Tianjin Municipal People's Government. (2013, December 15). Notice of the Tianjin Municipal People's Government on the Implementation of the Regulation and Management of the Total Passenger Cars . The Central People’s Government of the People’s Republic of China. http://www.gov.cn/jrzg/2013-12/15/content_2548176.htm Page 5 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) metro system and bus system, but the development of the active mobility system and its integration with these public transport systems was under-emphasized. For the purposes of this ICR, Active Mobility is defined to include walking and non-motorized traffic (NMT), of which NMT include bicycles and electric bicycles including pedelec, elec-assisted and electric scooter styles of electric bicycle4. Maximizing the proportion of people that practice active mobility can have substantial social benefits (improved short term and long term physical and mental health, and disproportionate benefits to low income groups), environmental benefits (reduction in pollution, sprawl, energy use and GHG emission), and economic benefits (reduced individual transport costs, strong economic return on investment of taxpayer funds and increased economic vitality for small and big businesses). 5. Although the mode share of active mobility in the downtown area of Tianjin was still relatively high compared to other large Chinese cities, the environment for active mobility was continuously deteriorating and reinforcing an unvirtuous feedback loop on walking and biking mode share. Surveys in 2016, shortly after appraisal, showed that 78 percent of sidewalks in the downtown were less than 3 meters wide and 60 percent of the respondents thought that insufficient space was a problem facing the walking environment around the residential area5. 53 percent of survey respondents thought that the poor environment for bicycle traffic was caused by the poor quality of bike lanes6. A road risk assessment conducted using the International Road Assessment Program (iRAP) methodology as part of project preparation found that in Nankai and Heping Districts in the downtown core, more than 50 percent of bike lanes were occupied by illegal parking. 6. Lack of integration between active mobility and public transport modes was leading to an underutilization of major public transport investments. Tianjin’s four metro rail lines had a total of 135 km of metro, but the city planned to build 13 metro rail lines and 2 urban rapid rail transit lines by 2030, with the total length reaching 578.5 km. Meanwhile, daily metro rail daily ridership was 0.8 million in 2013, only 7.6 percent of the ridership of the Beijing metro. A satisfaction survey of metro passengers identified the least satisfactory factors being limited safe space for bike parking, poor transfer and connections between buses and metro stations, and a lack of parking facilities. Since 76 percent of passengers accessed metro stations by walking, 5 percent by biking and 9 percent by bus, the quality of connections was having a direct impact on ridership. Meanwhile, the development of bus terminals and bus parking was lagging behind with only 68 percent of buses having overnight parking spaces and several key bus-rail interchange and car-parking facilities missing, in particular in the outskirts of Tianjin. 7. Rationale for World Bank involvement. The World Bank was to bring leading edge thinking on why and how to re-prioritize active travel over private car traffic, including how to plan and design high-quality environments for walking 4 The terms “active mobility”, "active travel", “walking and biking transportation system”, and “ NMT” are used interchangeably at times through this ICR. While at project appraisal NMT was the preferred terminology to refer to walking and biking mode share, the emerging terminology used globally is Active Mobility and thus this will be used predominantly in this ICR. Unlike the concept of NMT which was primarily associated with providing minimum last mile connectivity and meeting the transport needs of the poor, developing an active mobility system is increasingly seen by Chinese policymakers as a key mechanism to improving the economic competitiveness of a city and the quality of life of all citizens. 5 The key issues expressed were the narrow sidewalk width, motor vehicles occupying the road, and street peddlers occupying the sidewalk. In the same survey, only 5.6 percent of roads had separation (i.e., a physical barrier with or without planting) between the bike lane and motor vehicle travel lane, 2.8 percent had railings, and 31.8 percent had a painted line to demark the bike lane. 63 percent of roads had no bike lane of any kind. 78 percent of bike lanes were less than 2.5 m wide. From China Sustainable Transportation Center & Tianjin Urban Planning and Design Institute. (2018). Green Transport Development Strategy Research (Phase I) in Tianjin Downtown. Report 3-1: Tianjin Pedestrian and Cycling Development Research and Recommended Solutions. 6 The key issues expressed were that the lanes were too narrow or potholed, occupied by motor vehicles, and lacking in separation from motor traffic. Page 6 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) and biking, and improve integration between public transport and non-motorized modes. At the time of appraisal, detailed knowledge in these areas was limited in Tianjin and also not greatly valued by the agencies responsible for urban planning. 8. Higher-level objectives to which the project contributed. The World Bank’s China Country Partnership Strategy (CPS) for FY2013-16 was aligned with China’s 12th Five-Year Plan and focused on two strategic themes: supporting greener growth and promoting more inclusive development. At appraisal, it was understood that over 65 percent of households in the bottom 40 percentile of household income walked or biked for their trips 7 . Through making streetscapes more pleasant, the expectation was that the urban core of Tianjin would become more desirable to such people as a place to live, work, play and shop. Theory of Change (Results Chain) 9. The project was prepared before the results chain was a compulsory Project Appraisal Document (PAD) element. Accordingly, the results chain has been formulated by the ICR authors based on their interpretation of the theory of change of the project at appraisal as in Figure 2 shown below. 7 Based on a survey by Nankai University. Page 7 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 2. Theory of Change Project Development Objectives (PDOs) 10. The PDO, as stated both in the Loan Agreement and the PAD was “to leverage the Tianjin metro system and to promote walking and biking in the urban core (in Heping and Nankai) in order to make transport greener and safer in Tianjin and draw lessons for other large cities”. The PDO statement is interpreted by the ICR authors to contain three separate development objectives: (i) to make transport greener, (ii) to make transport safer, and (iii) to draw lessons for other large cities. Leveraging the Tianjin metro system and promoting walking and biking in the urban core are interpreted as activities to enable achievement of the development objectives. Page 8 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Key Expected Outcomes and Outcome Indicators 11. The PDO indicators at appraisal were: • Increase in metro ridership with the project compared to without the project (trips) • Increase in volume of non-motorized trips by project, including Public Bike Sharing trips and increase in walking and biking trips by the project in Heping and Nankai (trips) • GHG emission reduction (tons) • Reduction in number of accidents in Heping and Nankai pilot area (accidents) • System of detailed performance evaluation with citizen engagement in place (number of sites) 12. Details on all indicators, targets, and changes to the Results Framework through restructurings are provided in Annex 1. Components 13. At appraisal, the total project cost was estimated at US$$224.27 million, financing through a US$100 million International Bank for Reconstruction and Development (IBRD) loan, and US$124.27 million in counterpart financing. Full breakdown of the financing by component and source is provided in Annex 3. 14. The project consisted of five closely related components to achieve the overall objective: Component 1 focused on walking and biking improvements within the urban center; Component 2 focused on accessibility improvements to the mass transit system; Component 3 was to establish a pilot for a Tianjin public bike sharing system (PBS); Component 4 focused on the construction of bus terminals/parking facilities close to metro stations in underserved areas; and Component 5 included technical assistance activities in support of sustainable green urban transport development. The principles of Components 1, 2, 3 and 4 were to be applied in specific areas, and the impacts monitored to facilitate scaling up and replication in other districts and other cities. The activities covered in each Component are described fully in Annex 11. B. SIGNIFICANT CHANGES DURING IMPLEMENTATION 15. The project underwent Level 2 restructurings in August 2019 and in June 2022 respectively8. Revised PDOs and Outcome Targets 16. In the first restructuring in August 2019, the district of “Hebei” was added to the original PDO to include Hebei as an additional beneficiary district and amendment was also made accordingly to the Loan Agreement. The new PDO read as: “to leverage the Tianjin metro system and to promote walking and biking in the urban core (in Heping, Hebei and Nankai) in order to make transport greener and safer in Tianjin and draw lessons for other large cities”. The second restructuring in June 2022 did not change the PDO. 17. Targets for all PDO-level indicators were revised in the first restructuring to reflect the new activities added and the extension of the closing date. At the second restructuring, the target value for one PDO-level indicator and its sub- indicators were revised. Further details on the changes to indicator targets are provided in Annex 1. 8 Refer to Project Restructuring papers RES32830 and RES51682 respectively for further details. Page 9 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Revised PDO Indicators 18. At the first restructuring, several of the PDO indicators were reworded to describe the indicator more eloquently and to incorporate the additional district of Hebei. The PDO indicator tracking the “Reduction in number of accidents in the Heping and Nankai pilot area” was revised to track the number of reported accidents involving non-motorized vehicles or pedestrians, instead of all reported accidents, to better reflect the project impact on safety of non-motorized vehicles and pedestrians. A new PDO sub-indicator was added to measure the level of engagement by female citizens using the number of sites established for citizen engagement. A new indicator was added to measure the number of dissemination events promoting green transport strategies for large cities to better measure the efforts to promote green transport strategies. No PDO indicator names were revised or new indicators added at the second restructuring. Revised Components 19. Components were adjusted in the two restructurings to adapt to increased ambition and changed project scope as summarized in Table 2. The change in project cost allocation to each component over time is provided in Annex 3. Table 2. Summary of changes to Project Components over the lifetime of the project Comp. Changes at restructuring 1 First restructuring The Component was renamed as Green Transport Improvement in Heping, Hebei and Nankai Districts . The NMT improvement activities was expanded to cover 38 streets in Hebei district, an additional length of approximately 35 km. The activities extended the overall coverage of NMT interventions to 11.7 sqkm compared with the original 7.2 sqkm. Second restructuring No changes in the scope activities, however there were large savings in the contracts under Component 1 due to competitive bidding and the savings were used for additional activities under Component 2, elaborated on further below. 2 First restructuring The scope of work (but not the number of stations) under this component was reduced by excluding certain access improvement activities that were being implemented as part of metro construction (57 metro stations access improvement works along Metro Lines 5 & 6 were executed by other agencies), which resulted in savings of around US$32 million. Second restructuring Metro access improvements at 15 stations were dropped due to some of the changes envisaged around these sites being done by other agencies, reducing the target number of metro stations with access improved to 96. In addition, improvements to a further 107 streets accessing metro stations were added to the scope of this Component to utilize savings from Component 1. 3 First restructuring At appraisal, there was no public bike sharing system in Tianjin. However, in 2017, several dockless bike sharing companies established operations in the city, with a total estimated fleet size of 800,000. Thus, this component was cancelled as its activities planned at appraisal were already being effectively carried out through private sector financing. Page 10 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 4 First restructuring This component was renamed as Component 3: Bus Terminal Development, due to the cancellation of the former Component 3. Three bus terminals were dropped from the scope because agencies had decided that they wanted to use the land for other purposes. Second restructuring The planned two terminals were dropped and replaced with one new bus terminal. The reason why one terminal was cancelled was because it did not have the support of nearby residents, while the other site was cancelled because the landlord for the site where the bus terminal would be built requested very large land consolidation fees that the government was not willing to pay. Compared to the original plan, the remaining terminal – the Hongqiao Xianyang North bus terminal - was to provide five times more capacity for bus parking and services and an additional vertical parking building with 200 parking spaces to limit roadside parking. 5 First restructuring This component was renamed as Component 4: Technical Assistance (TA), due to the cancellation of the former Component 3. Three TA activities were dropped (the effectiveness of public bike sharing, multi- channel financing mechanism for urban transport, and surveys and support for the analysis of and reporting on the project impact). The study on the effectiveness of public bike sharing was dropped because Component 3 was cancelled, the multi-channel financing mechanism study was funded through a Global Environment Facility (GEF) Sustainable Integrated Approach Pilot Project, and the survey study on project impacts was subsumed into the scope of two new TAs. These TAs covered the performance evaluation and analysis of economic activity in the areas being improved by the project, and preparation of Project Implementation Completion Report. In addition, given the government’s interest and commitment, “Phase 2” studies were added for both the Sustainable Green Urban Transport Development Strategy study and the Parking Management Improvement Scheme study to build on the findings and recommendations of the “Phase 1” studies. Other Changes 20. Project closing date. The first restructuring extended the project closing date by 15 months to June 30, 2022 to allow time to complete all activities under the project including the new activities added for Hebei District. The second restructuring extended the project closing date by another six months to allow time for completing activities delayed by the outbreak of COVID-19. In total, the extension of the project was 21 months, and the final closing date was December 31, 2022. 21. Reallocation between Disbursement Categories. The total project cost estimation at appraisal was US$ 224.27 million and US$ 223.99 million at the first restructuring. At the second restructuring, it was reduced to US$ 156.88 million mainly due to savings from competitive bidding for Component 1 activities. At the first restructuring, Component 1 was expected to cost US$ 177.00 million but the sum total of the signed contracts as of the second restructuring came in at US$ 85.37 million. To fully utilize the IBRD loan, during the second restructuring the financing percentage for disbursement Category 1 was retroactively increased from 60% IBRD loan to 100% IBRD loan for costs incurred after May 1, 2018. Page 11 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Rationale for Changes and Their Implication on the Original Theory of Change 22. The main change in the project was the addition of Hebei District to the green transport improvement pilot districts at the first restructuring. This was considered justified due to its strategic location and the potential for its inclusion to amplify the project development objectives. Refer to the project map in Annex 6. Like for Heping and Nankai, existing pedestrian and biking networks in Hebei District were fragmented and in poor condition, making active mobility trips hazardous and unattractive. The addition of Hebei also added momentum to the implementation of the Green Urban Transport Development strategy, encouraging other districts in Tianjin to also replicate the green transport investments. 23. Although some activities under the project were revised, the appraisal theory of change and expected outcomes continued to be relevant. II. OUTCOME A. RELEVANCE OF PDOs Assessment of Relevance of PDOs and Rating 24. The project remained relevant to the World Bank Group’s Partnership Framework for China FY2020-2025 (Report No. 117875-CN), national and municipal level development plans. Namely, this was by promoting greener growth for the engagement area “2.1 - Facilitating transition to a low carbon energy path” and “2.5- promoting low- carbon transport and cities”. The project also remained aligned with the Government of China’s (GOC) latest climate goals to achieve carbon emission peaking in 2030 and carbon neutrality by 2060. Similarly, the project remained relevant to the national 14th Five-Year Plan for Modern Comprehensive Transport Development (2021-2025), which calls for green and low carbon transport, safety improvement, and smart mobility. Finally, the project activities directly influenced the design of the 14th Five-Year Development Plan for Tianjin Green Transportation (2021-2025) and the 14th Five-Year Plan for Tianjin Comprehensive Transportation (2021-2025). 25. The project was instrumental in Tianjin meeting the “Green Travel Creation Action Evaluation Standards” set by the Ministry of Transport (MoT) and the Ministry of Housing and Urban-Rural Development (MoHRD). Increasing the mode share of green travel – meaning travel by low-carbon modes such as urban metro rail, buses, bicycles, e-bikes and walking – is now a much more prioritized policy objective for the central government relative to at the time of project approval. In July 2020, the “Action Plan for the Creation of Green Travel” was issued, which required that municipalities directly under the central government, provincial capitals, cities with separate state planning, public transportation city creation cities, and cities with a population of more than 1 million in other urban areas should prioritize increasing the mode share of green travel. Tianjin was one of the megacities that was deemed to have met all of these standards9. Given the quantity of active mobility infrastructure improved by the project, the project is likely a key contributing factor to Tianjin meeting the standards. 26. This is the largest project in World Bank’s history that is fully focused on increasing active mobility and integration between active mobility and public transport, both in terms of financing allocated and the quantity of infrastructure implemented. The World Bank Transport Practice management has made clear in public statements that 9109 cities were selected for implementation, and by December 29, 2022, 97 cities had met the assessment and evaluation standards for green travel creation. The requirements included that the cities should establish a green travel implementation plan, show evidence of progress against that plan via a framework of 20 evaluation criterion including achieving 70 percent green mode share, and 80 percent citizen satisfaction rate with green travel services. Page 12 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) World Bank intend to grow the active mobility project portfolio where possible. Active mobility-supportive interventions are also expected to become more common in World Bank projects in the post-Paris Alignment era as governments seek to decarbonize their urban transport systems. The Tianjin project provides precedence of a large-scale, stand-alone multilateral development bank investment in active mobility improvement, and the project design and the lessons learnt from its implementation provide a valuable case study for reference when preparing future active mobility-focused projects. 27. Based on the above, Relevance is rated as High. B. ACHIEVEMENT OF PDOs (EFFICACY) Assessment of Achievement of Each Objective/Outcome 28. Efficacy was assessed for the three separate objectives within the revised PDO: (i) to make transport greener in Tianjin, (ii) to make transport safer in Tianjin, and (iii) to draw lessons for other large cities. The project scope was expanded to implement green transport improvement activities in Hebei, and the operation was assessed based on the restructured outcome targets, so a split rating was not applied10. The three main elements of the PDO remained the same and are the basis for the assessment of outcomes. The three PDOs were assessed one after another using the project results framework and data obtained through interviews with project stakeholders, World Bank preparation and supervision team staff, and review of technical assistance reports produced under the project. PDO (i) To make transport greener in Tianjin 29. The project met or substantially exceeded the revised end targets for all PDO-level, and intermediate-level indicators related to this element of the PDO. As noted in the Relevance section, green transport mode share is currently a core indicator of urban transport development in China. This design of the project was to pilot physical improvements that enable green transport through Components 1, 2 and 3, while Component 4 would do the necessary analytical work and mainstreaming of the paradigm of prioritizing green transport in institutions involved in urban planning so to enable Tianjin to scale up such interventions across the city after the project closed. Contributions of the project to making transport greener are thus divided into contributions by (i) infrastructure, and (ii) strategic technical studies delivered. 