The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) @#&OPS~Doctype~OPS^blank@pidaprcoverpage#doctemplate Project Information Document (PID) Appraisal Stage | Date Prepared/Updated: 27-Jan-2025 | Report No: PIDA0204 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) @#&OPS~Doctype~OPS^dynamics@pidaprbasicinformation#doctemplate BASIC INFORMATION A. Basic Project Data Project Beneficiary(ies) Region Operation ID Operation Name Dodoma Integrated and EASTERN AND SOUTHERN Tanzania P176623 Sustainable Transport AFRICA Project Financing Instrument Estimated Appraisal Date Estimated Approval Date Practice Area (Lead) Investment Project 13-Jan-2025 14-Mar-2025 Transport Financing (IPF) Borrower(s) Implementing Agency Tanzania National Roads Agency (TANROADS), Tanzania Rural and Urban Ministry of Finance and Roads Agency (TARURA), Planning City Council of Dodoma (CCD), Land Transport Regulatory Authority (LATRA) Proposed Development Objective(s) To promote safe, sustainable, and inclusive accessibility in Dodoma City. Components Strategic Multimodal Corridors Improved Access Institutional Enabling Environment and Capacity Building Contingent Emergency Response Component @#&OPS~Doctype~OPS^dynamics@pidprojectfinancing#doctemplate PROJECT FINANCING DATA (US$, Millions) Maximizing Finance for Development Is this an MFD-Enabling Project (MFD-EP)? Yes Is this project Private Capital Enabling (PCE)? No SUMMARY Page 1 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) Total Operation Cost 200.00 Total Financing 200.00 of which IBRD/IDA 200.00 Financing Gap 0.00 DETAILS World Bank Group Financing International Development Association (IDA) 200.00 IDA Credit 100.00 IDA Shorter Maturity Loan (SML) 100.00 @#&OPS~Doctype~OPS^dynamics@envsocriskdecision#doctemplate Environmental And Social Risk Classification Substantial Decision The review did authorize the team to appraise and negotiate B. Introduction and Context Country Context 1. Urban areas are key to economic growth and poverty reduction in Tanzania. The urban population is growing on average 5 percent per year, one of the fastest growth rates among Sub-Saharan Africa (SSA) countries with a similar urban share of the population, ranking third after Rwanda and Burkina Faso. If the same pace of urbanization continues, by 2050 more than half of all Tanzanians will be living in urban areas. Tanzania’s cities produced more than half of the country’s Gross Domestic Product (GDP) and accounted for around 56% of its economic growth since 1990. By 2030 the four largest Tanzanian cities alone (Dar es Salaam, Mwanza, Arusha and Dodoma) are expected to account for almost 60 percent of the country’s GDP. 1 Such urban growth is accompanied by associated challenges, including increasing sprawl, local air pollution, and traffic congestion, which risk deteriorating the quality of life of residents and limiting potential economic and social benefits. 1Worrall, L., Colenbrander, S., Palmer, I., Makene, F., Mushi, D., Kida, T., Godfrey, N. (2017). BETTER URBAN GROWTH IN TANZANIA. A Preliminary Exploration of the Opportunities and Challenges. London and Washington, DC.: Coalition for Urban Transitions. Page 2 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) 2. Exacerbating the challenges associated with rapid urbanization, Tanzania faces significant climate and disaster risks. Even though Tanzania represented only 0.31 percent of global emissions in 2019, it is among the countries most vulnerable to climate change, ranking 145 out of 185 in the ND-GAIN Index of 2021. 2 Tanzania experienced an increase in the frequency and intensity of climate-related stocks such as floods and droughts in recent years, and this trend is expected to worsen with climate change. Climate projections also suggest an increase in the duration of heatwaves and dry spells, less predictable rainfalls, and higher likelihood of floods. Flooding accounts for 43 percent of average annual natural hazard occurrence for 1980 – 2020, 3 with potentially damaging and life-threatening floods expected to occur at least once in the next 10 years. Sectoral and Institutional Context 3. Dodoma, the capital of Tanzania, is experiencing rapid urban growth and economic opportunities. Since 2016, the Government of Tanzania (GoT) has shown a renewed commitment to the 1973 decision to transfer the national capital from Dar es Salaam to Dodoma through significant capital investment and the relocation of public servants. Between 2002 and 2012, Dodoma city’s population was growing at 2.1 percent per year, slower than the average urban growth in Tanzania. However, with increased investments and the relocation of many government functions, the population has dramatically increased, reaching 765,179 residents in 2022 (an average growth rate of 6.4 percent per year).4 Acknowledging its importance, the Dodoma National Capital City Master Plan 2019-2039 (referred to below as “City Master Plan�), outlines a comprehensive development framework over 20 years. 4. This growth has largely been through sprawling development, putting significant strain on this formerly small city. Highlighting the challenge, Dodoma’s population growth has been rapidly outpaced by its physical footprint, with the city’s built-up area expanding by more than 440 percent since 2000 (from 11 km2 to 60 km2 in 2024).5 The vision outlined in Dodoma’s City Master Plan is to incorporate various concepts, merging compact city concepts within the 18km radius outer ring road, with multi-centric commercial hub development further out.6 Major transport demand centers (including hospitals, government offices, markets, and transport hubs) are spread throughout the city, reducing congestion at specific points while increasing the overall trip lengths for most users. 5. As a result of the dramatic increase in the urban footprint and increasing flood risk exacerbated by climate change, many residents have no reliable transport access, with more than 80 percent of the city’s roads unpaved. A recent World Bank assessment indicated that Dodoma will increasingly experience wetter wet seasons, with a particular increase in high intensity rain events. It is projected that 10.5 percent of Dodoma’s road network is vulnerable to future flooding, with accessibility to education, healthcare or government facilities reduced up to 90 percent during severe events in some areas. 2 World Bank Climate Knowledge Portal: https://climateknowledgeportal.worldbank.org/country/tanzania/vulnerability 3 Ibid. 4 The United Republic of Tanzania (URT), Ministry of Finance and Planning, Tanzania National Bureau of Statistics and President’s Office - Finance and Planning, Office of the Chief Government Statistician, Zanzibar. The 2022 Population and Housing Census: Tanzania, December 2022. 5 Barnabas Msongaleli, Happiness Jackson Nnko, Kalista Higini Peter& Stanley Mubako (2022): Characterizing the relationship between urban sprawl and water demand in Dodoma Urban District, Tanzania: 1992–2029, Urban Water Journal. 6 Dodoma National Capital City Masterplan (2019-2039), Main Report; November 2019; The United Republic of Tanzania Ministry of Lands, Housing and Human Settlements Development Page 3 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) 6. Responding to this challenge, Dodoma has seen significant, although uncoordinated, investment in transport infrastructure. Dodoma’s transport network has historically been structured around the junction of two major freight corridors, the Central Corridor which links Dar es Salaam with landlocked neighbors to the west, and the Cairo-Cape Town highway serving major north-south traffic. Coming together in the central business district (CBD) of the city, these corridors double as the major arterial roads of the city, serving both local and transit freight traffic. To divert some of this freight traffic away from the CBD, three ring roads are planned, with some sections already being constructed. The 112.3km outer ring road is currently under construction through African Development Bank (AfDB) financing, while Japan International Cooperation Agency (JICA) has recently signed an agreement to support part of the inner ring road. The city is also served by two Central Corridor railway systems – the long-established meter gauge railway (MGR) and a newly opened standard gauge railway (SGR). The existing domestic airport is undersized, necessitating a new international airport which is under construction with AfDB support. While Tanzania’s road agencies, Tanzania National Roads Agency (TANROADS) and Tanzania Rural and Urban Roads Agency (TARURA), are working to build out the road network, the scale of demand is not matched by the available resources. Due to inadequate coordination and siloed planning amid the high volume of investments, there is poor integration of services to users. 7. Tanzania’s transport agencies have expertise within their mandates; however, coordination is limited, and urban mobility remains a persistent challenge. In addition to TANROADS and TARURA, which are collectively responsible for developing and maintaining the road network, the Land Transport Regulatory Authority (LATRA) regulates public transport services, the Tanzania Railways Corporation (TRC) develops and operates the MGR and SGR systems as well as potential light rail urban services, the City Council of Dodoma (CCD) oversees urban development in the city, and the Dar es Salaam Bus Rapid Transit (DART) provides advice and studies the potential for implementation of bus rapid transit (BRT). At the ministerial level, these agencies variously report to the Ministry of Works, the Ministry of Transport, and the President’s Office, Regional Administration and Local Government (PO-RALG). While these agencies address their specific challenges with improving capability, the urban transport space remains underserved, with no agency mandated to coordinate investments or services. The costs of this fragmentation are felt primarily by users, with a recent World Bank study on transport in Dar es Salaam finding that the number of transport modes used for commuting is negatively correlated to wages due to poor integration efficiency.7 8. While urban transport challenges are not yet significant in Dodoma, rapid growth and economic development are quickly changing the transport paradigm. Dodoma still enjoys relatively high accessibility to jobs and amenities with the average resident accessing 68 percent of jobs within a one-hour commute by public transit, and 81 percent of the population able to reach a primary school within an hour.8 