30. The 189 streets and 96 metro stations with improvements are spread over much of the central core of the city, and many of the streets improved are among the most socially and economically significant in the city. 82 streets were improved with the primary purpose to create a complete walking and biking network in that region of the city. Meanwhile, 107 additional streets were improved with the primary objective to allow better connection with metro stations. In practice however, all streets improved have contributed to increased walking, biking, and metro trips. The accessibility of metro stations plays a vital role in influencing passenger volumes. The project interventions enable seamless integration with station entrances, including bus stops, bicycle parking areas, taxi stands, and public spaces surrounding the stations. Secondly, they enhanced the accessibility of the station coverage range, with particular attention to improving bicycle lanes and sidewalks. Streetscape improvements also enhanced street aesthetics by adding urban furniture, lighting, and other amenities to improve walking and cycling comfort and street vibrancy. Simultaneously, these measures stimulated commercial vitality and economic revitalization, creating a positive feedback loop. 10 OPCS Guidance. (2021). Implementation Completion and Results Report (ICR) for Investment Project Financing (IPF) Operations . OPS5.03-GUID.1.61. Effective: December 9, 2021. Page 13 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 31. In addition, 38 public parks, squares and gardens were built or upgraded, including the flagship Xingfu (Happiness) Park next to Xingfu metro station, which is featured in Annex 6. This park includes many features such as a running track, a gardening area, ping pong facilities, a children's playground, chess area, water fountain, exercise equipment and water- sensitive urban design flood prevention landscaping. As of April 2023, the park was visited by approximately 10,000 people per day. Finally, the project completed the Hongqiao Xianyang North bus terminal. The Figure 4 map is overlayed with the approximate area size of the Municipality of Paris to help give perspective of how transformative a project this was for Tianjin. Table 3. Summary of infrastructure outputs through Components 1, 2 and 3, and related outcomes achieved Achievement Results compared Measure Unit End result Framework with end indicator target11 Metro ridership generated from metro access Daily trips 175,750 PDO +85% improvement in the central city area Number of metro station with access improved Number 96 Intermediate Achieved Walking and biking trips generated by the project in Daily trips 153,613 PDO +28% Heping, Hebei and Nankai pilot area GHG emission reduction due to the project tCO2e/year 34,281 PDO +457% Kilometers of urban streets rehabilitated and open to Kilometer 79.66 Intermediate +6% traffic in Heping, Hebei and Nankai pilot areas Number of bus terminals completed under the project Number 1 Intermediate Achieved NMT Space Ratio 12 in Heping, Hebei and Nankai pilot % 52 Intermediate +13% areas Walking and biking trips generated by the project in the six districts 13 where streetscape improvements were Daily trips 261,144 made Kilometers of urban streets rehabilitated and open to traffic in the six districts where streetscape Kilometer 132.19 improvements were made Bike lanes with red pavement coloring constructed or Square Not a Results Framework 216,000 rehabilitated meter indicator, but included in this Traffic guardrail barrier Kilometer 82.4 table as it helps explain the Square Efficacy of the project Sidewalks constructed or rehabilitated 605,000 meter Square Parks and squares constructed or rehabilitated 178,000 meter Square Sidewalk greening (grass, small shrubs) 43,000 meter Sidewalk trees planted Number 3,541 11 End target in place after the second restructuring. Refer to Annex 1 for details on baseline values, board approval stage, first restructuring, and second restructuring stage end targets. Refer to Annex 10 for details on the methodologies used to calculate each Results Framework indicator. 12 The NMT space ratio is measured as the number in square meters available for walking and biking compared to the total road space. Table 6.3 in Annex 6 details the post-improvement walking space ratio, biking space ratio and NMT space ratio for each individual Component 1 road improved. 13 Heping, Hebei, Nankai, Hedong, Hexi and Hongqiao Districts. Page 14 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Street furniture seating installed Number 1,596 Garbage cans installed Number 2,911 Traffic light signals installed or upgraded Number 573 Trunk drainage pipe installed Number 260 Minor drainage pipe Meter 11,200 Streetlights installed Number 284 Landscaping lights installed Number 176 Park and ride parking at bus terminal Number 200 32. Figure 3 provides a snapshot of the range of infrastructure outputs delivered that enable greener transport in Tianjin. Extensive before and after photographs are included in Annex 6. Page 15 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 3. Typical types of infrastructure delivered Page 16 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 4. Map of infrastructure constructed by project Page 17 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 33. Despite these successes, the issue of illegal parking in bike lanes in Hebei District was still widespread at project closing and this is a key short-term barrier to increasing green transport in Tianjin. The importance of increased police enforcement was emphasized in multiple aide memoires, management letters and audit reports. The PMO expressed that the Tianjin Municipality was unwilling to crack down on illegal parking during the COVID-19 restriction period on the basis that Tianjin residents were already being subject to heavy controls on their day to day activities. During the ICR mission site visit in March 30-31, 2023, Tianjin Traffic Police explained that since COVID-19 restrictions had ended, they intended to enforce illegal parking soon. The Police intended to first provide a reasonable notification period to residents specifying by when Closed Circuit Television (CCTV) cameras would recommence monitoring and enforcement illegal parking. At the same time, Tianjin Municipality was to facilitate other off-street parking space around the communities to allow residents to park cars. Finally, Tianjin Municipality expressed that it intended to do some social marketing in the area to explain how the streets will become more livable without illegal parking so to build public support for the changes. Immediately prior to COVID-19, Tianjin had a reputation of being one of the strictest cities in China for enforcing traffic violations, so given this prior history it is expected that the city will follow through on these policy promises. 34. Technical assistance (Component 4). Five innovative and influential studies were completed and endorsed. Several of the studies achieved national recognition and have shaped both city level and national level policy making for green urban transport. These studies provide the analytical foundation and create stakeholder consensus to enable the concepts piloted in the project to be replicated across the city and for the paradigm shift to prioritize green transport to hold firm after the World Bank project has ended. 35. Study: Parking Management Improvement Scheme for the Core Zone of Tianjin (2016). Parking policy has an important effect on the extent to which a city transportation system is green because the degree to which parking is available has substantial effects on the rates of car ownership and usage. The main purpose of this study was to propose parking strategies and layout arrangements for on-street and off-street parking facilities in Heping and Nankai districts according to different parking needs; to propose specific policies, programs and institutional arrangements for better parking management and law enforcement; and propose a conceptual design for the near-term on-street parking space in the core area of Tianjin. The study proposed revised minimum and maximum parking provision rates throughout the city for different building types, vehicles (i.e., cars and bicycles) and planning zones. Similarly, the study proposed new car parking charge rates (for on street, off street and car park) for different zones of the city and different times of the day. The study also suggested some innovative parking sharing mechanisms where different land use types could share parking spaces. Most tangibly, this study made transport greener through two mechanisms. Firstly, it led to the 2017 Implementation Plan for Tianjin Parking Facility Construction and Management. Secondly, some of the recommendations listed above were included in the Special Plan for Motor Vehicle Parking Facilities in Tianjin (2021-2035). 36. Study: 2030 Sustainable Green Urban Transport Development Strategy for Tianjin (2018). The study started with a diagnostic of the state of the walking and biking environment on 1,569 km of streets. Scenario modelling was done for the expected sustainable development outcomes if the city continued with business as usual policies versus if it adopted policies with various degrees of support for green transportation. Based on this, a strategy proposed a vision and pathway for sustainable, green urban transport development in the central core of Tianjin through to 2030. The strategy recommended that the development of green transportation be formulated on four major themes: to build Tianjin into a compact city with transit-oriented development; to build Tianjin into a world-renowned city of the bicycle and to recover the bicycle’s right of way on all streets; to transform Tianjin into a people-oriented and livable city (by keeping citizen commute distance and time at a moderate level and greatly improving the quality of the urban street and public space environment); and to implement stricter motor vehicle management policies. The strategy suggested ambitious Page 18 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Key Performance Indicators (KPIs) to guide transport development in this direction through to 2030 and specific actions to take to meet the KPIs. Most tangibly, this study made transport greener through the following mechanisms: • Informed six peer reviewed academic articles in Urban Transport of China journal during 2018 • Won a national award in 2019 – the first green urban transport strategy in China to do so - and received nationwide recognition • Led to the implementation of 150 km of new dedicated bus priority lanes in Tianjin • Led to the issuance of a Quality Measurement Method for dockless bike sharing services in Tianjin • Led to the implementation of a study on Bus Operation Cost Mechanism and Supporting Policies for Tianjin • Led to the creation of an implementation plan for the Integration of the Urban Rail Network and the Bus Transit Network for Tianjin • Directly influenced the design of the 14th Five-Year Development Plan for Tianjin Green Transportation (2021-2025) and the 14th Five-Year Plan for Tianjin Comprehensive Transportation (2021-2025) • Influenced the design of the inaugural National Standards for Urban Pedestrian and Bicycle Transportation System Planning and Design, adopted October 1, 2021 37. Study: Decision Support Platform for NMT Facilities and Environment Improvement (2021). This study established a decision support platform for improving the environment of pedestrians and NMT. Functions include the ability to (i) dynamically display the level of quality of the walking and biking environment and metro accessibility at any point in the central districts of the city, (ii) determine areas with highest latent demand for walking and biking, (iii) prioritize sections in need of improvement in environment and facilities, (iv) predict induced demand for walking and biking as a result of improvements, (v) produce cost estimate and ex-ante/ex-post cost-benefit analysis for any street section, (vi) display real-time geotagged citizen feedback, and (vii) display the real-time location and statistics for all sharebikes. Most tangibly, this study made transport greener through the following mechanisms: • First platform of its kind in China and likely one of the most sophisticated platforms worldwide • Study was featured in a peer reviewed academic article in Urban Transport of China journal during 2023 • 107 streets improved by the project were chosen based on the analysis provided by the platform • Since 2021, at least 70 streetscape improvements have been financed and implemented through the government-financed Tianjin Urban Road and Bridge Special Plan (2021-2035) that are guided by the platform 38. Study: Analysis of Short-Term Impact of Project on Tianjin Regional Economic Vitality (2022). The study generated indicators for convenience, safety, and comfort and then collected data through geospatial and street view big data methods on a selection of streets improved by the project. The study generated a correlation matrix, looking at the relationship between the quality of the active mobility environment and economic vitality, in terms of commercial vitality and real estate values. The methodology included controls for the effects of inflation and the pandemic. Most tangibly, this study made transport greener through the following mechanisms: • The results found that for an individual street, among all kinds of active mobility environment indicators, it was sidewalk width, and pedestrian crossing facility density that had the strongest positive impact on regional economic vitality. Put another way, if the sidewalk was widened by 0.5m, the number of high- quality shops and popular shops on the road doubled every 100 meters. If the density of pedestrian Page 19 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) facilities increased by 10%, the average rent of shops increased by 4%. Relatedly, the study found that the daily rent per square meter of shops on improved streets increased by 30 percent when compared with that in the control streets. • The study provided the first rigorous empirical evidence in Tianjin that active mobility infrastructure improvements also help achieve other objectives important to the city including economic activity and job creation. This evidence helped build policymaker support for scaling up active mobility infrastructure improvements. 39. Activities to motivate attitude and behavior change of citizens towards green travel. Following the recommendations of the 2030 Sustainable Green Urban Transport Development Strategy for Tianjin to generate public support for active mobility, the Tianjin Transportation Commission launched the annually recurring ‘Green Transport Month’ campaign in September 2018 where the green mobility promotion videos developed under the project were played at metro stations, bus stops, and on trains/buses, and were well received by the public. The 2018 campaign was estimated to reach 500,000 people a day through videos in the metro system, and another 300,000 through posters. Tianjin was an early pioneer of the Green Transport Month initiative, as this is now a mandatory requirement of the national MoT for large cities. In addition, in 2022 Tianjin launched the inaugural Mobility as a Service (MaaS) Tianjin Carbon Bank app, whereby citizens can accrue carbon credits when they travel by green modes. The app aims to use gamification to change attitudes and habits to be more supportive of active mobility and green mobility more broadly. Finally, in 2022 the Tianjin Municipality organized the inaugural Parking Promotion Day, whereby activities took place at major road sections of the core area of downtown Tianjin, as well as commercial/office, medical, education, tourism sites and off-street and on-street car parks. Brochures were handed out explaining the benefits of changes to parking regulation, and prizes awarded. PDO (ii) To make transport safer in Tianjin 40. The end targets for the PDO-level and intermediate-level indicators related to this PDO were all exceeded. Table 4 provides a summary of the achievements and more detail on the ChinaRAP post-construction road safety audits done is provided in Annex 9. Table 5. Summary of evidence for how the project made transport safer Measure Unit End Results Achievement compared result Framework with end target14 indicator Number of reported accidents involving non- Accidents 1104 PDO 3.5% less reported motorized vehicles or pedestrians in Heping, per year accidents than end target Hebei and Nankai pilot areas15 (overachievement) 14 End target in place after the second restructuring. 15 This end target set at the first restructuring used unrealistic assumptions about the business as usual trend in accidents and the effect size that the project could have. The end target set at the second restructuring (which remained the end target at project close and against which achievement is assessed in this ICR) was set based on the current published official traffic volume and accident data, and observed new trends (increased number of e-bikes including delivery services). More details on the rationale for the end target as in Annex 1. Page 20 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Percentage of km with at least 3-star rating Percentage 100 Intermediate +10% for pedestrians for project streets in Heping, of km Hebei and Nankai pilot areas 41. Despite the improved safety of the infrastructure, the continued prevalence of illegal parking in bike lanes, especially in Hebei District, is a key short-term barrier to making transport safer in Tianjin. Illegal parking forces bike riders into the motor vehicle travel lane and increases their risk of being killed or seriously injured by someone driving a motor vehicle. Fortunately, illegal parking is most prevalent in residential areas where travel speeds are generally low, and motor vehicle drivers are well accustomed to the presence of biking traffic and thus this tempers the road safety risks to an extent. PDO (iii) To draw lessons for other large cities 42. The PDO-level and intermediate-level indicators related to this PDO were all met or exceeded16. In addition, the project provided lessons to large cities in the following additional ways: • Seven peer reviewed academic articles written about project-executed studies were published in Urban Transport of China journal. • 45 media articles were written about the project between 2019 and shared online17 websites • The project influenced the design of the inaugural National Standards for Urban Pedestrian and Bicycle Transportation System Planning and Design18, adopted October 1, 2021. • Tianjin was invited to give presentations at many domestic conferences on the experiences of the project, including the World Transport Convention and the China Urban Planning Annual Conference. • The Tianjin Urban Planning and Design Institute is midway through drafting a detailed Chinese-language case study on the lessons learnt from the project, aiming to be circulated to transport professionals within Tianjin and China more broadly by December 2023. • Tianjin is currently a finalist19 for the Sustainable Transport Award (STA) for 2024. The STA is the most world’s most prestigious award recognizing achievements in sustainable transport. • The China Academy of Transportation Science (CATS) is in the process of establishing an “Urban and Rural Active Mobility Development Alliance”20. CATS, under the auspices of the Alliance, intends to host an annual domestically focused active mobility conference, as well as develop a national website for knowledge exchange, national active mobility development beginning training center and annual competition for “active mobility city of the year” with the next 12 months. The project is expected to receive recognition and share lessons learnt with other aspiring active mobility cities through the activities of the proposed Alliance. 16 The PDO-level indicator was “6. Number of dissemination events promoting green transport strategies for large cities”. The intermediate-level indicator was “7. Number of TA studies completed and endorsed by Tianjin government”. 17 On websites including but not limited to Tencent.com, Sohu.com, Norin.com, People.cn, Dongfan.com, and Tianjin Broadcasting Network. 18 Ministry of Housing and Urban-Rural Development of the People’s Republic of China. (2021). National Standard “Planning Standards for Urban Pedestrian and Bicycle Transportation Systems”. https://www.mohurd.gov.cn/gongkai/zhengce/zhengcefilelib/202105/20210520_250179.html 19 The 2024 Award will be announced in January 2024. 20 The Alliance is to act as a national, cross-industry, research, and development consortium. The purpose of the Alliance is firstly to be the main organization to nationally promote the transformation from car-oriented to people-oriented transportation development nationwide. At the current time, 40 organizations nationwide have already informally joined the Alliance. Page 21 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 43. COVID-19 interrupted the extent to which the project could draw lessons for other large cities. The project had intended to hold a high-level workshop at the end of December 2022 inviting transport officials from other Tier 1 Chinese cities, relevant agencies within Tianjin and private sector stakeholders. However, this workshop could not go ahead due to the country-wide COVID-19 outbreak that spiked at that time. Justification of Overall Efficacy Rating 44. The project met or exceeded all PDO and intermediate-level indicators. It also delivered more infrastructure than anticipated over a wider geographic area and influenced city level and national level policies. Based on this and the other evidence set out in the preceding paragraphs, the Overall Efficacy Rating is High. C. EFFICIENCY Assessment of Efficiency and Rating 45. The ex-post economic analysis found that the project substantially surpassed the economic internal rate of return envisaged at appraisal. The economic internal rate of return (EIRR) for the original loan at appraisal was 17.6 percent, while the EIRR for the additional Hebei District scope added at the 2019 restructuring was 16.4 percent. Meanwhile, the ex-post analysis for the Heping, Hebei and Nankai district scope was 48.8 percent. Incorporating the additional NMT improvements done in the Hedong, Hexi and Hongqiao districts, the project EIRR was 53.54 percent. Even still, the methodology likely underestimates the economic benefits generated by the project as it does not include some important economic benefits flows that are typically found in walking and active mobility -focused projects. Benefit flows not considered include reductions in noise, air pollution, and savings from fewer premature deaths and healthcare costs. Health-related benefits are typically the largest source of economic benefit flows. These benefits were not included in the economic analysis because the project had to follow a standard methodology used in Tianjin and also be consistent with the ex-ante methodology. See Annex 4 for details. 46. Competitive bidding generated large project cost savings of around US$ 100 million. The total cost estimation for Component 1 was estimated at US$177 million at the first restructuring, however at project close the total cost was US$76.77 million. The savings enabled the construction of 82.19 more kilometers than what was envisaged at appraisal. In China, World Bank transport project civil works procurements are routinely substantially less than the Engineer cost estimate. The Engineer cost estimate is based off Actuals unit cost data collected for that municipality/province, for both World Bank and government financed projects. Wholly government financed projects have less emphasis on cost in the bid evaluation criteria, and more emphasis on quality and timeliness. 47. The project length was extended by 21 months; however, counterintuitively, the time extension helped the project be more economically efficient. The time extension was requested in response to two sources of delays. Firstly, delays accrued prior to the first restructuring associated with securing institutional consensus on the new urban planning and design approach being piloted by the project. Secondly, civil works progress was substantially slowed by COVID-19 related movement restrictions and supply chain issues. Meanwhile, the extended project duration allowed more time for the NMT-prioritizing paradigm to gain increased support among a larger set of Tianjin urban planning stakeholders. Convinced by the successes in the original two districts early in the project, additional district authorities agreed to implement NMT-prioritizing works as well. By project close, NMT infrastructure improvements works were done in all six of the Tianjin urban core districts, rather than the two districts envisaged at appraisal and three envisaged at the first restructuring. Completion of these additional works substantially improved the economic return on investment. 48. Based on the above, Relevance is rated as High. Page 22 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) D. JUSTIFICATION OF OVERALL OUTCOME RATING 49. Based on the evidence set out in the preceding paragraphs, the Overall Outcome Rating is Highly Satisfactory. E. OTHER OUTCOMES AND IMPACTS Equity and Gender 50. The PMO, as part of their KPI targets, tracked indicators disaggregated by gender. This included the percentage of female NMT users and pedestrians who were satisfied with the walking and cycling environment in Heping, Hebei and Nankai pilot areas (53 percent for women versus 55 percent for men and women combined), and the project also tracked the number of men and women providing feedback to the project. Unfortunately, however, the project did not track disaggregated data on key PDO indicators like “Metro ridership generated from metro access improvement in the central city area”, or “walking and biking trips generated by the project in Heping, Hebei and Nankai pilot areas”. 51. The project incorporated the needs of less-able bodied persons in the details. Refer to Annex 6 for photos showing evidence of design features such as tactile warning tiles, curb cuts with low grade, and wide sidewalks to allow wheelchairs to pass unobstructed. Institutional Strengthening 52. The project was managed by the PMO, founded in the 1990s for the first World Bank financed project in Tianjin. Six21 other Tianjin municipal agencies supported the PMO in defining the project scope, coordinating, and implementing the project. The PMO engaged several research institutes to provide technical support, including the Tianjin Urban Planning & Design Institute; Tianjin University; Nankai University; Tianle International Engineering Consulting & Design Ltd.; and Tianjin Municipal Design Institute. The PMO also hired the Tianjin Municipal Construction Development Ltd., a state-owned company with extensive project management experience to assist in executing the works and goods contracts, which acted as the Employer’s representative in the contracts with the contractors and suppliers. Operation and maintenance of infrastructure was assigned according to established practice in the city. 53. The project strengthened institutional capacity by establishing new roles, responsibilities, and procedures in support of prioritizing active mobility in streetscape renewal projects. Previously the urban planning paradigm and apparatus was set up to generate and reinforce car-centric development patterns. By creating these new processes and consensus, the project set the foundation for Tianjin to be able to replicate the pilot works in other parts of the city with relative ease. Mobilizing Private Sector Financing 54. The project did not have leveraging private sector financing as an objective. However, the project investments have facilitated the growth of sharebikes in the city and help maintain and improve their role in the urban transport system. Based on a sample of 22 streets, a project study22 found that sharebikes were 48 percent of bike traffic. At project approval there were no sharebikes in the city and by September 2020, there were around 534,000 sharebikes being used for 1.4 million rides per day. 21 These include the Development and Reform Commission; Finance Bureau; Transport Commission; Traffic Police; Metro Company and Bus Company. 22 The study was the Decision Support Platform for NMT Facilities and Environment Improvement (2021). Page 23 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Poverty Reduction and Shared Prosperity 55. At appraisal, it was estimated that over 65 percent of households in the bottom 40 percentile of household income walked or biked for their trips, compared to about 30 to 35 percent for higher income groups. About 44 percent of the extreme poor (i.e., those with an annual income below RMB7,860) lived in one of the six central districts. Thus, the project in disproportionately benefited those in poverty and the bottom 40 percent, by improving the modes that they used most frequently to access jobs and services. 56. The streetscape improvements were also found to make the streets more attractive for small businesses. Through a study 23 financed by the project, it was found that the streetscape improvements were associated with significant increases in the number, density, quality, popularity, and average consumption of stores. III. KEY FACTORS THAT AFFECTED IMPLEMENTATION AND OUTCOME A. KEY FACTORS DURING PREPARATION 57. The project design changed considerably over the lengthy project preparation period. It was more than two years between the pre-identification mission in November 2013 and project approval in December 2015. Up until October 2014, the project design was primarily focused on developing a bus-rapid transit (BRT) or a “bus with high level of service” line. During 2014 and 2015 however, the Tianjin Municipality decided to de-prioritize BRT development and for the emphasis to remain on metro development. At the same time, Tianjin Municipality was eager for Tianjin to become known as one of the most environmentally sustainable cities in China. Tianjin Municipality’s motivations were also economic. Tianjin aspired to create an urban environment that could attract a creative class of young professionals to support the development of innovative services in finance, research, and development. In addition, Tianjin is a popular domestic tourism destination, in large part due to its well-maintained heritage architecture and relatively walkable neighborhoods. In sum, the motivations behind the project were broader than just making transport greener and safer. Supporting active mobility was seen as a key element of the broader urban renewal strategy to make Tianjin a more desirable place to live, work, play and shop. Finally, Tianjin was investing heavily in the metro system and thus wished to maximize passenger volumes to get the most economic value out of this major investment. These were the leading factors that led to the eventual project focus on increasing green travel mode share. 58. In general, the project was well prepared, but the project stakeholders were not sufficiently ready for implementation at board approval. The project was designed with realistic but ambitious objectives, clearly structured components, and a limited number of contracts to procure. These aspects of the project design were informed by a detailed Feasibility Study financed by the counterpart. The project had a relatively well-designed results framework and a strong plan for monitoring, though there were shortcomings that are discussed in the Monitoring and Evaluation (M&E) section of the ICR. Finally, the project included an appropriate selection of stakeholders to engage with. However, the capacity to implement the project was insufficient at the time of project approval. Active mobility-prioritizing streetscape improvement work of the type that the project was to implement were quite unfamiliar to the PMO and to the stakeholder agencies involved. The PMO should have had additional staff, including staff with previous professional experience with designing and implementing similar streetscape renewal projects. The PMO was also not sufficiently prepared to cope with the amount of internal and external project management and change management required. This lack of capacity could have been identified in project preparation and mitigated. 23 The study was the Analysis of Short-Term Impact of Project on Tianjin Regional Economic Vitality (2022). Page 24 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) B. KEY FACTORS DURING IMPLEMENTATION Factors generally subject to the control of government and/or implementing entities 59. Having highly committed and talented local consultants was integral to the project success. The Tianjin Urban Planning and Design Institute consultancy is based in Tianjin and has close, long-established relationship with the project stakeholders. This meant that the Institute could advocate on the green transport concepts on a daily basis and be responsive to barriers to acceptance that arose through the process. A non-local firm (i.e., from other part of China or from overseas) probably wouldn’t have been able to build trust, and therefore paradigm shift, like the Institute could. 60. Commitment, leadership, and coordination between agencies took time to develop, but were all strong by the project close. Prior to the first restructuring, the civil works progressed very slowly due to delays in approval of the detailed designs. In addition, the top leadership in Tianjin experienced several changes between 2015 and 2017, and as a result the leadership at different levels in the key agencies changed frequently. For example, between 2015 and 2017, the commissioner of the Tianjin Construction Commission (within which the PMO was situated) was changed twice. The leadership of the Tianjin Planning Bureau, Nankai District, and Heping District were changed as well. These changes led to repetitive reporting to new leadership teams, and any new comments received from the new leadership needed to be addressed. 61. By 2019, a bi-weekly reporting mechanism between the PMO and the Tianjin Municipality Deputy Secretary- General was established. In addition, the Vice Mayor responsible for urban construction chaired regular coordination meetings with the leaders and directors of relevant line agencies. The Tianjin Construction Commission took leadership and responsibility to accelerate coordination between the different agencies. In June 2020, the project was added to a special list of the Mayor’s top priority projects for the city. At the same time, the PMO moved office location to be stationed in the building which housed all the Tianjin Municipality key transport project PMO staff. In the new office building, the PMO coordinated more efficiently with the project stakeholders. 62. After slow progress in the years 2015 to 2019, the project implemented civil works very quickly through to project close. The disbursement rate increased from 20 percent in August 2019 to 72 percent in June 2022, and 100 percent by project close in December 2022. All the works that were planned at project appraisal, plus those added at the first restructuring, and the Component 2 streets that were added very late in the project due to substantial cost savings on Component 1 streets, were done in this shortened timeframe. 63. The implementing capacity of the PMO strengthened over the course of the project. Fiduciary, environment and social, and monitoring and evaluation capacities were strong throughout the whole project lifetime given the PMO’s long history of working on World Bank financed projects. However, the PMO’s technical capability in streetscape renewal and construction contract management was relatively insufficient prior to 2019 and they did not have enough staff to manage the project effectively. From 2019 the PMO was staffed with additional people with the requisite skills, and thus performance improved. 64. The project increased its relevance and efficacy by revising project activities. In response to expected savings identified during detailed design, as well as interest and commitment from District governments, streetscape improvements were done in Hebei, Hexi, Hedong and Hongqiao Districts in addition to the Heping and Nankai Districts that were envisaged at appraisal. This was important as it showed that the project was already creating mindset shift among city leaders to move away from the car-centric development paradigm. Similarly, the project was responsive by dropping the public bike sharing system Component after private sector financed dockless bikesharing took off in the city in 2017. Dropping this Component did not introduce risk to achievement of any of the PDO-level indicators related to biking. The component only proposed to introduce 12,370 bikes, while the private sector dockless bikesharing operators had 534,000 bikes operating in the city in 2020. Page 25 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Factors generally subject to World Bank control 65. According to many government stakeholders interviewed, the World Bank team provided highly responsive and high quality support. The four World Bank TTLs were each based in the Beijing office and were engaged in near daily- communication with counterparts. Preparation of the project required 36.57 staff weeks, while supervision required 111.14 weeks. Further breakdown is provided in Annex 2. Thirteen implementation status reports (ISRs) were filed over the project’s lifetime. The reporting in the ISRs and aide memoires was consistently highly detailed and candid. Factors generally outside the control of the World Bank, the government, or implementing agencies 66. COVID-19 effects on project implementation. When the pandemic struck, the vast majority of the civil works were yet to be completed. As of August 2020, 27.6 percent of project funds were disbursed, only 5 out of 15 civil works contracts were signed, and two contracts were complete. Thus, the vast majority of civil works had to operate with COVID-19 restrictions and still try to keep to the timelines set at the first (2019) restructuring. Several times, construction works had to stop on different contract sites. The supply chain for urban furniture and equipment was also interrupted. Especially during 2022, access to sites and offices was limited due to lockdowns and quarantines which delayed the process of issuing final acceptance for the completed works, and this impacted disbursement rates. There was no substantial changes in contract costs in response to these COVID-19 induced delays, but contracts had provisional sums for implementing certain lockdown response actions as set by the central government. Overall, remarkably, there was only six months delay in the project closing date due to the effects of COVID-19. 67. COVID-19 effects on travel behavior. During COVID-19 restrictions, citizen appetite to use shared forms of motorized public transport (metro rail and buses) was substantially reduced as citizens did not want to be close contacts with others to reduce risk of virus transmission. Meanwhile, cities observed increases in travel by private car and by active mobility. Without investment in active mobility infrastructure, it is reasonable to assume that more of the travel demand would have gone to the private car travel mode. 68. Major increase in biking in Tianjin attributable to dockless sharebike companies. At project appraisal, dockless bike share was not available anywhere in China at large city-level scale. However, by 2019, China’s total number of shared bicycle users crossed 259 million, with 20 million bicycles across 360 Chinese cities averaging 47 million trips per day24. Dockless bikeshare traffic now makes up a large proportion of the total bike traffic in Tianjin. As noted earlier in the ICR, based on a sample of 22 roads, a project study25 found that sharebikes were 48 percent of NMT traffic, while electric bikes and private bicycles were 48 percent and 11 percent respectively. Another project study26 found that the sharebikes were likely the main factor contributing to the increase of bicycle mode share to 34 percent by 2020, the highest mode share in ten years. Based on this, it is highly likely that the introduction of sharebikes was a key contribution factor in the achievement of the PDO-level indicators that are dependent on changes in the number of biking trips27. This provides a good example of sharing the responsibilities between public and private sector to enable active mobility. 24 World Resources Institute. (2020). How Dockless Bike-sharing changes lives: an analysis of Chinese Cities. https://files.wri.org/d8/s3fs- public/how-dockless-bike-sharing-changes-lives-analysis-chinese-cities_2.pdf. 25 The study was the Analysis of Short-Term Impact of Project on Tianjin Regional Economic Vitality. 26 The study was the Decision Support Platform for NMT Facilities and Environment Improvement (2021). 27 These indicators include “Metro ridership generated from metro access improvement (daily trips)”, “Walking and biking trips generated by the project in Heping, Hebei and Nankai pilot areas (daily trips), and “GHG emission reduction due to the project (tC02e/year)”. Page 26 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) IV. BANK PERFORMANCE, COMPLIANCE ISSUES, AND RISK TO DEVELOPMENT OUTCOME A. QUALITY OF MONITORING AND EVALUATION (M&E) M&E Design 69. The indicators are meaningful indicators of progress towards the PDO, while being easily measurable. The targets for all PDO-level indicators were revised in the first restructuring to reflect the activities added and dropped, and the extension of the closing date. In additional, many of the PDO and intermediate-level indicators were rephrased at the first restructuring to make them clearer. At the second restructuring the target value for one PDO-level indicator and its sub-indicators were revised. In both the first and second restructurings, the changes made to the Results Framework were made either due to a change in the project scope, or improved understanding of the project context. The changes improved the quality of the design of the project M&E. Further details on changes to indicator targets is provided in Annex 1. 70. Even after the restructurings, there were some indicators that had issues with methodology, attribution, and clear linkage to the PDOs and project activities. The PDO-level indicator “Metro ridership generated from metro access improvement (daily trips)” used a small sample size (290 people) and number of metro stations (five only). Similarly, the PDO-level indicator “Walking and biking trips generated by the project in Heping, Hebei and Nankai pilot areas (daily trips)” used a small sample size (2 streets each from Hebei, Heping and Nankai totaling 5.49 km) and only did traffic counts on one weekday and one weekend. The PDO-level indicator “Number of reported accidents involving non-motorized vehicles or pedestrians in Heping, Hebei and Nankai pilot areas (accidents/year)” had issues with attribution given it could be influenced by several factors beyond the control of the project. Furthermore, rather than measuring change in absolute numbers of accidents, a replacement indicator that normalized the data as an accident rate per thousand population (or similar indicators normalized by motorized and non-motorized traffic volume28) may have helped improve attributability. Meanwhile, the intermediate-level indicator “Percentage of km with at least 3-star rating for pedestrians for project streets in Heping, Hebei and Nankai pilot areas” used a small sample size (only 17.5 km out of the 132.15 km of improved streets)29. Finally, a key weakness of the Results Framework design was that it did not have strong indicators to measure achievement of the PDO element (iii) “to draw lessons for other large cities”. 71. There were some indicators that have been envisaged by the appraisal stage task team that if included in the Results Framework could have improved the M&E design. In addition to the intermediate-level indicator “Percentage of km with at least 3-star rating for pedestrians for project streets in Heping, Hebei and Nankai pilot areas”, there could have been an equivalent indicator for bicyclists. Finally, there could have been an intermediate indicator to track the “percentage of km of bike lanes constructed or upgraded that have physical protection from motor vehicle traffic” given the importance of physical protection for the road safety of bike riders. 28 However, accurately estimating the traffic volume – especially the non-motorized traffic volume – is very time intensive and would have added substantial workload to each reporting cycle. 29 Admittedly, the 17.5 km chosen were reportedly some of the least safe roads at appraisal. These least-safe roads were chosen so to provide a conservative estimation of the improvement in infrastructure safety achieved by the project. Page 27 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) M&E Implementation 72. The PMO and project stakeholders diligently collected the data required for the indicators. Indicators were largely calculated following the methodology set ex-ante, however there were updates made to some assumptions based on more recent and accurate data. The current status of each indicator was updated at each mission. 73. Through two of the Component 4 technical assistance studies 30, the project did additional monitoring and evaluation of the project’s contribution to greening transport in Tianjin that went well beyond the requirements of reporting on the Results Framework. In these studies, following best industry practices, the project collected empirical data on the impact that changes in the active mobility environment had on travel behavior and the economic vitality of the street. The methodology and findings were summarized in the Efficacy section of the ICR. 74. Finally, the PMO produced a highly detailed counterpart Implementation Completion Report utilizing data collected throughout the project. The PMO also provided World Bank with the raw data and spreadsheets used to calculate Results Framework indicators so World Bank could verify independently. The one main weakness of the counterpart Implementation Completion Report was that there was internal inconsistencies in the quantities of kilometers of streets improved. After realizing these inconsistencies, the PMO gave World Bank definitive clarity on how many kilometers were completed. M&E Utilization 75. The Results Framework was used by the task team to monitor the project progress. As noted earlier, the indicators were well targeted to the project activities and relatively straightforward to measure. These factors likely led to the high utilization of the Results Framework. Justification of Overall Rating of Quality of M&E 76. Based on the evidence set out in the preceding paragraphs, the Overall M&E Quality Rating is High. B. ENVIRONMENTAL, SOCIAL, AND FIDUCIARY COMPLIANCE Social safeguards 77. The project was classified as category B. The project triggered the following safeguards policies over its lifetime: Operational Policy (OP) 4.01 on Environmental Assessment, OP4.11 on Physical Cultural Resources, and OP4.12 on Involuntary Resettlement. Implementation of the resettlement policy framework was satisfactory, with no land acquisition related to the project. One of the bus terminals planned for improvement at appraisal, the Nankai Qingnianlu Bus Terminal, was removed from the project scope at the 2019 restructuring as there was an owner of an illegal parking lot that did not give consent for the parking lot area to be used during construction of the bus terminal. 78. Citizen engagement. The project gathered direct citizen feedback on the project activities through several mechanisms. One was the project hotline phone number where people could call in to provide feedback. The project received 5,956 pieces of feedback via Tianjin public hotline, 54% of whom identified as women. Secondly, the project held 60 civic engagement events31 at project sites reaching approximately 11,882 people, 56% of whom identified as women. Thirdly, the project asked citizens for feedback on how the streetscapes should be improved using the geo- 30 The Decision Support Platform for NMT Facilities and Environment Improvement study and Analysis of Short-Term Impact of Project on Tianjin Regional Economic Vitality study (2021). 31 This exceeds the end target for the intermediate results indicator by 230 percent. Page 28 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) tagged “PinStreet” Wechat app and received 6,589 proposals from 5,152 individuals. Travel behavior questionnaires were provided to 2,185 residents and 609 business merchants. Finally, face to face survey questionnaire on people’s parking behavior, opinions, and attitudes on how parking should be changed in the city were conducted in 2016 and 2022. Figure 5. Examples of public feedback events held Page 29 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6. Examples of feedback provided via online platform Environmental safeguards 79. Environmental safeguards performance was rated Satisfactory. As per the requirements of OP4.01, an environmental assessment and standalone environmental management plan (EMP) was prepared for the project during appraisal and was revised to incorporate the additional Hebei District streetscape improvement activities added in the first restructuring. The Environmental Impact Assessment (EIA) and EMP was not revised when the project added additional streetscape improvement activities in Hongqiao, Hedong and Hexi Districts because the activities were principally the same as those already included in the EIA/EMP and the generic mitigation measures were considered relevant and adequate. During project implementation, environmental protection measures were well- implemented on the project sites, which is confirmed by field observations of supervision missions and the regular independent environmental monitoring reports prepared by Nankai University. There were no legacy environmental safeguards issue identified upon project completion. Procurement 80. Procurement was rated Satisfactory. Project procurement followed World Bank Procurement Guidelines and Consultant Guidelines. There were no significant issues relating to either procurement or contract management. The Systematic Tracking of Exchanges in Procurement (STEP) system was almost always fully up to date. In general, procurement processes were completed without significant delays. Importantly, as noted in the Efficiency section, competitive bidding generated large project cost savings of around US$ 100.23 million. Financial Management 81. Financial Management (FM) was rated Satisfactory. The project FM arrangements and performance, satisfactory with World Bank requirements, were in place which provided a reasonable assurance that the World Bank loan was used for its intended purposes. Five project audit reports for the fiscal years from 2017 to 2021 were furnished in a timely fashion to the World Bank with acceptable quality and unmodified (clear) audit opinion. The minor deficiencies Page 30 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) in FM performance disclosed in the management letter of audit reports were mainly about delayed project implementation progress and related slow disbursement as well as some inaccurate project accounting. These deficiencies were quickly flagged and addressed by the project in a manner acceptable to World Bank. Most of the interim financial reports (IFRs) were also submitted to the World Bank in a timely manner, however some were delayed due to COVID-19 restrictions, and the change of PMO staffing. The quality of the IFRs was acceptable to the World Bank. The project FM staff at the PMO were experienced with World Bank operations and capable of undertaking the project FM work. C. BANK PERFORMANCE Quality at Entry 82. The project design was highly relevant and innovative. The task team set an ambitious vision for the project that it was not just about delivering infrastructure, but rather, the vision was to reform the “highway engineer mindset” that was guiding urban street development in the city. The task team envisaged from the beginning that the purpose of the physical works was to give stakeholders the ability to test out the concepts of prioritizing active mobility in streetscape renewal, and create the precedent, tools and processes that were needed for the measures to be replicated across the city. It was also hoped to leverage Tianjin’s status as a Tier 1 city, and the nation-wide push for greater prioritization of green transport modes to influence other cities in China to adopt this active mobility-prioritizing paradigm. 