While public transport doesn’t provide an ideal user experience, waiting time is not yet a major problem and route compliance is relatively good. This is changing, however, as rapid population growth and recent investments related to the shifting of government functions are quickly straining the existing transport systems, and economic development is enabling the growth of private car ownership. This shift to such alternatives, including motorcycles and private vehicles, is leading to increasing congestion, inefficient road use, deteriorating public transport, and diminishing accessibility. As throughout Tanzania, road safety is an ongoing challenge. In Dodoma, this is exacerbated by the underdeveloped arterial roads, which carry all traffic types. Developing these roads into complete streets, addressing the needs of all users and providing safe mobility for even the most vulnerable, will be a critical challenge. 7Iimi, A. Access to Jobs, Commuting Time and Multimodality: Evidence from Dar es Salaam. World Bank. unpublished 8 Ochoa, Maria Catalina, Juliana Aguilar-Restrepo, Jesse Harber, and Daniel Turk. 2021. Shifting the Mobility Paradigm of Intermediate Cities in Tanzania. Urban Transport for People. Washington, DC: World Bank. Page 4 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) 9. As in many smaller African cities, public transport largely takes the form of informal minibus operations (daladalas), with 2- and 3-wheel taxis (known locally as bodabodas and bajajis, respectively) fulfilling the shorter or more time critical trips. These daladalas operate independently, with drivers typically renting the vehicle for the day. As a result, operations are characterized by drivers competing for passengers, long wait times as vehicles wait to be fully occupied, poor reliability, and unpredictable service. Combined, these factors result in a poor rider experience and a declining mode share, with lower capacity but higher cost modes filling in the gap. Exacerbating the challenge, Dodoma’s sprawling land use creates a fundamental challenge for higher capacity modes, as it takes more time to collect enough passengers to fill each vehicle and daladalas must travel much longer distances per route, increasing costs for operators and passengers. 10. As in many developing cities, the urban transport system caters more effectively to the needs of some travelers than others, people living with disabilities, those with lower incomes, and many women especially underserved. Data from Dodoma indicates that women's mobility is significantly different from men’s. In a study conducted on intermediate cities in Tanzania, 32 percent of women reported traveling for medical issues, grocery shopping, or other types of shopping, compared to only 16 percent of men. Women place greater importance on the convenience of the route and its ability to take them where they need to go (35.6 vs. 3 2.5 percent), as well as the spaciousness of the bus (5.6 vs. 3.6 percent). Although there is no sex-disaggregated modal share data for Dodoma, global trends show that women often walk more, including walking with children. In addition, studies have documented cases of psychological abuse and sexual harassment experienced by women in public spaces and on buses.9 In addition, the city’s transport structure has increasingly disadvantaged poorer users, who are the primary users of public transport and walking and cycling infrastructure. The urban sprawl-driven increase in trip lengths and shift towards smaller modes has increased the transport costs faced by such users, while the fragmented and unsafe walking and cycling infrastructure limits their access to s afe alternatives. Finally, for users with disabilities, the city’s poor infrastructure presents major hurdles, especially due to the lack of universal accessibility features (such as curb cuts and ramps, crossing signals, or tactile pavers). All such groups are disproportionately affected by the fact that only 3 percent of road space in the city center is allocated to walking and cycling infrastructure, and even less in peri- urban areas.10 11. Noting the challenges described above, the GoT launched the preparation of an Integrated Transport Masterplan for Dodoma.11 This masterplan is intended to build on the City Master Plan, provide a coordinated roadmap for transport development in the city, and take into account current challenges as well as the long-term vision which is integrated with the city’s land use planning and guiding the development of the transport system overtime in a resource efficient manner. As a first step in preparation of the Transport Masterplan, a set of “no-regret� activities has been developed, ensuring ongoing and short-term priorities (including those in the project) will be incorporated into the final Transport Masterplan. 