83. The project components were carefully considered and well designed, and key risks were well identified. The PAD provides evidence of a thorough project design at appraisal, and in particular, the technical assistance activities had been designed with acute consideration of how they would contribute to the PDO. The procurement strategy (small number of procurements, large contract sizes) was also appropriate. Technical Design and Institutional Capacity for Implementation and Sustainability were the two Substantial-rating risks identified by the task team, while fiduciary and safeguards risks were considerate Moderate given the extensive prior experience of the PMO. Project implementation phase task team members consistently mentioned in interviews that they found the project to be very well designed by the preparation phase task team. 84. Some foreseably critical activities weren’t included in the project components. Illegal parking was identified at appraisal and in several aide memoires as a major barrier to increasing walking and biking. While the project included dedicated technical assistance to investigate solutions to illegal parking, no commitment was made to implement solutions nor establish clear designation of the roles and responsibilities of stakeholders to be responsible for making progress on parking management. This commitment could have been added at the first restructuring. 85. The project did not include enough emphasis on why and how to reduce speed limits in central Tianjin to complement the streetscape improvements made to reprioritize NMT. Speed is typically the largest contributing risk factor to the risk of serious injury and death, and reduced speed limits would reduce road safety risk for all users. Through the technical assistance component, the project could have implemented a study that investigated the benefits and costs of reducing speed limits on all roads in central Tianjin. Specifically, the project could have investigated the viability of introducing a low speed zone (30 kph or less) in central Tianjin. A low speed zone is a network of urban roads and streets where the speed limit is dropped from the default 50 kph to 30 kph. The Global Facility for Road Safety (GRSF) advocates that these zones are appropriate for residential areas, school zones, dense urban areas with lots of walking and biking, university hubs, public transport hobs and central business districts. Central Tianjin is predominantly made up of these land use types; thus, a low speed zone was likely viable for a majority of urban roads and streets. Reducing speed limits was unlikely to have substantial impacts on overall travel times, especially given that congestion is the main limiting factor on travel speeds, with the average travel speed being 22 kph in 2012 for the morning peak. Page 31 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Quality of Supervision 86. The World Bank task team remained responsive to the counterpart and World Bank management during implementation. The task team gave extensive technical guidance to the counterpart on all aspects of the project, including but not limited to the overall project management approach, detailed design and strategic study outputs, regulation of sharebikes, post-construction quality auditing, and operations and maintenance phase procedures. The aide memoires show that the task team consistently recommended that the counterpart implement measures to mitigate the Key Risks identified at Entry. On average, two mission were carried out each year. Where missions could not be carried out in person during COVID-19 restrictions, virtual site visits were arranged. For the final mission in December 2022, the task team participated in a half-day virtual site visit to more than 30 sites around the city, including detailed information about the work done at each site and live video footage of the site. Overall, the PMO and World Bank task team each reported to work very well together, with rapid and smooth communication throughout the project. Finally, the candor and quality of progress reporting by the task team to World Bank management was high, and almost always provided to management in a timely manner. 87. The second restructuring could have been done earlier. The second restructuring in June 2022 (i) extended the closing date in response to COVID-19 induced delays and (ii) reallocated between disbursement categories and project components in response to savings from competitive bidding. However, since all civil works contracts were signed by March 202132, and it was estimated that each contract would require at least 12 months to complete33, the task team had all the information they needed to process the restructuring in 2021 and did not need to wait until June 2022. The PMO first requested to extend the project in September 2021, however the World Bank Country Management Unit (CMU) did not accept the request to extend. It wasn’t until after the April 2022 mission, upon the task team amassing further evidence of the effects of COVID-19 restrictions on the project progress, that the CMU agreed to extend. The Ministry of Finance (MoF) sent an official request letter in May 2022 and the restructuring was approved in June 2022. 88. The second restructuring should have included changes to the PDO and results framework to account for the additional streetscape improvements being done through Component 2. At project completion, through Component 2, the project completed 75.52 kilometers of streetscape improvements on 107 streets accessing metro stations in the central Tianjin districts of Hebei, Hedong, Hexi and Hongqiao. Thus, the project ended up doing streetscape improvements in all six central Tianjin districts34. Refer to the map in Annex 6 to understand the location of these districts relative to the other central Tianjin districts of Heping and Nankai. The streetscape improvements included many of the measures outlined in the Component 1 description in Table 1. Meanwhile, Component 2, as described at appraisal, did expect streetscape improvements of these types. Component 2 was to finance civil works for selected intersection improvements and interconnection facilities such as bike parking, bus connection/terminal, taxi connection, landscaping and park and ride. Refer to Annex 11 for more detail. The PDO only specified Heping, Hebei and Nankai as the districts where walking and biking would be promoted. Following the same logic that led to Hebei being added to the PDO in the first restructuring, the PDO should have been revised at the second restructuring to reflect the expanded geographic scope by adding the additional districts into the PDO, i.e. “ to leverage the Tianjin 32 Component 1 contract signing dates: A-1 in April 2018, A-2 in June 2018, A-3 in March 2020, A-4 in December 2020, A-5 in February 2021, A-6 in February 2021, A-7 in November 2020, A-8 in February 2021 and A-9 in February 2021. Component 2 contract signing dates: B-1 in July 2018, B-2 in January 2020, B-3 in March 2021, B-4 in March 2021, B-5 in March 2021, and B-6 in March 2021. Component 3 contract signing date for D-3 is March 2021. 33 Annex 2 in the 2019 restructuring paper showed that the contracts signed in 2021 were estimated to have durations 12-16 months. Note that these durations did not consider the impact of COVID-19 restrictions. Thus, it is assumed it was evident to the team that it was highly unlikely that all contracts could be completed and handed over by June 2022. 34 Active mobility streetscape improvements were done in Nankai and Heping through Component 1 activities, while in Hebei they were done through Component 1 and 2 activities. Meanwhile, streetscape improvements for Hedong, Hexi and Hongqiao were done through Component 2 activities. Page 32 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) metro system and to promote walking and biking in the urban core (in Heping, Hebei, Nankai, Hedong, Hexi and Hongqiao) in order to make transport greener and safer in Tianjin and draw lessons for other large cities). Alternatively, the PDO could have removed specifying the districts where project works would occur, i.e. “to leverage the Tianjin metro system and to promote walking and biking in the urban core in order to make transport greener and safer in Tianjin and draw lessons for other large cities”. Correspondingly, several Results Framework indicators and end targets should have been revised35. 89. The task team leader explained that the team did not want to revise the PDO at the late stage because it would require Regional Vice President level approval which would have delayed the second restructuring approval, which was approved on June 25, 2022 – only slightly ahead of the June 30, 2022 closing date set at the first restructuring. The task team was squeezed for time as the CMU only agreed to extend the project in May 2022. In the end, it is excellent that NMT streetscape improvements were done in six districts, when at appraisal it was only envisaged that they would be done in two districts. This is a key indicator that Tianjin is making progress towards the project’s objective to make transport greener at a much greater scale and speed than what was envisaged at project appraisal. The fact that the project wasn’t formally restructured to account for this should not subtract from this achievement. Justification of Overall Rating of Bank Performance 90. If not for the oversight outlined in the previous paragraph, the overall rating would have been Highly Satisfactory. However, given the oversight, the overall rating of Bank Performance is Satisfactory. D. RISK TO DEVELOPMENT OUTCOME 91. The risk to the development outcome can largely be judged on the extent to which that the city intends to follow a green transport development path, following the recommended strategies of the project financed 2030 Green Transport Development Strategy study. Given that the recommendations of the strategy have been substantively included in the 14th Five-Year Development Plan for Tianjin Green Transportation (2021-2025) and the 14th Five-Year Plan for Tianjin Comprehensive Transportation (2021-2025), and there is strong and growing support for active mobility from the central government, the short-term risk to the development outcome is considered low. In the short term however, Tianjin does need to reduce the prevalence of illegal parking on sidewalks and bike lanes. Meanwhile, the key to managing the long term risk to the development outcome is to establish strict policies to disincentivize car ownership, use, and on-street parking such that it does not interfere with the public space for active mobility. 92. Asset handover arrangements were almost complete. It is common for World Bank projects in China to still be completing the asset handover process after the project closes as rigorous requirements need to be met before a district will accept the new infrastructure to be under its control. As of June 18, 2023, 120 out of 189 roads had been fully handed over to the local district administrative agency and had operations and maintenance plans in place. The PMO will continue to facilitate handover of the remaining sites. V. LESSONS AND RECOMMENDATIONS 93. Shifting the dominant urban planning paradigm from car-centric, to green mobility-prioritizing development requires strong leadership from the city mayor and takes time. There was a lot of resistance from project stakeholders to changing the urban planning and design status quo and this was the main factor leading to the delays experienced in the first few years of the project. Five years is too short a project time frame to create innovative streetscape designs for large sections of the core urban area, get consensus on these designs and permits to construct from the relevant 35Indicators that should have been revised include PDO indicators 2 and 4, and intermediate indicators 2, 3 and 4. End targets that should have been revised include PDO 1, 2, 3 and 4, and intermediate indicators 2, 3 and 4. In addition, sub-indicators, and end targets for each of the districts should have been added for PDO indicators 2 and 4. Page 33 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) stakeholders, get the works built and handed over, and establish new policies and procedures for operations and maintenance. Projects of this type should also have a powerful steering committee including heads of all relevant organizations, led by the Mayor’s Office. The steering committee should meet frequently throughout the whole project lifecycle. 94. World Bank projects that implement active mobility infrastructure improvements should also implement complementary strict parking management measures. Without strict parking management, motor vehicle parking will inevitably increasingly encroach on active mobility infrastructure and reduce the usage rates and safety of this infrastructure. World Bank should include motor vehicle parking management reform, led by the city mayor or head of the municipal transport department, as a standard feature in projects seeking to increase walking and biking. 95. Projects seeking to make cities more friendly for active mobility should take a holistic, sociotechnical systems thinking-based approach rather than focusing overwhelmingly on infrastructure provision. Quality infrastructure is a necessary but insufficient precondition to a city being a place where most people regularly engage in active mobility. China Academy of Transportation Science research published in 202336 recommends that Chinese cities strive to become “Active Mobility Friendly Cities”, which is a city that abandons car-oriented development and instead progressively becomes a city in which city management37, infrastructure38, services39, and culture40 are friendly towards active mobility, and the active mobility system is integrated with the public transport system. With reference to this framework, the activities included in the project significantly improved the friendliness of the city infrastructure, but the project only did analytical work or had no direct impact on the other indicators of friendliness mentioned above. While the focus on infrastructure improvement was appropriate given the city’s existing relative strength in the other aspects of active mobility friendliness, now that Tianjin has developed its capability and capacity to implement active mobility strategy, the city should take a holistic approach to active mobility development from now on. Similarly, the World Bank should take a holistic approach in future projects globally. This is an important learning given the World Bank Transport Practice’s growing prioritization of active mobility as a core business line of the practice. 96. This is a landmark project that should be further promoted widely to help make the case for large-scale investing in walking, biking, and public space in large cities worldwide. Tianjin is the 21st largest city in the world by population, and the 5th largest city in China41. Additionally, this is the largest project of its kind, by both US$ value and quantity of infrastructure delivered, in the history of the World Bank. This project provides much-needed precedence of large-scale, stand-alone multilateral development bank support for active mobility. The infrastructure measures provided were found to have a very high economic rate of return, and the project established strong empirical evidence that investing in active mobility at scale improves the economic vitality of a city. Enabling active mobility, as part of a broader urban regeneration and green transport strategy, is a crucial mechanism to make cities more livable and sustainable. The measures piloted by the project were replicated by the Tianjin Municipality with its own funding 36 China Academy of Transportation Science et al. (2023). Towards a National Active Mobility Strategy and an Indicator System for Active-Mobility Friendly Cities in China. https://transition-china.org/mobilityposts/towards-a-national-active-mobility-strategyand-an- indicator-system-for-active-mobilityfriendly-cities-in-china/. This research was financed by Deutsche Gesellschaft für Internationale Zusammenarbeit. 37 Management friendliness refers to the development level of relevant government agencies in terms of organization structure, development planning, incentive policies, and technical means for the development, monitoring and evaluation of active mobility, as well as the extent to which the city deters car use and enforces against illegal use. 38 Infrastructure friendliness refers to the quantity and quality of infrastructure systems such as sidewalks, bike lanes, and signage and their integration with public transport. 39 Service friendliness refers mainly to bike share and bike parking availability, infrastructure maintenance, and tourism services for city visitors. 40 Culture friendliness refers to the degree of attention paid to popularize active mobility through publicity and education, as well as the public’s willingness to travel and awareness of laws and regulations surrounding active mobility. 41 2023 estimations. Page 34 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) through parallel projects even before the project had ended. The project also delivered several influential studies that were the first of their kind in China and are relevant to large cities internationally. Finally, the project directly shaped several Municipal-level and National-level five-year plans. Taken together, this project provides an invaluable case study to be disseminated in upcoming low-carbon mobility policy forums and other high-profile events to articulate the “why” and “how” to invest large-scale and rapidly in supporting active mobility as part of a broader green transport strategy. . Page 35 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 1. RESULTS FRAMEWORK AND KEY OUTPUTS A. RESULTS INDICATORS A.1 PDO Indicators Objective/Outcome: To leverage the Tianjin metro system Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 1. Metro ridership generated Number 0.00 85,000.00 95,000.00 175,750.00 from metro access improvement in the central 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 city area (daily trips) Comments (achievements against targets): 2019 restructuring: Formally revised target to 95,000. Indicator name revised from "Increase in metro ridership with the project compared to without the project (trips)". 2022 restructuring: No change except target date to match later closing date. Objective/Outcome: To promote walking and biking in the urban core area in Tianjin Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion Page 36 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 2. Walking and biking trips Number 0.00 120,000.00 120,000.00 153,613.00 generated by the project in Heping, Hebei and Nankai 01-Sep-2015 30-Jun-2022 31-Dec-2022 31-Dec-2022 pilot areas (daily trips) 2.1 Walking and biking trips Number 0.00 135,000.00 75,000.00 98,426.00 generated by the project in Heping and Nankai pilot 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 areas (daily trips) 2.2 Walking and biking trips Number 0.00 45,000.00 45,000.00 55,187.00 generated by the project in Hebei pilot areas (daily 01-Sep-2015 30-Jun-2022 31-Dec-2022 31-Dec-2022 trips) Comments (achievements against targets): 2019 restructuring: These indicators did not exist at appraisal as only Hepei and Nakai districts were being considered for implementation. The target values for this indicator and two-sub-indicators were updated to reflect the new activities, extension of the closing date and cancellation of the Public Bike Sharing System Pilot component. Due to the cancellation of the PBS system, the target values for Heping and Nankai districts are reduced. The methodology was further clarified. At appraisal the corresponding indicator name was "Increase in volume of non-motorized trips by project, including Public Bike Sharing trips and increase in walking and biking trips with the project in Heping and Nankai pilot areas (trips)." 2022 restructuring: No change except target dates to match later closing date. Page 37 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Objective/Outcome: To make transport greener in Tianjin Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 3. GHG emission reduction Number 0.00 6,500.00 7,500.00 34,281.00 due to the project (tCO2e/year) 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 Comments (achievements against targets): 2019 restructuring: The target values for this indicator were updated to reflect the new activities and the extension of the closing date. The methodology was further clarified. The Indicator name was revised from "GHG emission reduction (tons)". 2022 restructuring: No change except target date to match later closing date. Objective/Outcome: To make transport safer in Tianjin Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 4. Number of reported Number 1,201.00 841.00 1,144.00 1,104.00 accidents involving non- motorized vehicles or 01-Sep-2015 30-Jun-2022 31-Dec-2022 31-Dec-2022 pedestrians in Heping, Hebei and Nankai pilot areas (accidents/year) 4.1 Number of reported Number 206.00 144.00 260.00 255.00 accidents involving non- motorized vehicles or 01-Sep-2015 30-Jun-2022 31-Dec-2022 31-Dec-2022 Page 38 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) pedestrians in Heping and Nankai pilot areas (accidents/year) 4.2 Number of reported Number 995.00 697.00 884.00 849.00 accidents involving non- motorized vehicles or 01-Sep-2015 30-Jun-2022 31-Dec-2022 31-Dec-2022 pedestrians in Hebei pilot areas (accidents/year) Comments (achievements against targets): 2019 restructuring: The Indicator name at appraisal was "Reduction in number of accidents in Heping and Nankai pilot area (accidents)". This was replaced by a new indicator covering the three districts and two sub- indicators to demonstrate impacts on Heping and Nankai, and Hebei, respectively. To better reflect the project impact on safety for non-motorized vehicles and pedestrians, this indicator is revised as the number of reported accidents involving non- motorized vehicles or pedestrians instead of all reported accidents. At appraisal, the target for Heping and Nankai pilot area was a reduction in accidents by 100. The revised target was 697 accidents/year. A new target was created by Hebei pilot area by 144 accidents/year. 2022 restructuring: Overall, the target set by the first restructuring was deemed unrealistic as it underestimated the business-as usual case and optimistic about the project completion timeline. Therefore, the business-usual case was adjusted based on published official data, observed new trends (increased number of e-bikes including delivery services, increased total traffic volume, and increased exposures for pedestrian and bike users), and ChinaRAP’s assessment. In addition, due to delays in project implementation, the time-lag effect is considered. The business-as-usual case was adjusted based on published official data and observed new trends. The nation-wide, Tianjin city-wide, and district-wide data all shows an increasing trend for road accidents before COVID-19. Tianjin had been constructing several metro lines in the past few years (outside the project scope) which also impacted the safety on the streets under the Project. In addition, the newly observed trends included the increased number of e- bikes including delivery services, increased total traffic volume, and increased exposure for pedestrian and bike users. Therefore, without project intervention the Task Team assumed that the accident number was on an increasing trend overall. However, the 2019 restructuring target was around 30% decrease from the baseline which the Task Team considered unrealistic at the second restructuring. The impact of the project interventions was adjusted Page 39 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) based on the observed effectiveness of the streets completed as of the time of the second restructuring, delayed completion timeline, and latest NMT traffic counts. The definition was adjusted from a 3 year rolling average into an annual measure. The task team also explored the possibility of replacing this indicator to fully capture the exposure issues. However, due to data availability of the baseline data and comparable fatality and severe injury data. The task team decided to continue use this indicator which had been reported regularly by the PMO through traffic police. The intermediate results indicator “Percentage of km with at least 3-star rating for pedestrians for project streets in Heping, Hebei and Nankai pilot areas (Percentage)” was to complement the assessment of the safety outcome indicator. ChinaRAP reviewed the data and methodology for this indicator during this restructuring process. Objective/Outcome: To draw lessons for other large cities Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 5. Number of sites with Number 0.00 20.00 26.00 60.00 citizen engagement system established 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 5.1 Number of gender- Number 0.00 23.00 23.00 60.00 informed (female) citizen engagement system 01-Sep-2015 30-Jun-2022 31-Dec-2022 31-Dec-2022 established Comments (achievements against targets): 2019 restructuring: Name for Indicator 5.1 revised from "System of detailed performance evaluation with citizen engagement (both gender) in place (number of sites)" at appraisal. The target values for this indicator were updated from 20 to 26 to reflect the new activities and the extension of the closing date. A new sub-indicator 5.1 was added to measure the level of engagement by female citizens using the number of sites established for citizen engagement. Page 40 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 2022 restructuring: Target dates to match new closing date. Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 6. Number of dissemination Number 0.00 10.00 10.00 15.00 events promoting green transport strategies for large 01-Sep-2015 30-Jun-2022 31-Dec-2022 31-Dec-2022 cities Comments (achievements against targets): 2019 restructuring: Indicator added to Results Framework to better measure the effort to promote green transport strategies and to disseminate knowledge and lessons for other large cities using the number of dissemination events. 2022 restructuring: Target date revised to match new closing date. A.2 Intermediate Results Indicators Component: Green Transport Improvement in Heping, Hebei and Nankai Districts Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 1. Whether changes have Yes/No No Yes Yes Yes been made to project activities as a result of 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 Page 41 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) consultation Comments (achievements against targets): 2019 restructuring: Indicator name revised from "Changes to project activities as a result of consultation(Yes/No)" 2022 restructuring: Target date revised to match closing date. Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 2. NMT Space Ratio in Percentage 25.00 46.00 46.00 52.00 Heping, Hebei and Nankai pilot areas 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 Comments (achievements against targets): 2019 restructuring: Indicator name revised from "Non-motorized Transport (NMT) Space in Nankai and Heping Districts (percentage)" to incorporate new Hebei pilot area. Target date revised to match closing date. 2022 restructuring: Target date revised to match closing date. Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 3. Kilometers of urban Kilometers 0.00 50.00 75.00 79.66 streets rehabilitated and open to traffic in Heping, 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 Page 42 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Hebei and Nankai pilot areas Comments (achievements against targets): 2019 restructuring: Replaces original indicator named "Roads rehabilitated, Non-rural (Kilometers) - (Core)" which had an end target of 50km for the Heping and Nankai pilot districts. New end target of 75km set for Nankai, Heping and Hebei pilot districts combined. 2022 restructuring: Target date extended to match new closing date. Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 4. Percentage of km with at Percentage 30.00 90.00 90.00 100.00 least 3-star rating for pedestrians for project 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 streets in Heping, Hebei and Nankai pilot areas Comments (achievements against targets): 2019 restructuring: Indicator name revised from "4. Percentage of km with at least 3-star rating for pedestrians for project streets in Heping, Hebei and Nankai pilot areas". 2022 restructuring: Target dated revised to match closing date. Component: Metro Access Improvement Indicator Name Unit of Measure Baseline Original Target Formally Revised Actual Achieved at Page 43 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Target Completion 5. Number of metro station Number 0.00 111.00 96.00 96.00 with access improved 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 Comments (achievements against targets): 2019 restructuring: Indicator name revised from "Metro station areas improved (number)". 2022 restructuring: Target revised from 111 to 96. These 15 stations were dropped due to transport plan changes and some of the improvements originally foreseen under the project have been executed by other agencies. The savings were utilized by additional improvement on 72 streets adjacent to stations. Component: Bus Terminal Development Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 6. Number of bus terminals Number 0.00 5.00 1.00 1.00 completed under the project 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 Comments (achievements against targets): 2019 restructuring: The target reduced from 5 to 2. The target values for this indicator were reduced to reflect the revised activities (3 bus terminals are proposed to be dropped) and the extension of the closing date. 2022 restructuring: Due to transport plan changes and prioritizing cost-effective measures, the target was reduced from two terminals to one terminal. Page 44 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Component: Technical Assistance Formally Revised Actual Achieved at Indicator Name Unit of Measure Baseline Original Target Target Completion 7. Number of TA studies Number 0.00 4.00 6.00 6.00 completed and endorsed by Tianjin government 01-Sep-2015 31-Mar-2021 31-Dec-2022 31-Dec-2022 Comments (achievements against targets): 2019 restructuring: The target was increased from 4 to 6 studies. 2022 restructuring: No change except target date to match later closing date. Page 45 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) B. KEY OUTPUTS BY COMPONENT Objective/Outcome 1: To make transport greener in Tianjin 1. Metro ridership generated from metro access improvement in the central city area - 175,750 daily trips Outcome Indicators 2. Walking and biking trips generated by the project in Heping, Hebei and Nankai pilot area - 153,613 daily trips 3. GHG emission reduction due to the project - 34,281 tCO2e/year 1. Number of metro station with access improved - 96 stations Intermediate Results 2. NMT Space Ratio42 in Heping, Hebei and Nankai pilot areas - 52% Indicators 3. Kilometers of urban streets rehabilitated and open to traffic in Heping, Hebei and Nankai pilot areas - 79.66 km 4. Number of bus terminals completed under the project - 1 1. Kilometers of urban streets rehabilitated and open to traffic in the six districts where streetscape improvements were made – 132.19 km Key Outputs by Component 2. Bike lanes with red pavement coloring constructed or rehabilitated – 216,000 square meter (linked to the achievement of 3. Sidewalks constructed or rehabilitated – 605,000 square meter the Objective/Outcome 1) 4. Parks and squares constructed or rehabilitated – 178,000 square meter 5. Sidewalk greening (grass, small shrubs) – 43,000 square meter 6. Sidewalk trees planted - 3541 Objective/Outcome 2: To make transport safer in Tianjin 1. Number of reported accidents involving non-motorized vehicles or pedestrians in Heping, Hebei and Nankai pilot Outcome Indicators areas – 1104 accidents per year Intermediate Results 2. Percentage of km with at least 3-star rating for pedestrians for project streets in Heping, Hebei and Nankai pilot Indicators areas – 100% 1. Traffic guardrail barrier – 82.4 km Key Outputs by Component 2. Streetlights installed - 284 42 The NMT space ratio is measured as the number in square meters available for walking and biking compared to the total road space. Page 46 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) (linked to the achievement of the Objective/Outcome 2) Objective/Outcome 3: To draw lessons for other large cities Outcome Indicators 1. Number of dissemination events promoting green transport strategies for large cities – 15 Intermediate Results 1. Number of TA studies completed and endorsed by Tianjin government - 6 Indicators Key Outputs by Component 1. Number of media articles written about the project - 45 (linked to the achievement of the Objective/Outcome 2) Page 47 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 2. BANK LENDING AND IMPLEMENTATION SUPPORT/SUPERVISION A. TASK TEAM MEMBERS Name Role Preparation Gerald Paul Ollivier Task Team Leader(s) Guoping Yu Procurement Specialist(s) Haixia Li Financial Management Specialist Weimin Zhou Team Member Felipe Targa Rodriguez Peer Reviewer Shuai Ren Team Member Aristeidis Panou Team Member Artessa Saldivar-Sali Team Member Geoffrey John Kurgan Team Member Meixiang Zhou Social Specialist Georges Bianco Darido Peer Reviewer Camila Adriana Rodriguez Hernandez Peer Reviewer Alejandro Alcala Gerez Counsel Monica Sawyer Peer Reviewer Ke Fang Peer Reviewer Pei Shen Wang Social Specialist Arturo Ardila Gomez Peer Reviewer Ellen Hamilton Peer Reviewer Page 48 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Binyam Reja Team Member Supervision/ICR Hei Chiu, Yang Chen Task Team Leader(s) Guoping Yu Procurement Specialist(s) Haixia Li Financial Management Specialist Yan Zhang Procurement Team Pei Shen Wang Environmental Specialist Meixiang Zhou Social Specialist Aristeidis Panou Counsel B. STAFF TIME AND COST Staff Time and Cost Stage of Project Cycle No. of staff weeks US$ (including travel and consultant costs) Preparation FY14 15.999 73,545.00 FY15 11.374 58,341.66 FY16 10.800 62,159.74 FY17 0 4,861.35 Total 38.17 198,907.75 Supervision/ICR FY16 6.350 41,250.89 FY17 9.179 76,340.92 FY18 9.122 51,238.05 FY19 9.872 70,276.71 FY20 28.800 135,540.63 FY21 11.350 96,512.71 FY22 22.967 164,779.32 Page 49 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) FY23 25.922 132,011.33 Total 123.56 767,950.56 Page 50 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 3. PROJECT COST BY COMPONENT Table 3.1 Project Cost by Component (inclusive of both World Bank and Counterpart financing) Amount at Amount at First Amount at Second Actual at Project Components Approval Restructuring Restructuring Closing (US$M)43 (US$M) (US$M) (US$M) Green Transport Improvement in 89.48 177.00 85.37 76.77 Hebei, Heping and Nankai Districts Metro Access 89.05 37.00 60.17 56.60 Improvement Public Bike Sharing 23.14 0.00 0.00 0.00 System (PBS) Pilot Bus Terminal 15.99 3.13 4.48 4.53 Development Technical 2.90 3.15 3.15 3.16 Assistance Total Component 220.56 220.28 153.17 141.06 Cost Interest 3.14 3.14 3.14 3.14 Commitment Fee 0.32 0.32 0.32 0.32 Front-End Fees 0.25 0.25 0.25 0.25 Total Financing 224.27 223.99 156.88 144.77 43World Bank financing (US$100 million) was fully disbursed. Total project financing is reduced because contract values were less than Engineer estimates. Page 51 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 4. EFFICIENCY ANALYSIS 1. At appraisal, it was calculated that the project economic internal rate of return (EIRR) was 17.6 percent, calculated by comparing the economic costs and benefits over a period of 25 years, including 5 years construction and 20 years operation. The economic benefits considered were (i) savings in passenger travel time cost; (ii) reduction in vehicle operation cost; (iii) reduction in emissions and environment improvement; (iv) reduction in vehicle accidents; and (v) savings in bus operation and maintenance cost. 2. At the first restructuring, economic analysis of the additional activities in Hebei District were carried out. The EIRR for these activities was 16.38 percent. Economic benefits were derived from (i) savings in passenger travel time costs; (ii) reduction in vehicle operation cost; (iii) reduction in emissions and improvements in the environment; and (iv) reduction in vehicle accidents. 3. The PMO commissioned an ex-post economic analysis as part of the counterpart Implementation Completion Report conducted through Component 4. The economic evaluation was done in accordance with the following methods and guidance: a. National Development and Reform Commission, Ministry of Construction [2006] No. 1325 “Economic Evaluation Methods and Parameters of Construction Projects” (third edition); b. Ministry of Construction Jianbiao (2008) No. 162 “Economic Evaluation Methods and Parameters of Municipal Public Utilities Construction Projects”; c. “Measures for Compiling Feasibility Study Reports for Water Transport and Highway Construction Projects”; d. “Research on Highway Investment and Feasibility Improvement Methods” (1995), a project funded by the World Bank, jointly undertaken by PPK Company and the Highway Planning and Design Institute of the Ministry of Communications; e. “Economic Evaluation Methods and Parameters of Highway Construction Projects” (2010); f. “Guidelines for Feasibility Study of Investment Projects” National Development and Reform Commission, (2002); g. The engineering technical scheme, investment estimation and benefit cost forecast of this project; h. Tianjin Urban Planning & Design Institute and Institute of Transportation and Development Policy (ITDP) China forecasts of traffic volume and passenger flow within the project scope; and i. Information on relevant technologies, economic policies, and regulations. 4. Evaluation period and key high-level assumptions. The analysis assumed a construction period of 2016 to December 2022, with economic benefits starting from 2023. The project economic analysis evaluation period was through to 2040. The discount rate used was 12 percent. A residual value of 50 percent of the construction cost at the end of the evaluation period was assumed. Gross Domestic Product (GDP) growth rates were assumed as 6.6 percent for 2022 to 2025, then 3.0 percent from 2026 to 2040. The value of travel time was assumed as 36.21 yuan/hour/person in 2022 and modified by the GDP growth rate for years ongoing. Finally, vehicle operating costs as a function of travel speed were derived from Page 52 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) calculation in the “Guidelines for Feasibility Study of Investment Projects”. The analysis methodology was broadly consistent with the ex-ante economic analysis methodology. Some assumptions were revised based off more recent data44. 5. Infrastructure evaluated. The project delivered NMT infrastructure improvements through Component 1 (57.32 kilometers) and Component 2 (75.52 kilometers), improvements to 96 metro station surrounds (Component 2), and construction of one bus terminal (Component 3). 6. Estimating economic costs. The main elements used to calculate the costs in the economic analysis were (i) Construction Expenses (construction and installation engineering, equipment purchase fees, land acquisition fees, and other preparation costs) of about 1,167,159,600 Yuan (equivalent to US$169,238,142) 45 , and (ii) Operating Expenses (daily repair costs, overhaul costs, personnel costs, operations and management and expenses). The Construction and Operating Expenses are summarized in the two tables below. Table 4.1 Construction Costs subdivided into NMT improvements, metro station access improvements, and bus terminal construction Adjusted amount (in ten thousand yuan) Investment Estimation NMT improvements Metro station Bus terminal Total Results access improvements Construction and 50,160.67 45,519.84 2,859.73 98,540.24 Installation Engineering Equipment purchase 0.00 0.00 0.00 0.00 fees Land acquisition fees 0.00 0.00 0.00 0.00 Other preparation costs 9,878.41 8,034.57 262.75 18,175.72 Unforeseen expenses 0.00 0.00 0.00 0.00 Total 60,039.08 53,554.41 3,122.48 116,715.96 Table 4.2 Operating Costs subdivided into NMT improvements, metro station access improvements, and bus terminal construction Operating expense NMT improvements Metro station Bus terminal Additional details access improvements Routine maintenance 100,000 100,000 1,000,000 yuan The routine costs yuan/km/year for yuan/km/year for /bus station/year maintenance 57.32km. 75.52km, and for 1 bus station. costs were 100,000 assumed to 44 For example, the average fuel efficiency of the central Tianjin car fleet improved since project appraisal, so the latest fuel efficiency values were used. 45 Exchange rate as of December 31, 2022 from Xe.com. Note that this value is larger than the total actual cost of the loan, however this value is still used in the model to be conservative and because there was not enough time and resources available to recalculate the economic analysis. Page 53 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) yuan/metro increase by 3 station/year for percent per year. 96 metro stations. Periodic maintenance 3,000,000 yuan/km 3,000,000 20 percent of bus costs for 57.32km, every 5 yuan/km for station years. 75.52km, every 5 construction cost, years, and 20 for 1 bus station, percent of metro every 5 years. station construction cost per metro station, for 96 stations, every 5 years. Personnel costs Not applicable. 105 people 20 people are According to the assumed to be required to do day- “Tianjin Statistical needed to to-day Yearbook” (2021), manage the management tasks the average parking lots at the for the bus station. monthly salary of metro stations. employees engaged in the service industry in the city in 2020 is 5,147 yuan, and an annual salary increase of 3 percent was assumed. Operation and Not applicable. Not applicable. Assumed to cost 20 management expenses percent of the personnel cost for the bus station. 7. Estimating economic benefits. The economic benefits were generated by considering seven factors: (i) travel time savings, (ii) reduced travel costs from mode shift, (iii) reduced travel costs for motor vehicle drivers, (iv) reduced traffic accidents, (v) reduced emissions, (vi) time savings from upgraded bus stations, and (vii) reduced bus maintenance costs. The table below summarizes the contributions of each of these factors. Table 4.3 Main economic benefits Benefit factor Key assumptions Travel time savings As of 2022, the project was estimated to induce 175,750 new daily trips by metro that were for metro users otherwise taken by bus or private car. Based on recent experience in Tianjin, the analysis assumed that each passenger saved 15 minutes in travel time. A 2 percent annual growth rate in passengers for the evaluation period was applied. As of 2022, the project was estimated to induce 2,000 new daily trips by bus that were otherwise Page 54 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) taken by walking or bike. Based on recent experience in Tianjin, the analysis assumed that each passenger saved 4 minutes in travel time. Similarly, a 2 percent annual growth rate in passengers for the evaluation period was applied. Travel costs avoided Travel surveys found that the majority of biking trip distances were within 3 km. The NMT from (i) shift from infrastructure improvements were found to shift a proportion of these short trips from buses bus and private car and private car to biking. In 2022 the number of passengers converted from buses to biking was to biking, and (ii) estimated at 156,686 persons per day, saving 2 yuan per trip. Separately, the number of shift from private car conversions from private car to biking was estimated at 104,458 persons per day, with each to metro, and (iii) person on average 11 yuan per trip in avoided private car costs. A 2 percent annual growth rate was applied to these 2022 estimates for the whole evaluation period. shift from private car to bus The metro station access improvements included improving the parking environment around stations. In 2022 this was estimated to have shifted 52,725 trips per day from private car to metro, saving 9 yuan per trip. A 2-percent annual growth rate was applied to these 2022 estimates for the whole evaluation period. Finally, the new bus terminal was estimated to have shifted 1,000 trips per day from private car to bus, saving 20 yuan per trip. A 2-percent annual growth rate was applied to these 2022 estimates for the whole evaluation period. Reduced The NMT infrastructure improvements reduced the number of motor vehicles in the area and transportation costs increased their speed. The average speed within the project area was increased from 15.62 kph for motor vehicles to 19.57 kph. Reduced traffic The benefit of reducing traffic accidents refers to the reduction of motor vehicle traffic due to accidents the project construction, thereby reducing the losses caused by traffic accidents. The accident rate and cost were calculated using typical models and parameters and the traffic volume data from 2021. Reduced emissions The project reduced emissions by shifting some car owners to take bikes to connect to buses or metro subway, or directly walk for short distances. Based on the International Panel on Climate Change’s “Guidelines for National Greenhouse Gas Emissions Inventory ”, saving 1 liter of gasoline reducing carbon dioxide emissions by 1.5 kg. The Tianjin carbon emission trading price was taken as 12.5 yuan/ton. Each car was calculated to include 2 people/car, and each bus is calculated to include 25 people/car. The fuel efficiency of buses was calculated as 15 liters/ 100 kilometers, and the fuel efficiency of cars is calculated as 10 liters/ 100 kilometers. 40 percent of the increased walking and biking trips generated by the streetscape infrastructure improvements was estimated to have shifted from buses, while 20 percent are estimated to come from private cars. 33 percent of the increased metro subway trips generated by improved metro station accessibility are estimated to have shifted from buses, while 20 percent were estimated to come from private cars. Finally, the new bus terminal is estimated to have shifted 1,000 trips per day from private car to bus. Note: the economic analysis model assumed that the total GHG emission reduction was 9,547 tCO2e/year in 2022. However, the task team realized later (such that there was no time to recalculate the economic analysis before ICR completion) that this was an underestimate of the reductions, which were then assumed to be 34,281 tCO2e/year in 2022. Even still, this Page 55 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) underestimation of the GHG reduction in the economic model only had a very minor impact on the EIRR because the Tianjin carbon price was so small (12.5 yuan/ton in 2022). Time savings from The time-saving benefit of replacing the bus terminal refers to transfer time savings for bus upgraded bus terminal users. The bus terminal accommodates 7 lines, each line having 20 bus departures per terminal day and each bus carrying 30 passengers, of which 50 percent of passengers were estimated to save 2 minutes of travel time per trip. Reduced bus The bus terminal includes storage for buses when they are not in use. This storage can greatly maintenance costs reduce vehicle maintenance costs. The annual maintenance cost for each vehicle is 10,000 yuan and it was estimated that 10 percent of the original maintenance cost would be saved every year. 8. Economic net present value (ENPV) and economic internal rate of return (EIRR). The ENPV refers to the sum of the present value at the beginning of the construction period when the project discounts the economic net benefit of each year during the calculation period to the present value at the beginning of the construction period according to the social discount rate. The EIRR refers to the discount rate when the present value of the project’s benefit flow during the calculation period is cumulatively equal to zero. The adjusted ENPV of the project was 4302.18 million yuan, the payback period was 7.99 years and the EIRR was 53.54%. 