12. Very few women work in the transport sector in Tanzania, perpetuating gender wage gaps. In Tanzania, women are less likely to be in wage work and receive lower pay than men when they do, partly due to time constraints related to childcare responsibilities that prevent them from working longer hours: analysis of the latest Living Standards 9 Violence against women in public spaces in Tanzania, 2023 10 Ibid. 11 Under implementation under the World Bank Financed Tanzania Transport Integration Project (P165660) Page 5 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) Measurement Study (LSMS) data for Tanzania finds that women wage workers work fewer hours than men in both urban and rural areas and that women spend more time on non-market activities.12 LSMS data for Tanzania show that only 22 percent of women versus 48 percent of men were in wage employment in the prior 12 months.13 Women in urban areas are most likely to be employed in unskilled labor (38 percent), while men in urban areas are most likely to be employed in the skilled manual labor sector (34 percent). Among those employed in the transport and storage sector, women represent 2.8 percent. In the construction sector, women make up 3.2 percent of the workforce.14 Interviews with stakeholders indicate that the low participation of women in the transport sector can be due to limited amount of women studying and completing STEM careers, limited access to information and role models, few opportunities for women engineers for school to work transition and, for instance, complete the three years requirement to register in the Engineering Registration Board to be able to execute the profession. A gender assessment for Tanzania reveals that of those in higher learning institutions, 26.1 percent enroll in STEM subjects, of which 32.6 percent are women. The assessment also highlights that girls perform worse than boys on STEM subjects under the Certificate of Secondary Examination.15 Data also shows that even if some women professionals can register as engineers with the Engineering Registration Board, very few make it into the labor market. 13. The proposed project is aligned with the World Bank’s Country Partnership Framework (CPF) for Tanzania (FY25–FY29). The project is aligned to the first area of focus “Enhance productivity and accelerate equitable and sustainable growth� which highlights the need to have better planned, serviced and functioning transport infrastructure to address spatial service delivery inequalities and guarantee universal access. It also supports the CPF’s commitment to address gender inequality in all aspects of women’s lives.16 14. The project is also aligned with Tanzania’s national planning, especially its vision for the development of a new capital in Dodoma. The Tanzania National Five-Year Development Plan of 2021/22 – 2025/26 has outlined GoT’s focus on development of Dodoma as Tanzania’s capital city. Among the priorities for Dodoma City listed in this plan is the construction and strengthening of travel and transport infrastructure, and the sustenance of efforts towards green urban development and environmental conservation.17 The project is fully consistent with the goals of the Paris Climate Agreement and Tanzania’s climate commitments outlined in its Nationally Determined Contributions (NDC). The 2021 NDC sets forth Tanzania's adaptation strategies, aiming to mitigate the effects of climate variability, including droughts and floods, on its ecosystems and productive sectors. Furthermore, Tanzania has identified transportation as a critical sector for mitigation efforts. It commits to introducing and promoting walking and cycling in major and metropolitan cities by 2030 and enhancing low-emission transport systems. In its upcoming Tanzania Country Climate and Development Report, the World Bank reinforces these objectives, with priority climate actions focused on improving public transport options and building out the urban walking and cycling networks as key mitigation measures, while reinforcing the importance of city wide planning for resilience.18 12 Ibid. 13 Ardina Hasanbasri, Talip Kilic, Gayatri Koolwal And Heather Moylan. (Forthcoming) LSMS+ PROGRAM IN SUB-SAHARAN AFRICA: FINDINGS ON INDIVIDUAL-LEVEL DATA COLLECTION ON LABOR, AND ASSET OWNERSHIP AND RIGHTS. World Bank. 14 ILOSAT: https://rshiny.ilo.org/dataexplorer13/?lang=en 15World Bank. (2022). Tanzania Gender Assessment. https://documents1.worldbank.org/curated/en/099155103312251069/pdf/P1760510ca289d0400a40e03f6408826f07.pdf 16Country Partnership Framework for the United Republic of Tanzania for the period FY25-FY29 https://documents1.worldbank.org/curated/en/099061724153527007/pdf/BOSIB193d9b4f005a1a0c01407ba1414034.pdf?_gl=1*jrsln1*_gcl_au*MTY1MDc5ODg5Lj E3MTkxNTI2NDE. 17 Tanzania National Five-Year Development Plan 2021/22-2025/26 https://smartdatafinance.org/storage/2021-10-19/5tWlz4vFWrcMarJ.pdf 18 United Republic of Tanzania Country Climate and Development Report. World Bank Group. Unpublished Page 6 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) C. Proposed Development Objective(s) Development Objective(s) (From PAD) To promote safe, sustainable, and inclusive accessibility in Dodoma City. Key Results 15. The project is expected to contribute to the long-term achievement of the Dodoma Capital City Masterplan’s vision. The anticipated impacts of the project encompass a broad spectrum of benefits, including enhanced economic welfare—such as in increased income, wages, consumption, and land values. It also aims to foster greater social inclusion by creating more and improved job opportunities for underserved communities and women, alongside promoting increased equity. Environmental quality is expected to improve through the reduction of pollution and the conservation of the city. Additionally, the project seeks to increase economic resilience and enhance the resilience to the damaging impacts of climate change. 16. The project is designed to offer a comprehensive approach to tackling some of the most pressing challenges faced by Dodoma city, including: a) institutions (such as a lack of coordination between stakeholders, fragmented data, mode specific institutions, and institutional capacity constraints regarding planning and implementation); b) planning, policies and regulations (including a lack of integration between land use planning and transport planning, urban street design guidance, informal public transport systems, and an implicit prioritization of vehicles over other road users); and c) missing links and bottlenecks in the existing transport infrastructure, including under-developed arterial roads (single carriageway two lane roads, unpaved access roads, limited and fragmented walking and cycling infrastructure, etc.). To set the city onto a more sustainable transport trajectory, progress will need to be made against each of these challenges in a coordinated manner. 17. The project’s primary beneficiaries will be the 430,000 people provided improved mobility and access by the project’s investments (56 percent of all residents in the city), of which 221,600 are women and 81,700 of which are youth.19 It will provide improved access and mobility to those utilizing the project’s improved corridors (351,00020), provide access by the project’s resilient access routes (277,00021), CBD improvements (55,00022), and walking and cycling infrastructure (estimated 289,00023). It will also directly benefit the 750 public transport drivers currently working in the city, as well as others working in the sector (conductors, maintenance staff, terminal operators, cleaners, etc.). The specific number of additional beneficiaries will be determined through an ongoing public transport reform labor impact assessment. Indirectly, the project will facilitate the creation of an estimated 16,600 new jobs by 2030 through its impacts on the wider economy and urban form. In addition, the project will benefit about 75 government officials involved in the project’s preparation and implementation as well as those which benefit from the project’s support for the government’s internship programs. 18. The project objectives will be monitored through the following indicators: • Millions of people that benefit from improved access to sustainable transport infrastructure and services (gender-disaggregated) 19 Population aged 15-24 years 20 Residents within 2k of Corridor investments 21 Residents within 2k of Access Roads 22 Residents within 500 meters of CBD improvements 23 Residents within 500 meters of improved walking and cycling network Page 7 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) oNumber of direct users of project corridors (including public transport riders, pedestrians and cyclists) o Number of indirect users (residents within 500 meters of improved transport facilities) • Urban accessibility to jobs in 60 minutes by public transit, walking and cycling (percentage) • Transport-related accidents on project corridors, per vehicle-kilometer traveled (number) D. Project Description 19. The project is intended to address the critical transport challenges facing Dodoma, while supporting the city’s longer term sustainable development. Adopting an “Avoid-Shift-Improve� approach, the proposed components are informed by the “no-regret� critical investments identified through the Integrated Transport Masterplan. They also support the continued dominance of public transport and walking and cycling for most trips, while ensuring climate resilience and road safety for the city’s residents. 20. Component 1 – Strategic Multimodal Corridors: This component is intended to improve the infrastructure and public transport services on the city’s key mobility corridors. These strategic interventions comprise of the following sub-components: (a) Subcomponent 1.1 - Multimodal Corridor Infrastructure Development: Dodoma, positioned at the crossroads of two major trade corridors, features a road network centered around four radial arterial roads extending from the CBD in each cardinal direction. Based on the vision for sustainable transport development established by the Integrated Transport Master Plan, these roads will be expanded into comprehensive multimodal corridors, meeting the current needs of all users while building a foundation for sustainable future development. As these corridors join at the CBD of the city, improvements in the major roads in the CBD will also be made, including improved pedestrian facilities, and traffic management at junctions. Based on feasibility studies and preliminary designs for the development of these nationally important trade corridors, the project will finance the upgrading of the existing two-lane roads serving all traffic along these corridors through an integrated corridor management approach. The upgraded corridors will include safe pedestrian and cycle ways along their full lengths, dedicated bus lanes in high demand areas, bus stops and shelters, improved junction design (including bus priority along bus priority