9. The economic analysis likely underestimates the economic benefits generated by the project. The ex-post economic analysis followed the same methodology as that used ex-ante to allow for like-for- like fair comparison. However, the analysis did not include important economic benefit flows that are commonly included in walking and NMT-focused projects. For this reason, the EIRR can be considered a conservative measure of the true economic return on investment. Benefit flows not considered include reductions in noise, air pollution, savings from fewer premature deaths and healthcare costs. Health- related benefits are typically the largest source of economic benefit flows46. The proportion of electric bike and non-electric bikes among NMT users should also be considered when calculating these benefit flows. Though challenging to establish counterfactuals, future economic analyses could also seek to incorporate benefit flows from changes in property values and higher retail sales at the project-scale, as was done on a street-scale level in a study47 funded by the project. A longer list of other possible benefits and costs to consider are included in this study 48 . Future economic analyses of active mobility infrastructure investments done by Tianjin or World Bank should conduct a more holistic economic analysis informed by best practice and not just use the motor vehicle-centric benefit and cost flows. 46 For example, see Department of Transport and Main Roads. (2022, June 6). Economic value of benefits per kilometer cycled. Cycling investment in Queensland. Economic value of benefits per kilometer cycled. Department of Transport and Main Roads. https://www.tmr.qld.gov.au/travel-and-transport/cycling/cycling-investment-in-queensland/economic-value-of-benefits-per- kilometre-cycled 47 The study was the Analysis of Short-Term Impact of Project on Tianjin Regional Economic Vitality (Component 4). 48 Litman, T. (2023). Evaluating Active Transport Benefits and Costs: Guide to Valuing Walking and Cycling Improvements and Encouragement Programs. https://www.vtpi.org/nmt-tdm.pdf Page 56 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 5. BORROWER COMMENTS Received on June 9, 2023. 1. Tianjin Urban Transport Improvement Project Has Achieved Good Results 1.1. The Project has produced great social benefits Through the project implementation, the NMT system in Tianjin has been further improved, with increased green travel mode share and improved transport conditions. The project also contributed to improved motorized travel efficiency and reduced traffic accident rate in the region, and effectively alleviated traffic congestion. The project has played a good leading and demonstration role in promoting NMT and green transportation development in Tianjin, building a safe, low-carbon, fair and dynamic green transportation system, upgrading the city quality, and encouraging and guiding the residents to travel by walking, cycling and/or subway and other public transit means, instead of using private cars. 1.2. The Project strengthened the management capacity of the implementing units During project implementation, the PMO established coordination mechanisms to strengthen project implementation and thus ensured well-aligned progress of all project activities. By formulating a series of management systems and detailed work plans, concrete arrangement for various tasks under the project was consolidated to facilitate project completion. In the process of project implementation, staff members of the implementing units have not only learned the relevant World Bank policies and project management skills, but also built project management capabilities thanks to introduction of good practice and work procedures by the World Bank task team on project management, contract management and performance management. 1.3. The concept of green transportation has popularized through the project implementation Through project implementation, the management and technical staff of relevant departments have acquired green transportation concept and the working approach, and they are backbone force for future promotion of green transport development. Through a series of activities, including public participation in the early stage of the project implementation and publicity and promotion of the project results, the concept of green transportation has been deeply rooted in people's minds, this has laid a solid foundation of public support to future green transportation development in Tianjin. 2. Highly Effective Project Management by the World Bank Task Team and Its Full Support Serve as Solid Guarantee for the Project Implementation 2.1. The World Bank task team provided high-level technical support for smooth project implementation The World Bank task team paid close attention to the project implementation, brought in advanced concepts and management experience, and provided the project management and implementing units with comprehensive professional guidance and technical support in various aspects Page 57 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) including project preparation, scheme formulation, procurement, disbursement, financial management, and environmental and social safeguards and etc. During the project missions in each year, the World Bank task team always assisted the PMO in analyzing emerging problems and addressing the challenges, which effectively guaranteed smooth project implementation. In addition, the World Bank task team's efficient and rigorous work, and enthusiastic attitude have been unanimously recognized by all relevant parties in Tianjin. 2.2. The World Bank task team played an important role in the successful completion of the project mid-term restructuring Tianjin urban transport improvement project has gone through two mid-term restructurings. The second restructuring was especially challenging as it was combined with the COVID-19 epidemic outbreak and the late stage of the project implementation. During this period, the World Bank task team provided guidance to the PMO many times and made active efforts to communicate and coordinate with all relevant departments, so that the restructuring was successfully completed which allowed adequate time for high-quality project completion and made it possible to maximize use and benefits of the project funds. Page 58 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 6. SITES IMPROVED UNDER COMPONENTS 1 AND 2 1. Streetscape improvements were done in the six central districts of Tianjin. In Heping, Hebei and Nankai the priority purpose was to redevelop the streetscape to prioritize active mobility over private motor vehicle traffic, while in the districts of Hedong, Hexi, and Hongqiao the primary purpose was to improve accessibility with the metro to drive increased metro usage. Meanwhile, localized metro access improvements were done in Dongli, Beichen and Xiqing in addition to the 6 core districts. The indicative locations of the districts within the extent of the Tianjin Municipality is below, Table 6.1 compares population data for Paris and Tianjin core districts to provide context, and Table 6.1 summarizes the infrastructure delivered in each district. Figure 6.1 Indicative location of districts within Tianjin metropolitan area Page 59 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Table 6.1 Comparison of Paris and Tianjin urban core districts by population Characteristic Paris Hebei Nankai Heping Hongqiao Hexi Hedong 6 Tianjin districts combined Area (sqkm) 105 29.14 40.64 9.97 21.3 37 39 177.05 Residential 2,165,000 647,702 890,422 355,000 483,130 822,174 858,787 4,057,215 (2020) population (2021) (2020) (2020) (2020) (2020) (2020) (2020) Density 21,000 22,227 21,909 35,606 22,682 22,221 22,020 22,915 (people/km2) Table 6.2 Summary of infrastructure delivered by project District Component 1. Integrated walking and NMT Component 2. Walking and Component 2. Metro network streetscape improvements (# of NMT streetscape stations with access roads; # of km; # of km of protected NMT improvements to connect to improvement measures (#) lane; NMT Space ratio) metro (# of roads; # of km) Heping 35, 23.71 km, 18.12 km, 53.42% N/A 5 Nankai 9, 6.90 km, 6.90 km, 42.94% N/A 20 Hebei 38, 26.05 km, 26.05 km, 53.14% 44, 22.99 km 14 Hexi N/A 23, 16.81 km 20 Hongqiao N/A 24, 21.71 km 7 Hedong N/A 16, 14.01 km 14 Dongli N/A N/A 9 Beichen N/A N/A 2 Xiqing N/A N/A 5 TOTAL 82, 56.67 km, 51.08 km, 52.15% 107, 75.52 96 Page 60 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 2. Figures 6.2 to 6.4 show the distribution of Component 1 and Component 2 works across the city. Figure 6.2 Map of Component 1 Green Transport Improvements in Heping, Hebei and Nankai District Page 61 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.3 Map of Component 2 Metro Access Improvement Page 62 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.5 Map of infrastructure constructed by project Page 63 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 3. Figures 6.6 to 6.20 provide before and after photos for selected sites within the six core Tianjin districts. Figure 6.6 Heping District network streetscape improvements Chifeng Road Binjiang Road Page 64 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Harbin Road Before After Chifeng Road Page 65 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Rongye St Qufu Street Before After Shanxi Road Before After Page 66 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Hebei Road Before After Zhangzizhong Road Before After Page 67 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.8 Nankai District network streetscape improvements Shuige Street Before After Page 68 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Gulou West Street Before After South Road Before After Figure 6.9 Nankai District metro station surrounds accessibility improvements Page 69 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.10 Hebei District network streetscape improvements Ligongsi Street Chenwei Street Page 70 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.11 Hebei District metro accessibility streetscape improvements Zhongshan road subway station Xingfu Park Subway Station Before After Page 71 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.12 Hebei District metro station surrounds accessibility improvements Jiangjiang Road Before After Page 72 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.13 Hexi District metro station surrounds accessibility improvements Wujiayao Subway Station Figure 6.14 Hexi District metro accessibility streetscape improvements Weishan Road Before After Page 73 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.15 Hongqiao District metro accessibility streetscape improvements Dingzigu No 1 Road Before After Page 74 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Before After Figure 6.16 Hongqiao District metro station surrounds accessibility improvements Benxi Road Subway Station Page 75 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.17 Hedong District metro accessibility streetscape improvements Bawei Road Before After Chenglin Road Before After Figure 6.18 Hedong District metro station surrounds accessibility improvements Shunchi Bridge Station Page 76 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Jingjiang Station Before After Figure 6.19 Xianyang North Road Bus Station (Component 3) Page 77 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 4. Suggested infrastructure interventions to include in future active mobility-supportive projects. While the project made remarkable progress in improving upon the quality of the existing infrastructure for walking and NMT, there were still a few good practice infrastructure interventions that were relevant to implement but not included, and which should be considered in future projects (Figure 6.20). Figure 6.20 High promise infrastructure interventions not included in Tianjin project a. Use of red NMT lane markings and dedicated cycle timing at all intersections. The project missed the opportunity to incorporate these measures, which could have enhanced the overall safety and efficiency of bike travel. Replace this… With this… Left street is Tianjin, right street is Beijing. b. More usage of landscaped separation (including trees for providing shade) on trunk roads rather than just a fence separator. This measure is especially important on roads with bus stops to reduce potential conflicts between NMT and buses. Widths of bike lanes should also account for the likely rise in the proportion of e-bikes on Tianjin streets, which tend to travel faster and need space to safety overtake pedal bikers. Replace this… With this… Left street is Tianjin, right street is Beijing. Page 78 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) c. Trial of conversion of large intersection to protected “Dutch style” . Such a protection intersection would need to position and size the safety islands and waiting areas carefully so to accommodate the flow of the large and growing volumes of electric bicycles in Tianjin and not inadvertently induce conflicts between e-bikes and pedal bicycles. Left side shows a typical very wide intersection in Tianjin, right side is a stylized conversion from the Global Street Design Guide (2016). d. Trial of “School Street”, whereby the streets nearby schools are closed permanently, or temporarily during school pickup/drop off. Page 79 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Example applications from Toronto (above), and Paris (below). e. Trial of a Barcelona-style Superblock. Example application in Barcelona. Page 80 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 5. Tables 6.3 to 6.5 below provide a summary of the results delivered at each street section and metro station. Placenames have been machine-translated from Chinese so there may be some translation errors. Table 6.3 List of all Component 1 network streetscape improvements Bike lane area NMT Space Total sidewalk cross- Contract Walking area after Area Road name Starting point and End point Length (m) after Ratio after sectional width after Bike lanes # renovation (%) renovation (%) renovation (%) renovation Binjiang Road Nanjing Road-Xing’an Zhilu 1100.00 73.08% 11.54% 84.62% 19.00 Pedestrian Street Shaanxi Road-Jiefang North Harbin Road 1410.10 60.08% 20.00% 80.08% 5.00 Road Heping – Shaanxi Road Changchun Road-Chifeng Road 287.44 47.06% 17.65% 64.71% 8.00 A-1 No Phase 1 Shanxi Road Changchun Road-Chifeng Road 267.42 67.02% 10.15% 77.17% 6.00 Henan Road Changchun Road-Chifeng Road 269.46 45.83% 25.00% 70.83% 5.50 Hebei Road Changchun Road-Chifeng Road 261.60 57.14% 14.29% 71.43% 12.00 Xinhua Road Changchun Road-Chifeng Road 261.10 46.78% 17.54% 64.33% 8.00 Chifeng Road Nanjing Road-Hejiang Road 1733.86 23.53% 20.59% 44.12% 4.00 Dongmen Inner Chengxiang East Road—East 359.12 56.00% 10.00% 66.00% 28.00 Nankai – Street Road A-2 Yes Phase 1 East Road—Zhangzizhong Shuige Street 282.24 0.65 10.00% 75.00% 28.00 Road Auxiliary Road Rongye Street South Road-Toronto 1313.00 28.57% 14.29% 42.86% 8.00 Nanjing Road-Jiefang North Qufu Road 595.00 13.16% 21.05% 34.21% 5.00 Road Shanxi Road-Jiefang North Baoding Road 1084.00 23.08% 15.38% 38.46% 6.00 Heping – Road A-3 Yes Phase 2 On Shan Road Nanjing Road-Xing’an Road 1281.00 31.25% 18.75% 50.00% 5.00 Shanxi Road Chifeng Road-Nanjing Road 478.00 27.78% 27.78% 55.56% 5.00 Heping Road-Rongji Street 273.00 21.21% 24.24% 45.45% 3.50 Xing’an Road Toronto-Binjiang Road 840.00 13.46% 23.08% 36.54% 3.50 Heping Road Toronto-Chifeng Road 1016.00 40.89% 16.67% 57.56% 16.00 West Road-Chengxiang West Gulou West Street 304.00 42.39% 10.87% 53.26% 17.50 Road Nankai – A-4 Zhangzizhong Yes Phase 2 Road Auxiliary Tongnan Road-Tongbei Road 917.00 42.11% 13.16% 55.26% 8.00 Road Nanmenwai Street—Xing’an Heping – Toronto 1488.00 42.11% 15.79% 57.89% 8.00 A-5 Road Yes Phase 3 Xinhua Road Toronto—Changchun Road 714.00 15.79% 31.58% 47.37% 1.50 Page 81 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Bike lane area NMT Space Total sidewalk cross- Contract Walking area after Area Road name Starting point and End point Length (m) after Ratio after sectional width after Bike lanes # renovation (%) renovation (%) renovation (%) renovation Chifeng Road—Nanjing Road 918.00 23.33% 20.00% 43.33% 3.50 Chengdu Road—Racecourse Yunnan Road 573.00 19.23% 23.08% 42.31% 2.50 Road Nanjing Road—Taierzhuang Xuzhou Road 303.00 28.78% 35.97% 64.75% 4.00 Road Jiefang North Road—Hejiang Binjiang Road 176.00 32.00% 32.00% 64.00% 8.00 Road Chengdu Road—Racecourse Hebei Road 755.00 25.00% 21.88% 46.88% 4.00 Road Luoyang Road—Chongqing Nankaido 190.00 25.00% 25.00% 50.00% 2.50 Road Xinhua Road N/A N/A 27.27% 18.18% 45.45% N/A Luoyang Road—Chongqing Macau Road 225.00 25.00% 33.33% 58.33% 3.00 Road Chongqing Road—Racecourse Hong Kong Road 250.00 20.83% 33.33% 54.17% 2.50 Road Nanjing Road—Chongqing Hubei Road 230.00 20.00% 23.33% 43.33% 3.00 Road Luoyang Road Hebei Road—Macau Road 380.00 16.13% 25.81% 41.94% 2.50 Zhengzhou Road Xinhua Road—Nanjing Road 460.00 26.92% 30.77% 57.69% 3.50 Chongqing Road Hebei Road—Racecourse Road 640.00 25.00% 25.00% 50.00% 4.00 Dali Road Hebei Road—Xinhua Road 291.00 14.29% 21.43% 35.71% 2.00 Munan Road Hebei Road—Racecourse Road 580.00 25.00% 29.17% 54.17% 3.00 Dagu North Road— Dalian Road 86.00 27.78% 22.22% 50.00% 5.00 Taierzhuang Road Zhang Zizhong Toronto—Jiefang North Road 1274.00 36.36% 15.91% 52.27% 8.00 Road Yingkou Road——Bengbu Taierzhuang Road 1708.00 27.27% 18.18% 45.45% 6.00 Road Beicheng Street West Road-East Road 1400.00 13.33% 16.67% 30.00% 4.00 Chengxiang East North Road—South Road 1010.00 11.76% 17.65% 29.41% 4.00 Road Nankai – West Road—Chengxiang A-6 North Road 800.00 11.36% 13.64% 25.00% 5.00 Yes Phase 3 Middle Road South Road West Road—East Road 1600.00 15.00% 17.50% 32.50% 6.00 Tongnan Road East Road—Zhang Zizhong 230.00 6.67% 13.33% 20.00% 1.00 Auxiliary Road Road Hebei – North Sixth Road—Zhongshan A-7 Luwei Road 600.00 12.00% 16.00% 28.00% 6.00 Yes Phase 1 Road Page 82 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Bike lane area NMT Space Total sidewalk cross- Contract Walking area after Area Road name Starting point and End point Length (m) after Ratio after sectional width after Bike lanes # renovation (%) renovation (%) renovation (%) renovation Dongerjing Road—Lion Grove Kunwei Road 1160.00 28.89% 16.67% 45.56% 13.00 Street Admiralty Road Jwell Road—Lion Grove Street 1200.00 44.00% 22.00% 66.00% 11.00 Dongsanjing Road Gangwei Road—Xindalu 350.00 50.00% 16.67% 66.67% 9.00 Kinkaido Haihe East Road—Jwell Road 670.00 30.43% 21.74% 52.17% 7.00 Xinglong Street—progress National Road 440.00 43.75% 18.75% 62.50% 7.00 road Democracy Road Ping An Street—Wujing Road 640.00 18.46% 23.08% 41.54% 1.20 Huangwei Road Eighth Road—Zhongshan Road 1020.00 15.00% 17.50% 32.50% 6.00 Sanma Road—Zhongshan Tianwei Road 240.00 20.00% 16.00% 36.00% 5.00 Road Kim Ting Road Xiangwei Road—Jwell Road 310.00 35.29% 17.65% 52.94% 6.00 Corniche Xiangwei Road—Victory Road 280.00 50.00% 17.86% 67.86% 14.00 Jinhui Road Zhongshan Road—Kinkaido 310.00 35.71% 25.00% 60.71% 5.00 Four roads Tianwei Road—Suwei Road 1430.00 31.25% 34.38% 65.63% 5.00 Li Gongci Street—Yuanwei Zhongshan Road 590.00 11.36% 13.64% 25.00% 5.00 Road Li Gongci Street—Yuanwei Five road 260.00 15.00% 30.00% 45.00% 6.00 Road Hebei – A-8 Dongheyan Street Jinhui Road—Kim Ting Road 510.00 23.08% 30.77% 53.85% 3.00 Yes Phase 2 Yuanwei Road Eighth Road—Zhongshan Road 1140.00 40.00% 15.00% 55.00% 8.00 Zhongshan Road—Haihe East Xiangwei Road 1420.00 15.00% 17.50% 32.50% 6.00 Road East Arrow Road Li Gongci Street—Tianwei 210.00 25.93% 29.63% 55.56% 3.50 of Li Gong Temple Road Seventh Road—Zhongshan Li Gongci Street 1020.00 27.59% 20.69% 48.28% 3.00 Road Diwei Road four roads—Sanma Road 160.00 54.55% 13.64% 68.18% 12.00 Zhongshan Road—Victory Jwell Road 1110.00 28.00% 24.00% 52.00% 14.00 Road Sanma Road Yuanwei Road—Luwei Road 1566.00 60.00% 18.33% 78.33% 18.00 Second Road Yuanwei Road—Suwei Road 1100.00 26.67% 36.67% 63.33% 4.00 Yuwei Road five road—Zhongshan Road 620.00 35.29% 32.35% 67.65% 6.00 Zhouwei Road five road—Zhongshan Road 620.00 33.33% 30.00% 63.33% 5.00 Hebei – Riwei Road five road—Zhongshan Road 620.00 46.67% 30.00% 76.67% 7.00 A-9 Yes Phase 3 Yuewei Road Eighth Road—Zhongshan Road 870.00 28.57% 40.00% 68.57% 5.00 Chenwei Road Eighth Road—Zhongshan Road 580.00 44.44% 25.00% 69.44% 8.00 Suwei Road Eighth Road—Second Road 400.00 29.03% 35.48% 64.52% 4.50 Victory Road Haihe East Road-Kunwei Road 2110.00 12.50% 20.00% 32.50% 5.00 Page 83 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Bike lane area NMT Space Total sidewalk cross- Contract Walking area after Area Road name Starting point and End point Length (m) after Ratio after sectional width after Bike lanes # renovation (%) renovation (%) renovation (%) renovation Ping An Street Jianguo Road-Victory Road 650.00 33.33% 9.85% 43.18% 11.00 Fraternity Road-Haihe East National Road 100.00 25.00% 18.75% 43.75% 4.00 Road Minsheng Road Jianguo Road-Progress road 240.00 32.26% 32.26% 64.52% 5.00 Wujing Road Haihe East Road-Jianguo Road 177.00 21.05% 11.84% 32.89% 8.00 Fraternity Road Victory Road-Wujing Road 510.00 20.00% 16.00% 36.00% 5.00 Progress road Haihe East Road-Wujing Road 560.00 24.00% 20.00% 44.00% 6.00 Dongsanjing Road-Dongsijing Gangwei Road 260.00 28.57% 28.57% 57.14% 4.00 Road Table 6.4 List of all Component 2 metro accessibility streetscape improvements Contract Road length Total sidewalk cross-sectional width Area Road name Starting point and end point # (m)49 after renovation Jintian Road Jwell Road-Admiralty Road 480 Data not available (N/A) Kinkaido Jwell Road-Admiralty Road 540 N/A Jinxia Road Zhongshan Park-Jintian Road 480 N/A Xindalu Road Dongliujing Road-Admiralty River Street 490 8 Bihai Road Lion Grove Street-Victory Road 240 6 Zhongshan Road Zhongshan Road-Kunwei Road 150 N/A Dongerjing Road Kunwei Road-Funeral Service Center 302 6 Hebei District Zhangxingzhuang Tiedong Road-Shuguang Road 900 8.5 Subway Avenue Connection B-2 Yingxian Road Zhangxingzhuang Avenue-Shuguang Road 770 6.5 Project (41 Hongguang Road Ji Hyun Do-Zhicheng Road 450 5 roads) Huaguang Road Zhangxingzhuang Avenue-Zhicheng Road 720 N/A Zhongshan Road China Railway set up entrance and exit-Tiaowei Road 110 N/A (Auxiliary Road) Sanma Road Luwei Road-Tiaowei Road 380 N/A Luwei Road Five road-Zhongshan Road 480 N/A Tiaowei Road Eighth Road-Zhongshan Road 430 6 Xinglong Street + Victory Road-Minsheng Road 480 4.5 Minsheng Road 49 Measurements made using GIS software and rounded to nearest meter. Page 84 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Contract Road length Total sidewalk cross-sectional width Area Road name Starting point and end point # (m)49 after renovation Tiantai Road Zhicheng Road-Yangqiao Street 820 10 Huatai Road Tiantai Road-Fujia Garden South Gate 310 N/A Yangyuchi Road Zhongshan North Road-Admiralty River Street 660 7 Aquatic Front Street Wanliu Village Street-Admiralty River Street 1490 N/A China Textile Front Huaxin Street-Yangyuchi Road 452 4.5 Street Huaxin Street Zhongshan North Road-China Textile Front Street 890 N/A Hongxing North Road Evergreen Road-Yingchun Road 460 10 Yingchun Road Zhongshan North Road-Shi Jingdao 420 5 Shijing Road Yingchun Road-Admiralty River Street 240 N/A Hongbo Road Hongmei Road-Admiralty River Street 500 N/A Tiaofengli South Gate-China Railway Electrochemical Maintenance and Six Road 340 4.5 Management Co., Ltd. Jingjiang Road Beitang sewage river-Minjiang Road 820 11 Crescent River Road Jinshajiang Road-Minjiang Road 1010 11 Crescent River Road Jinsha River Community-Minjiang Road 750 6.5 Nanpanjiang Road Jingjiang Road-Wujiang Road 280 6 Fujiang Road Jingjiang Road-Wujiang Road 330 11 Jingjiang Road Beitang sewage river-Truth way 950 9 Happiness Road Hongxing Road-Jiangdu Road 470 10 Xingfu Road (North) Jiangdu Road-Jingjiang Road 310 6 Xingfu Road (South) Jiangdu Road-Jingjiang Road 300 8 Happiness Road Jingjiang Road-Taixing Road 430 11 Liyang Road Jiangdu Road-Jingjiang Road 300 6 Katong Road Jingjiang Road-Taixing Road 390 N/A Kunshan Road Jiangdu Road-Jingjiang Road 300 6 Qiwei Road Liujing Road ~ Shisanjing Road 782 4 Bawei Road Liujing Road ~ Dazhigu West Road 2021 13 Jiujing Road Liuwei Road～Xinkai Road 664 N/A Shijing Road Liuwei Road～Jintang Road 622 N/A Hedong District Shisanjing Road Jinfu Bridge～Jintang Road 928 N/A Subway Xijin Road Twelve Meridians Road～Bawei Road 125 N/A Connection B-3 Jintang Road Zhongshanmen Overpass ~ Kunlun Bridge 1401 N/A Project (16 No. 1 Zhongshanmen roads) Jintang Road～Central South Road 316 N/A Road Friendly Host Road Youai South Road～Huqiu Road 538 14.5 Tiger Hill Road Jintang Road～Guangrui Road 899 8.5 Jingjiang Road Weiguo Road ~ Truth Road 737 N/A Chenyang Road Hongxing Road～Taixing South Road 1199 N/A Page 85 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Contract Road length Total sidewalk cross-sectional width Area Road name Starting point and end point # (m)49 after renovation Changzhou Road Hongxing Road～Taixing Road 1256 12.7 Jiangdu Road Changzhou Road ~ Truth Road 368 19.35 Nanjing Road Dagu South Road-Jiefang South Road 159 9 Guangdong Road Qiongzhou Road-patriotic Road 761 8 Middle Huanhu Road Weather South Road-Hei Niu Cheng Road 1900 5.75 Pingjiang Road Longchang Road-Friendship Road 446 N/A Kowloon Road Xuzhou road-Guangdong Road 437 N/A Meteorological Station Pingshan Road-Middle Huanhu Road 705 N/A Road Zishuidao Road Jiefang South Road-Taishan Road 166 14 Sports North Road Weijin South Road-Zijinshan Road 1284 7 Hotel South Road Zijinshan Road-Friendship Road 925 N/A Hexi District Qujiang Road Dongjiang Road-Zhujiang Road 453 17 Subway Maoming Road Weishan Road-Rongjiang Road 858 10 Connection B-4 Longchang Road Qiongzhou Road-Paradise Road 551 N/A Project (23 Shaoxing Road Jiujiang Road-Taierzhuang Road 992 N/A roads) Rongjiang Road Dongjiang Road-Zhujiang Road 346 4 Xiangyang Street New causeway-Little causeway 268 9 Bin Waterway Weijin South Road-Zijinshan Road 1123 N/A Hotel West Road bin waterway-Hei Niu Cheng Road 570 N/A Huangpu South Road Causeway-Way forward 432 N/A Weishan Road Dagu South Road-Pearl River Road 1990 N/A Uzhou Road Kowloon Road-Dagu South Road 815 N/A Way forward Friendship Road-Yuexiu Road 625 N/A Fold color road Zijinshan Road-Hotel West Road 484 N/A Kokaido Jiefang South Road-North and South Street 520 N/A Hongqi Road West Green Road-Youth Road 1300 N/A Jieyuan West Road Xianyang Road-Zhaqiao North Road 1400 N/A Nanyun South Road Xianyang Road-Dafeng Road 2800 N/A Longyue Road West Green Road-Nanyun South Road 240 6 Shaogongzhuang Street Hongqi Road-Fuxing Road 520 N/A Hongqiao District Subway Weixin Road Xianyang Road-Longyue Road 310 6 Connection B-5 Zhaqiao North Road West Green Road-Nanyun North Road 580 10 Project (23 Yide Road Jieyuan Road-Youth Road 450 8 roads) Baijiu Boulevard Dingzigu No. 1 Road-honorable way 810 7 Dingzigu No. 1 Road Senli Causeway-honorable way 2760 12 Dingzigu No. 2 Road Baijiu Boulevard-honorable way 1070 N/A Dingzigu No.3 Road Senli Causeway-honorable way 2440 N/A To the east Road Dingzigu Linghao Road-Dingzigu No. 1 Road 380 7 Xiangdongnan Road Honorable way-Memorial Road 630 7 Page 86 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Contract Road length Total sidewalk cross-sectional width Area Road name Starting point and end point # (m)49 after renovation Benxi Road Dingzigu No. 1 Road-honorable way 1000 8 Honorable Way Thrifty-Honghu East Road 540 N/A Honghu East Road Ziya North Road-Honorable way 510 N/A Hongbei Road Thrifty-Honghu East Road 540 N/A Five ways of love Road Dingzigu No. 1 Road-Dingzigu No.3 Road 530 9 Courtesy Main Street Honorable way-Hongbei Road 290 N/A Jiaqing Road Chenchang Road-Double loop 590 N/A Longbudo Rongguo Road-Chenchang Road 400 8 Nanyun North Road Dafeng Road-Santiaoshi Street 860 N/A Kwan Fong Road Kin Cheong Road-Admiralty River Street 1095 N/A Ring City Ai Xiandao Sage way-Jinwei Road 654 6 Subway B-6 Carrian Road Chenchang Road-Freeway 623 N/A Connection Fu Sheng Road Tianhe Road-Feixia Road 756 N/A Project (5 roads) Cheng Lindao Road Chenglin Road Authentic-Shunda Road 2150 6.6 Page 87 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 6.21 Examples of the variety of typical streetscape cross-sections implemented Page 88 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Page 89 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Table 6.5 List of all metro station surrounds accessibility improvements Contract Contract Project Sites No Description Heping Heping Road Station A-1 District Yingkou Road Station (Phase I) Heping A-3 District On Shan Road Station (Phase II) Heping District Xiaobailou Station A-5 Road Jinwan Square Station (Phase III) Guangkai Sima Road Sports Center Station Huayuan Station Station Nankai Southwest Corner Station Lingbin Road Wangdingdi Station District Erwei Road Station Hongqi South Road Station Zhou Deng Memorial Hall Station B-1 Subway Haiguang Temple Station Yingfeng Road Station Tianta Station Connection Changhong Park Station Shuishang East Road Station Anshan West Road Station Project Xianyang Road Station South Cuiping Station Yibin Road Station One Central Hospital Station Tiantuo Station Hebei Jianguo Road Station Xingfu Park Station Bac Ninh Park Station District Zhongshan Road Station Tiantai Road Station Civil Rights gate Station B-2 Subway North Railway Station Xinkaihe Station Connection Crescent River Station Tiedong Road Station Jinshiqiao Station Project Yudongcheng Station Zhigu Station No.2 Bridge Station Hedong Cuifu Xincun Station Dongxing Road Station Shishijing Road Station District Jingjiang Road Station Jintang Road Station Shing Lam Road Station B-3 Subway Shunchi Bridge Station Zhongshanmen Station Connection Ocean International Dawangzhuang Station Project No.1 Bridge Station Center Station Nanlou Station Jiefang South Road Station Paradise Road Station Chentangzhuang Station Xiawafang Station Hei Niu Shing Road Station University of Finance and Economics Meilin Road Station Zuojiang Road Station Hexi Station District Wujiayao Station Cancer Hospital Station Jianshan Road Station B-4 Subway Tucheng Station Cultural Center Station Tianjin Hotel Station Connection Project Huashanli Station Meijiang Road Station Dongting Road Station Fuxingmen Station Southwest Building Station Hongqiao People’s Hospital Station Jiayuanli Station District Thrift Road Station Northwest Point Station B-5 Subway Benxi Road Station West Railway Station Connection Honghuli Station Project First Affiliated Hospital of Traditional Guoshan Road Ruijing Xinyuan Station Chinese Medicine Station Dengzhou Road Zhicheng Road Station Meijiang Park Station Ring City Zhangguizhuang Station Kin Cheong Road Station University Station Subway B-6 Admiralty Street Station Jinzhonghe Street Station Xiaodongzhuang Station Connection Xu Zhuangzi Byeon Hung Station Junliangcheng Station Project Xinli Station Changling Road Station Liuyuan Station Dongli Development Zone Station Page 90 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 7. Key findings and recommendations from the 2030 Tianjin Green Urban Transport Development Strategy Note: the purpose of this Annex is primarily to summarize the design of the strategy study so that other urban transport professionals can learn from the good practice approach taken. Not all recommendations were adopted by the Tianjin Municipality. 1. At appraisal, Tianjin lacked a systematic long-term green transport development strategy (the study) to mesh all the plans happening by various agencies together. This study, completed in May 2018, set ambitious Key Performance Indicators (KPIs) to guide transport development in this direction through to 2030 including: • Mode share of green transportation50 – more than 80 percent • Per capita daily travel distance – less than 6 km • Average travel time during peak hours – less than 30 minutes • Proportion of cross-district travel – less than 50 percent • Mode share of bicycles – more than 20 percent • Proportion of physically separated bike lanes on arterial roads – 100 percent • Length of bike lanes – 500 km • 500-meter radius coverage rate of rail transit and medium capacity transit stations – 60 percent of population and 65 percent of all jobs accessible within radius • Agglomeration degree of new construction land within 800 meter radius of rail transit stations – more than 60 percent • Proportion of bus lanes on arterial roads – more than 50 percent • Road network density – more than 8 km per sqkm • 400-meter radius accessibility of park greenbelts and squares with an area of over 0.5 hectare – more than 90 percent of population • Proportion of eco-friendly vehicles – more than 20 percent 2. A diagnostic of the current state of the environment of walking and biking in Tianjin was carried out to inform the strategy. The study established an original index system for evaluating the environment on convenience, safety and comfort dimensions and applied the index to 1,569 km of streets and carried out a correlation analysis based on the travel survey data of 7 residential communities. The results showed found that the pedestrian environment was better than the biking environment in the central city of Tianjin, and that the pedestrian index and biking index of streets decrease with further distance from the center of the city. Based on this, the strategy suggested targets for substantial expansion of separated bike lanes in Tianjin for the whole city. In 2015, only 9 percent of arterial roads had physically separated bike lanes. To achieve 100 percent coverage by 2030, more than 500 km of physically separated bike lanes would need to be built by 2030. The study prioritized 453.4 km of bicycle corridors, 109.6 km of urban greenway and 109.7 km of bike lanes along the Binhe River as in the proposed 2030 network plan in the 50 Defined as every mode other than private car. Page 91 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) figure below. The study also found that improved crossing facilities were needed for pedestrians and bicycles. The specific solutions that were emphasized were changes in the location of crossings, the need for additional crossings, reduction in waiting time for pedestrians, and independent signal lights for crossing of bicycles. Figure 7.1 Proposed expansion of NMT network on arterial and sub-arterial roads by 2030 as recommended by the study Source: China Sustainable Transportation Center & Tianjin Urban Planning and Design Institute (2018). The Green Transport Development Strategy Research in Tianjin Downtown (Summary Report). 3. The study suggested reclassification of the planning zones of the city according to their contribution to city life, rather than their level of contribution to motor vehicle flow. For example, rather than the prevailing classification of primary arterials, secondary arterials and branch roads, the study reclassified them by main use type (i.e., daily life street, commercial/office street, landscape/historical street, and street mainly for the passage of traffic) as in the figure below. Detailed definitions were offered on the functions of each of these street classes, and design features they should include. This proposed change of classification was Page 92 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) significant as it made it clear that the mandate of the authorities responsible for the street was to deliver on all these design features, rather than just being overwhelmingly focused on traffic flow management as they once were tasked to be. Guidance was also given on how to develop a poly- centric city – i.e., to establish public functions in each of these sub-centers so that people are able to stay in their locale rather than driving private cars into the city center. Figure 7.2 Proposed reclassification of Tianjin streets based on their function to the city, rather than traffic flow as recommended by the study Source: China Sustainable Transportation Center & Tianjin Urban Planning and Design Institute (2018). The Green Transport Development Strategy Research in Tianjin Downtown (Summary Report). 4. Metrics were set out to guide the minimum connectivity between mass transit (metro rail) and other modes. This included the maximum distance of bike parking from a metro rail station, the maximum distance of a bus stop from a metro rail station, the maximum distance between a taxi waiting area and “kiss and ride” parking, and the maximum distance between “kiss and ride” parking and a metro rail station. The study also suggested an integrated transfer fare system to Page 93 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) be adopted to achieve zero transfer costs between modes. 5. Recommendations were made on how to tighten the total quota of passenger cars and optimize standards for off-street parking in buildings. The study found that the car restriction policies established in 2014 were no longer having as much of an effect on moderating passenger car use. More stringent total quota of passenger vehicles and adjusting the annual purchase quota and the introduction of stronger restrictions on access of non-Tianjin registered cars into the downtown area was recommended. Finally, the study suggested to control the total number of passenger vehicles in the core urban area within 1.6 million vehicles by 2030. As of 2016, it was estimated to be home to 1.2 million. Under the business as usual scenario 45,000 new passenger cars were expected to be added each year and by 2030 it would be near impossible to reach the 2030 target goal of 80 percent green transport mode. To achieve the target of 1.6 million cars by 2030, annual passenger car growth would need to be reduced from 45,000 to 25,000. 6. The study suggested to establish differentiated charging parking zones, that on-street parking should be 8 percent of total supply, that minimum parking provisions should be reduced in some areas, to intensify the usage of the existing parking available, and to strengthen illegal parking enforcement. Looking at the elasticity between car parking charge pricing and car ownership and use, it was estimated that when the parking fee of the destination was RMB10/hour, 60 percent of car owners would give up travelling by private cars, and when the parking fee reached RMB20/hour, the proportion will be as high as more than 90 percent. This suggested that parking fee adjustment could be a very effective method for managing the transportation demands in Tianjin. Drawing on the experience of Beijing and Shenzhen, it was suggested to do a pilot project to allow a third-party institution to facilitate the public security traffic management department to investigate and collect evidence of illegal parking. Beyond this, it was also suggested that the city investigate how to use the existing parking stock more intensely (for example, to open up business parking spots to residents during the evenings). The feasibility of such parking sharing was further investigated in the follow-on parking studies funded by the project. 7. The study suggested promising subsidy and incentive schemes to encourage green travel behavior change of citizens. It was recommended that enterprises should reward employees who commute by green transportation means, such as providing bus cards or cash subsidies. Secondly, for employees of the government and public institutions, subsidies to those who drive their own cars, such as reimbursement for the parking fees and refueling charges should be abolished. Third, the study suggested that a pilot project could be carried out to set up an incentive mechanism for drivers who voluntarily suspend using cars, for example, combining such initiative with commercial insurance extension, and reducing their traffic fines. 8. Finally, the study recommended to implement public information campaigns to promote the concept of green travel. Apps and websites were suggested to be created, as well as publicity brochures printed and issued. Relevant training for residents and children was suggested. Special days like “Car-Free Day” and “Bicycle Day” events were recommend to be arranged, led by municipal leaders. It was also recommended that the activity of “PARKing”, whereby parking spaces are changed into parks be held regularly. The parks would be temporarily transformed into expanded sidewalks, provided with green plants or street furniture. Page 94 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 8. Key findings and recommendations from the Decision Support Platform for NMT Facilities and Environment Improvement Study Note: the purpose of this Annex is primarily to summarize the design of the study so that other urban transport professionals can learn from the good practice approach taken. Not all recommendations were adopted by the Tianjin Municipality. 1. The platform was created with the intention to become a demonstration model to guide the creation of web platforms in other Chinese cities. The decision support platform is a “one-stop shop” geographic information system (GIS) platform to be used for Tianjin walking and bike network system planning and designing, shared bike parking layout, designing interconnection for metro stations, and prioritizing sections in need of improvement in environment and facilities. 2. The platform could also generate maps of road sections that likely have highest latent demand for walking and cycling, as well as other maps which showed the road sections most priority for improvement to the NMT infrastructure as in the figure below. These maps considered criteria like whether or not there were bike lanes, the proportion of parking encroachment on sidewalks and bike lanes, and whether there is physical separation between vehicles and bike lanes in place (subcategorized by separation type including no isolation, curb isolation, painted line isolation, and railing isolation). Cost estimates for each section could be prepared, and the platform also has the functionality to be able to enter actual costs so to improve cost estimations in the future. Finally, the platform can project the changes in NMT traffic flows along corridors and at intersections that could be expected from the improvements in the NMT environment. Page 95 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 8.1 Spatial distribution of 1500 priority cycling sections to be improved as recommended by the study Source: China Sustainable Transportation Center & Tianjin Urban Planning and Design Institute (2021). Instruction Manual on Decision Support Platform for the Non-Motorized Transport Facilities and environment Improvement in Tianjin Downtown. 3. The platform could generate maps that assessed how accessible bus stop and metro stations were using easily measurable characteristics. Factors used to determine the level of accessibility included the width of the sidewalk, the diameter of the intersection, the number of bicycle parking spots available, the level of physical protection provided to the bike lane, the transfer distance between the bus stop and the metro, the quality of the bus platform (in terms of width and shape), the availability of space for pick up and drop off by rideshare, and the green area available nearby the metro station. Page 96 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 4. The platform also incorporated information from thousands of citizens through Pinstreet, an app that is part of the Wechat app ecosystem. The app allows citizens to participate in evaluating the public space of the streets in downtown Tianjin, and to obtain the citizens’ needs and opinions on the improvement of green transportation. All citizen feedback is displayed real-time on a geospatial map. The platform can be used to regularly summarize public opinions, and solve the specific problems identified during street construction, and usage. Figure 8.2 Map showing distribution of citizen feedback across the city Source: China Sustainable Transportation Center & Tianjin Urban Planning and Design Institute (2021). Report on Analysis of Public Opinion Data for Non-Motorized Transport Environment Improvement in Tianjin. 5. The platform also included a knowledge database that collated Chinese and international non- motorized transport data such as NMT news articles, relevant policies and regulations, industry standards, technical guide rules, handbooks, toolboxes, research reports, academic papers, and relevant web links. 6. In addition to this platform, the study did a “15 minute living circle facilities analysis” for 7 Tianjin residential communities. The methodology of this analysis involves estimating how many of their needs they can get within a 15 minute walk or bike ride. This part of the study was about popularizing the notion of doing development in such a way that the services are accessible and travel distances are minimized. 7. The study also produced a live data dashboard on how sharebikes are being used in the city, searchable by city district. Sharebikes were a major contributor to the increase in bike mode share in the city to 34% in 2020, reversing the previous 10 years of mode share decline. In September 2020, Page 97 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) there were around 534,000 sharebikes being used for 1.4 million rides per day. Most rides were short (62.7 percent were less than 10 minutes; 73.9 percent of rides were less than 2 kilometers) and the sharebikes were mostly used to for last mile connectivity to public transport. The study reviewed the current role of sharebikes in the city transport system, and suggested their ideal role into the future. It estimated the optimal fleet size as 530,000-590,000 – down from the peak of 800,000 in 2017. 8. The final task completed by the study was to apply the walking and cycling index using various observable measures of safety 51 , comfort 52 and convenience 53 to a selection of the project sites improved under Components 1 and 2 to estimate quantitatively and subjectively what improvement had occurred as a result. 18 roads in Heping, Nankai and Hebei were evaluated. Using the methodology outlined in the study, the walking environment on the evaluated roads was deemed to have overall improved by about 17 percent, while for biking it improved by about 40 percent. The figures below show how the changes in the bikeability of a street is estimated. The study also measured the change in the number of people walking and biking on each of the streets before and after the works. All streets were found to have increased pedestrian traffic to various degrees, meanwhile biking traffic had increased substantially. The study disaggregated bike traffic by bike type, finding that across all evaluated roads private electric bicycles accounted by 48 percent of traffic, while share bicycles and private bicycles were 41 percent and 11 percent respectively. 51 Measurable safety indicators included the presence of crossing facilities and physical protection. 52 Measurable comfort indicators included the lane width, proportion of space for NMT of overall road width, amount of greenery, and how regularly there is public seating. 53 Measurable convenience indicators included the average distance between crossing facilities Page 98 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 8.3 Example showing changes in the characteristics relevant to bikeability for an individual street Source: China Sustainable Transportation Center & Tianjin Urban Planning and Design Institute (2021). Evaluation Report on World Bank Financed NMT Improvement Project based on the tool results. Page 99 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Figure 8.4 Example of the changes in the composite “bikeability” score for each road section Source: China Sustainable Transportation Center & Tianjin Urban Planning and Design Institute (2021). Evaluation Report on World Bank Financed NMT Improvement Project based on the tool results. 9. In addition to measuring changes in flow characteristics of the streets, the study also did 30 field survey observation points using a Jan Gehl field observation methodology to see how people used the spaces differently before and after the improvements. The study found that the number of people staying in the streets increased significantly, with large changes in the rates of people standing and sitting (especially after 6pm), as well as modest increases in the rates of people shopping, children playing and people exercising. The study, through the “Pinstreet” citizen feedback smartphone app, also gathered thousands of pieces of feedback on changes citizens wanted made, or what they thought of the changes made. The most common comments were around wanting more landscape gardening, following by an improved walking environment, cycling environment, and more crossing facilities. Overall, the study estimated that the active mobility environment (walking and biking combined) was improved by 28 percent, space in the street for active mobility increased by 14 percent, and active mobility traffic increased by 26 percent. Page 100 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 9. Summary of Post-Construction Star Rating by ChinaRAP 1. The project included upgrades to road facilities on select roads and around metro stations, with a focus on VRU (vulnerable road users, including pedestrians and bicyclists) safety and accessibility. The report, funded by Bloomberg Philanthropies, was the post-construction assessment of the project roads to examine the effectiveness of the engineering countermeasures. Star Ratings are based on road inspection data and provide a simple and objective measure of the level of safety which is ‘built-in’ to the road for vehicle occupants, bicyclists, and pedestrians. Five-star roads are the safest while one-star roads are the least safe. Usually, roads rated 3-Star or better are considered acceptable. 