sections), climate resilient drainage and design in flood prone areas as informed by a city-wide climate change vulnerability study24, greening and tree planting, gender sensitive design features (including violence- preventing environmental design) and improved road infrastructure including dual carriageways and two mixed traffic lanes in each direction for improved safety. Selected corridors include: (i) Dodoma towards Morogoro: This vital corridor connects the CBD to eastern demand centers including the Tanzanian Parliament and upcoming developments. (ii) Dodoma towards Arusha: Linking to the under-construction Msalato International Airport, this route supports northward connectivity. (iii) Dodoma towards Iringa: Enhancing connections to the south, this corridor links the CBD with the Dodoma SGR terminal and Mkonze bus station. (iv) Primary CBD Roads: Upgrades in the CBD will focus on major roads through the CBD, improving pedestrian, cycling infrastructure, drainage, lighting, and traffic. (b) Subcomponent 1.2 - Public Transport Service Improvement: Recent research has confirmed that infrastructure improvements alone do not sufficiently enhance accessibility or mobility. Complementing the infrastructure 24 Resilience Analysis of Urban Transport Network in Dodoma and Arusha, Tanzania. World Bank. Unpublished Page 8 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) enhancements, supported by the project, this subcomponent will support reform of Dodoma’s informal public transport sector to deliver safer, more reliable, and affordable services. Activities will include a feasibility study to confirm and guide overall sector reform, technical assistance in the development of revised legal and regulatory oversight, improved capacity for planning and monitoring daladala operations within LATRA and CCD, and support for the transition costs related to business model reform, such as i) Voluntary pooling of vehicles and associated operating licenses managed in a collective arrangement as opposed to individual operators, ii) Introduction of a service headway on participating routes providing regular and reliable services to users; iii) Drivers remunerations move from daily targets based on ridership towards driver salaries and associated benefits, iv) Introduction of standard working operating hours for drivers and operators, and v) Technology enhancements for cash collection and tracking of vehicles. These will be further refined by the feasibility study, which will also explore continuous dialogue platforms, capacity building, and mechanisms to address sexual harassment and support gender equity in the transport sector. This comprehensive approach aims to transform Dodoma’s informal transport into a coordinated system that supports the city’s broader transport objectives. 21. Component 2 – Improved Access: Under this component, critical investments will be made to enhance reliable access for residents of the city, including improved local neighborhood and CBD roads that will get new pedestrian, cycling, and public transport infrastructure. Activities under this component have been selected based on “no-regret� projects included in the Dodoma Integrated Transport Masterplan, especially those that address critical mobility needs of vulnerable road users such as pedestrians, cyclists, women, youth, and elderly, as well as those that promote sustainable transport overall. In addition, the selection and design of these activities has been informed by a climate impact study25 that identified flooding as the main risk to the transport network, a risk which will become increasingly severe due to climate change and that especially impacts women due to their differing mobility needs. Based on the flood modeling conducted, this component proposes context-specific drainage improvements that will address Dodoma’s increased flood risk. Building on this framework, the project will support the following under the main s ub- components: (a) Subcomponent 2.1 - Complete Neighborhood Streets: Selected access roads have been identified for improvement through a complete streets approach26 (including upgrading of the road surface to a paved standard, walkways, cycle ways where right-of-way and traffic conditions allow, improved drainage and street lighting, and daladala stops). Streets have been selected based on existing demand, connectivity of residents to all weather roads, and the impact of the road on reducing the risk disruptions caused by floods (including prioritizing roads in identified flood prone areas and completing critical alternative routes when other roads are inundated). (b) Subcomponent 2.2 – Walking and Cycling Network Development: This subcomponent aims to support Dodoma's use of walking and sustainable city goals by developing approximately 60km of pedestrian and cycle paths along existing roads and through green spaces. The chosen routes will fill gaps in the current network, enhancing safe access to jobs and services in pedestrian-dense areas lacking sufficient infrastructure. Upgrades will include new walkways, lighting, drainage, road resurfacing where necessary, and cycle lanes where possible. Additionally, improvements will be made in areas with high crash rates and in green spaces to bolster walking and cycling