2. A total of 17.5km across 20 roads were assessed in June 2022. These include roads in Nankai, Hebei, and Heping districts, as well as roads connecting to Xingfudao and Qinjiandao metro stations. These roads were selected to cover all kinds of road conditions, including arterials, collectors, and neighbourhood roads. Overall, about 90% of the roads were rated 3-Star or better for vehicle occupants, and all roads are rated 3-Star or better for VRUs. Table 9.1 Star Rating results Ratings Vehicle Occupants Pedestrians Bicyclists km % km % km % 3-Stars or 15.6 89.15 17.50 100.00 17.5 100.00 better ★★★★★ 5.50 31.43 9.90 56.57 13.6 77.71 ★★★★ 5.40 30.86 6.70 38.29 1.70 9.71 ★★★ 4.70 26.86 0.90 5.14 2.20 12.58 ★★ 1.10 6.29 0.00 0.00 0.00 0.00 ★ 0.00 0.00 0.00 0.00 0.00 0.00 Total 17.5 100.00 17.5 100.00 17.5 100.00 Page 101 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Table 9.2 Roads included in post-construction Star Rating No. Location Road Name From To Length (km) 1 Heping Shanxilu Changchudao Chifengdao 0.5 2 Heping Chifengdao Nanjinglu Hejianglu 1.7 3 Heping Rongyedajie Nanmalu Duolundao 1.3 4 Heping Qufudao Nanjinglu Jiefangbeilu 0.6 5 Heping Shanxilu Chifengdao Nanjinglu 0.4 6 Heping Xing’anlu Hepinglu Rongjidajie 0.3 7 Heping Chongqingdao Hebeilu Machangdao 0.6 8 Heping Hejianglu Binjiangdao Chifengdao 0.2 9 Nankai Shuigedajie Dongmalu Zhangzizhonglu 0.3 10 Nankai Gulouxijie Ximalu Chengxiangxilu 0.354 11 Nankai Nanmalu Ximalu Dongmalu 1.6 12 Nankai Ximalu Beimalu Nanmalu 1.0 13 Nankai Chengxiangdonglu Beimalu Nanmalu 1.0 14 Hebei Minzulu Xinglongjie Jinbudao 0.5 15 Hebei Ligongcidajie Qimalu Zhongshanlu 1.1 16 Hebei Zhouweilu Wumalu Zhongshanlu 0.7 17 Hebei Shenglilu Jianguodao Kunweilu 1.5 18 Xingfudao Xingfudao Hongxinglu Jiangdulu 0.5 Station 19 Xingfudao Xingfudao (N) Jiangdulu Jiangdulu 0.3 Station 20 Qinjiandao Dingziguyihaolu Qianlidi Guangrongdao 2.8 Station Total 17.5 54 Road was surveyed twice, once in each direction. Page 102 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) 3. Below is a map showing the location of the surveyed roads. Figure 9.1 Location of the project roads audited 4. The report noted that in June 2022 illegal parking of motor vehicles was still poorly managed, and this represented the biggest concern for NMT safety in Tianjin. Page 103 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 10. Results Framework Indicator Descriptions and Methodology Project Development Objective Indicators Description Responsibility Indicator Name Frequency Data Source / Methodology (Indicator definition etc.) for Data Collection This indicator calculates the change in metro ridership due to the metro access improvement in (111 at appraisal, 96 by 2nd restructuring) project stations, therefore it only measures stations with access improvement The indicator measures the already completed. For each completed project station i, the metro additional metro ridership company provides the average daily metro ridership for the current year generated by the metro Mi. The indicator is the sum of Mi multiplied by the percentage of 1. Metro ridership access improvement among ridership generated or shifted to metro because of metro access PMO with generated from metro stations (111 at improvement interventions R. This percentage is determined every year Tianjin Urban metro access appraisal, 96 by 2nd Once a through a survey at sample metro stations. At least two sample stations Planning improvement in restructuring) in the central year will be selected with a total sample size of at least 400 respondents. Institute and the central city city area. This indicator Tianjin Urban Planning and Design Institute and Tianjin Metro Company Tianjin Metro area (daily trips) measures the will carry out the survey in October each year in a consecutive 7-day Company extent of the project period during morning and afternoon peak hours. The relevant question “leveraging the Tianjin would be: “What mode would you take for this trip if there is no access metro system” in the PDO. improvement?” with options of “car”, “metro”, “bus”, “walk”, “bike”, and “I would not make this trip”. The percentage of generated metro ridership R = 1 percentage of people who would take metro without the project intervention. This indicator is calculated as the difference between the pre-project daily The indicator measures volume of biking and walking trips and the daily volume of walking and 2. Walking and additional volume of PMO with biking trips in the streets improved by the project in Heping, Hebei and biking trips nonmotorized trips support from Nankai pilot areas. Every year, the PMO with support from the M&E generated by the generated by the project consultant Once a consultants and Tianjin Urban Planning and Design Institute will collect the project in Heping, interventions in Heping, and Tianjin Urban year volume of walking and biking trips on selected sample streets (at least one Hebei and Nankai Hebei and Nankai pilot Planning and typical project street per improvement type that is completed within the pilot areas (daily areas. This indicator Design monitoring year, cumulatively more than 1/3 of total project street. A list trips) measures the Institute of selected sample streets is recorded in WBDocs showing before project green aspect of the PDO. and after project completion on a regular weekday and a regular weekend Page 104 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Due to different using a combination of camera data, shared bike data, on-site smart implementation sequence, tracking device, and manual counting. The average daily volume generated this indicator is further for all project streets will be extrapolated and calculated using street broken down into two sub- length, and annual workday and holiday ratio as weights. indicators to demonstrate impacts on Heping and Nankai, and Hebei, respectively. 2.1 Walking and biking trips This breakdown sub- This sub-indicator is calculated as the difference between the pre-project PMO with generated indicator measures daily volume of biking and walking trips and the daily volume support from by the project in additional volume of non- of walking and biking trips in the streets improved by the project in consultant Once a Heping and Nankai motorized trips generated Heping and Nankai pilot areas. The daily volume of walking and and Tianjin Urban year pilot areas (daily by the project interventions biking trips is collected and calculated annually on completed Planning and trips) (Sub- in Heping and Nankai pilot project streets by PMO, consultants, and Tianjin Urban Planning and Design indicator: areas. Design Institute. Institute Breakdown) 2.2 Walking and This breakdown sub- PMO with biking trips This sub-indicator is calculated as the difference between the pre-project indicator measures support from generated by the daily volume of biking and walking trips and the daily volume additional volume of consultant project in Hebei Once a of walking and biking trips in the streets improved by the project in non-motorized trips and Tianjin Urban pilot areas (daily year Hebei pilot areas. The daily volume of walking and biking trips is generated by the project Planning and trips) (Sub- collected and calculated annually on completed project streets by interventions in Design indicator: PMO, consultants, and and Tianjin Urban Planning and Design Institute. Hebei pilot areas. Institute Breakdown) This indicator measures the The main GHG emission reduction benefits come from modal shift from 3. GHG emission GHG emission reduction cars to green modes including metro, bus, walking and biking. The modal PMO with reduction due to benefits due to the project Once a shift to metro and to walking and biking trips is estimated from previous support from the project interventions. This indicator year two indicators. Emission factors and other assumptions to calculate the consultant (tCO2e/year) measures the green aspect GHG emission reduction per year were done using the economic analysis of the PDO. spreadsheet during appraisal and is filed in WBDocs. 4. Number of At appraisal, it was envisaged that this sub-indicator would be calculated This indicator measures the reported accidents Once a as the three-year rolling average (the previous three years before the PMO with number of reported involving non- year monitoring year) of the number of reported accidents the traffic police Traffic Police accidents involving non- motorized vehicles received, including crashes between motor vehicles and non-motorized Page 105 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) or pedestrians in motorized vehicles or vehicles, or between motor vehicles and pedestrians on the project streets Heping, Hebei and pedestrians in the in Heping, Hebei and Nankai pilot areas. However, in the second Nankai pilot areas streets with project restructuring the methodology was adjusted to an annual actual to factor (accidents/year) intervention. This indicator in the delayed completion of the works (as if the rolling 3 year average measures the safety aspect was used, then the final year results would be biased by safety outcomes of the PDO focusing on non- from previous years when road safety interventions weren’t yet motorized modes. Due to complete). The baseline is 1,201 accidents per year for all project streets different implementation in Heping, Hebei, and Nankai pilot areas. sequence, this indicator is further broken down into two sub-indicators to demonstrate impacts on Heping and Nankai, and Hebei, respectively. At appraisal, it was envisaged that this sub-indicator would be calculated 4.1 Number of as the three-year rolling average (the previous three years before the reported accidents This breakdown sub- monitoring year) of the number of reported accidents the traffic police involving non- indicator measures the received, including crashes between motor vehicles and non-motorized motorized number of reported vehicles, or between motor vehicles and pedestrians on the project streets vehicles or accidents involving Once a in Heping and Nankai pilot areas. However, in the second restructuring the PMO with pedestrians in non-motorized vehicles or year methodology was adjusted to an annual actual to factor in the delayed Traffic Police Heping and Nankai pedestrians in the streets completion of the works (as if the rolling 3 year average was used, then pilot areas with project intervention in the final year results would be biased by safety outcomes from previous (accidents/year) Heping and Nankai Districts. years when road safety interventions weren’t yet complete). The baseline (Sub-indicator: is 206 accidents per year for all project streets in Heping and Nankai pilot Breakdown) areas. At the first restructuring, it was envisaged that this sub-indicator would be 4.2 Number of This breakdown sub- calculated as the three-year rolling average (the previous three years reported accidents indicator measures the before the monitoring year) of the number of reported accidents the involving number of reported traffic police received, including crashes between motor vehicles and non- nonmotorized accidents involving non- Once a PMO with Traffic motorized vehicles, or between motor vehicles and pedestrians on the vehicles or motorized vehicles or year Police project streets in Hebei pilot areas. However, in the second restructuring pedestrians in pedestrians in the streets the methodology was adjusted to an annual actual to factor in the delayed Hebei pilot areas with project intervention in completion of the works (as if the rolling 3 year average was used, then (accidents/year) Hebei District. the final year results would be biased by safety outcomes from previous Page 106 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) (Sub-indicator: years when road safety interventions weren’t yet complete). The baseline Breakdown) is 995 accidents per year for all project streets in Hebei pilot areas. This indicator measures the number of sites established for citizen engagement to This indicator is the cumulative number of pilot locations (including metro facilitate project design, stations, street improvements in Heping, Hebei and Nankai) where the city implementation, and has put in place a process of engaging with citizens (men and women) in evaluation, with specific 5. Number of sites the design, implementation, and evaluation phases of the project. gender considerations. with citizen Once a Activities of citizen engagement system include identifying expected PMO with support This indicator showcases engagement year impacts, estimating costs of an intervention, setting up monitoring and from consultant the good practice for other system established evaluation framework, analyzing ex-post results, information large cities in public dissemination to citizens, other districts, and other cities. The process and consultation and crowd- monitoring of this indicator are recorded in the report produced under the sourcing public resources Technical Assistance. for good design, implementation, and evaluation. 5.1 Number of gender-informed This sub-indicator measures (female) citizen This sub-indicator will be built from the process described above. the level of engagement by engagement Once a The engagement is gender-informed and female participation is PMO with support female citizens using the system established year encouraged, gender factors are considered in the process. It will report from consultant number of sites established (number) female engagement. for citizen engagement. (Sub-indicator: Breakdown) This indicator measures the effort to promote green This indicator is the cumulative number of dissemination events to 6. Number of transport strategies and to promote green transport strategies developed in the project, which dissemination disseminate knowledge and includes, but not limited to, international/domestic workshops on green events promoting Once a PMO with support lessons for other large transport; dissemination of green transport knowledge, practice and green transport year from consultant cities. This indicator lessons through different channels such as news, print media, and strategies for large measures the “draw lessons TransFORM; piloting green transport program and events, such as “Green cities for other large cities” aspect Transport Month”, “No Car Day”, and “Bike to Work Day”; etc. of the PDO. Page 107 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Intermediate Results Indicators Description Responsibility Indicator Name Frequency Data Source / Methodology (Indicator definition etc.) for Data Collection 1. Whether changes have been This indicator measures Check TA report on citizen engagement to see if citizens are consulted and made to project whether consultation as Once a if those consultations have resulted in changes to project activities, e.g. activities as a one activity of citizen PMO year the design and implementation of pilots, determine baseline conditions result of engagement has resulted in and establish targets. consultation change in project design. (Yes/No) This indicator is calculated as the percentage of area allocated for biking and walking of the total road space (i.e. for continuous street 2. NMT Space This indicator measures the design, use the total redline width minus the motor lane width in the cross Ratio in percentage of road space Once a section as the percentage allocated for NMT) for all completed project Heping, Hebei and allocated to NMT reflecting PMO year streets in Heping, Hebei and Nankai pilot areas. For the project streets Nankai pilot areas the priority of NMT on that are not completed, use the baseline value of 25 percent. This (percentage) project streets. indicator is the average ratio of all project streets weighted by street length. 3. Kilometers of urban streets Kilometers of urban streets rehabilitated rehabilitated and open to Once a Check the progress report and record the kilometers of streets that and open to traffic PMO traffic in Heping, Hebei and year completed construction. in Heping, Hebei Nankai pilot areas and Nankai pilot areas 4. Percentage of The indicator is calculated as the length of project street with a ChinaRAP km with at least 3- 3-star or above for pedestrians divided by the total length of project star ChinaRAP Percent of km of project streets in Heping, Hebei and Nankai pilot areas. The ChinaRAP team rating for streets in Heping, Hebei and carries out assessment and gives star rating for all length of project streets PMO with Once a pedestrians for Nankai pilot areas rated by for vehicle occupants, motorcyclists, bicyclists, and pedestrians. ChinaRAP year project streets in ChinaRAP as at least 3-star Assessment results carried out after project completion or at engineering team Heping, Hebei and for pedestrians drawing stage are used for the completed project streets. The baseline Nankai pilot areas assessment was carried out by ChinaRAP team in 2015, with 31 percent of (percentage) km of streets having 3-star or above rating for pedestrians. For streets that Page 108 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) are not yet completed, the 31 percent baseline percentage is used. This indicator is the average percentage of all project streets weighted by street length. Number of station areas where connections between metro, bike and public transport have been 5. Number of improved through project Once a Check the progress report at the end of the year and count the number of Matro Company metro station with interventions, including year metro stations with access improvement completed. and PMO access improved providing bike parking, shorten transfer distance, and providing facilities for the disabled 6. Number of bus Number of bus terminals Once a Check the progress report at the end of the year and count the number of Bus company terminals completed under the year bus terminals completed. and PMO completed project 7. Number of TA Number of technical studies completed assistance studies Check the progress report at the end of the year and count the Once a and endorsed by completed with number of TA studies completed with endorsement from relevant PMO year Tianjin endorsement from Tianjin agencies of the Tianjin government. government government Page 109 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) ANNEX 11. Project Components and Financing at Approval Table 11.1. Project Components and Financing at Approval Component Description Financing at and Financing Approval Component 1: This component was to finance the redevelopment of the streetscape in certain parts of Total cost Green Heping and Nankai Districts, including the creation of an integrated pedestrian and bike US$89.48 Transport network with infrastructure investments in, inter alia, street pavement updates, million, IBRD Improvement drainage improvements, street facilities, and landscape improvements. The streets Loan in Heping and were to be repaved with safety facilities, including reconfiguration of existing street US$33.39 Nankai Districts layouts and repaving streets (vehicle lanes, bike lanes, and sidewalks), adding bollards million and barriers separating NMT from vehicles, sidewalk bike parking and on-street parking, bike lane guardrails, pedestrian crossing facilities, street furniture, signage, greening, bus stops, street lighting, junction improvements and selective upgrades of underground drainage pipelines. Component 2: The project was to finance civil works for selected intersection improvements and Total cost Metro Access interconnection facilities (bike parking, bus connection/terminal, taxi connection, US$89.05 Improvement landscaping and park and ride) at about 111 metro stations along existing Tianjin million, IBRD Metro Lines 1, 2, 3, and 9, and Lines 5 and 6 (under construction at the time of Loan appraisal). US$44.9 million Different measures and interconnection facilities were proposed for each station, based on space availability, transport demand from/to different transport modes, and surrounding land use. The size of the facilities was to be defined during preliminary design after the preparation of an integration study. These measures included: • Building or improving bus terminals and bus stops to ease transfer to and from stations, including shifting bus stops closer, and creating direct pedestrian routes. • Building bike parking lots (about 138,000 parking racks) to promote interconnections with the metro system. • Building off-street car parking lots (about 10 lots, covering 11 ha with 3,137 parking spots) in the outskirts of Tianjin to promote park and ride. • Creating taxi drop-off and pick-up areas close to stations. • Optimizing the adjacent junctions to create safer environment for pedestrians and bicyclists. • Improving squares and parks with landscaping to create a pleasant environment for leisure activities. Component 3: This Component was to finance the establishment of a pilot PBS system in the core Total cost Public Bike urban area of Tianjin, as well as in areas along metro lines, to support last mile US$23.14 Sharing (PBS) accessibility. It was to include about 12,370 bikes and 446 stations. Civil works was to million, IBRD System Pilot include paving the PBS stations. The project was to also finance the PBS management Loan system, including hardware and software, the provision of bikes, docking poles, Closed Page 110 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) Circuit Television (CCTV) and other required devices and equipment. Counterpart US$9.77 funding was to cover subsidies for the first three years of the service. million Component 4: This component was to finance the development of selected bus terminals, including, Total cost Bus Terminal inter alia, civil works for the pavement of terminals and bus stops, bus parking, car US$15.99 Development parking, bike parking and service buildings, and the purchase of equipment for bus million, IBRD operation within the bus terminals. The five terminals identified for development were loan part of a program of bus terminal development identified under a previous World US$5.58 Bank project55. million Component 5: TA was to be provided on, inter alia: sustainable green urban transport development; Total cost Technical parking management improvement schemes; the effectiveness of the pilot public bike US$2.90 Assistance sharing system implementation; multi-channel financing mechanisms for urban million, IBRD transport; and surveys and support for the analysis of and reporting on the project loan impact. US$2.64 million • TA-1 Sustainable Green Urban Transport Development - Strategic Study for the Tianjin Central Area (Phase 1 and Phase 2). This study was to evaluate the current state of development of green transport in Tianjin and support the implementation of the proposed pilots under the project, in a way that allows for replication in other locations. It was to include a design review of the pilot projects, as well as public consultation and citizen engagement to ensure that the designs reflect both international good practice, national guidance, and local feedback. It was to also measure the impact of pilots and evaluate them. Based on the evaluation and pilots, the study was to propose a development pattern for NMT and public transport in Tianjin, including operational improvements (such as fare integration) to facilitate multimodal trips. It was also to support Tianjin in developing and proposing strategies to deal with the rapid growth in car ownership in Tianjin, including travel demand management measures. Finally, the study was to build on Tianjin’s existing comprehensive urban transport model to quantify the impact of different strategies on GHG emissions. • TA-2 Parking Management Improvement Scheme for the Core Zone of Tianjin Central Area. This TA was to propose strategies to guide the parking management of motor and non-motor vehicles in the core zone of Central Tianjin. It was to incorporate international experience and design a comprehensive parking management plan to encourage people to use public transit and NMT. • TA-3 Public Bike Sharing System Implementation Result Evaluation. This TA was to evaluate the effectiveness of PBS in terms of operation, fares, and financing, and provide a benchmark for the Tianjin Municipal Government to decide on the subsidy and operational strategies based on the first three years of operation. This TA was to also diagnose issues faced by PBS during its pilot and draw lessons for its future operation. • TA-4 Multi-channel Financing Mechanism of Urban Transport. The TA was to explore new financing options for urban transport projects to ease the financial pressure on 55 Second Tianjin Urban Development and Environment Project (P040599). Page 111 of 112 The World Bank China: Tianjin Urban Transport Improvement Project (P148129) government, including Public-Private-Partnership (PPP) options, equity and bonds, loans, and foreign funds. • TA-5 Surveys and Support for the Analysis of and Reporting on the Project Impact. This TA was to take place towards the end of the project to further support analysis and reporting on project impact and other follow up actions outlined in TA-1. Page 112 of 112