infrastructure. (c) Subcomponent 2.3 – Strengthening Public Transport Facilities: The subcomponent will focus on priority investments from the Integrated Transport Masterplan, potentially including a daladala terminal linked to the SGR station and other key interchange points. The final selection of sites will be determined as the masterplan is finalized. This component will emphasize investments that cater specifically to women, 25Resilience Analysis of Urban Transport Network in Dodoma and Arusha, Tanzania. World Bank. Unpublished 26Complete Streets is a design principle by which streets are planned, designed, operated and maintained to enable safe, convenient and comfortable travel and access for users of all ages and abilities regardless of their mode of transportation. Page 9 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) informed by an analysis of gender differences in mobility under Subcomponent 1.2. Initial assessments suggest that three public transport facilities will be included. 22. Component 3 – Institutional Enabling Environment and Capacity Building. As outlined above, while Tanzanian transport agencies are highly experienced and competent within their individual mandates, they face a challenge in the urban mobility space, where mandates intersect and specific functions and skills have not been well developed. Urban transport in Tanzanian cities is managed by a combination of local and national government stakeholders who are traditionally trained and experienced in road infrastructure projects but lack experience with urban mobility development, supporting technology, and effective coordination. In particular, this component will finance the establishment and operationalization of a coordination mechanism which will bring together members from key stakeholders (TANROADS, TARURA, CCD, LATRA, TRC, Dodoma Regional Council, etc.) on a regular basis to discuss the DIST project and transport related considerations for all other ongoing initiatives in the city. While this mechanism is expected to address short term coordination challenges, the project will also finance the assessment of options for a more structured and formal solution to transport coordination in Tanzanian cities. This component also support the capacity building, policy development, and implementation support needed to support urban mobility planning in a sustainable way. (a) Sub-component 3.1 - Capacity Building and Policy Development: This subcomponent will address the enabling environment required to drive sustainable urban transport networks and improve road safety. It will establish and capacitate appropriate institutional arrangements and provide them with digital systems and frameworks to enhance sustainable mobility and road safety in Dodoma and across Tanzania (where national level policies or strategies are developed). Specifically, it will support the implementation of a Dodoma urban mobility coordination mechanism as well as critical policies and strategies. Moreover, for nurturing future professionals in urban and transport planning, funding will be allocated to Government-led programs such as the Structured Engineers Apprenticeship Programme (SEAP), hosted by the Engineers Registration Board, to promote a strong participation of women and supporting the talent pool for urban planning through Tanzania Employment Service Agency (TaESA) under the Prime Minister’s office. The project will also support GoT with analytical support to understand the barriers for women to progress in engineering careers at different levels (from professional to consulting engineers) and develop a road map of action, in addition to support to the Women Participation Unit of the Ministry of Public Works on its Science, Technology, Engineering and Mathematics awareness program for female students. (b) Sub-component 3.2 - Project Implementation and Supervision: Based on the identified capacity strengthening needed within each implementing agency, this subcomponent will support project management costs and will support the capacity enhancement of project staff and institutions, focusing on transport planning, engineering, financial management, procurement, environment and social safeguards, and budgeting. 23. Component 4: Contingent Emergency Response Component (CERC): This zero-dollar component will allow for swift reallocation of credit proceeds from the other components to provide immediate emergency recovery support following an eligible crisis or emergency. Following an eligible crisis or emergency, the Government may request that the World Bank reallocate project funds to support emergency response and reconstruction. Activation of the CERC (and financing to be provided) will require the World Bank’s no-objection upon: (a) declaration of an emergency by GoT; (b) a request letter for CERC activation and the evidence required to determine the eligibility of the emergency as defined in the CERC Manual; (c) an Emergency Action Plan, including the emergency expenditures to be financed; and (d) meeting the environmental and social requirements as agreed in the Environmental and Social Commitment Plan and CERC Manual. Page 10 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) @#&OPS~Doctype~OPS^dynamics@pidaprlegalpolicy#doctemplate Legal Operational Policies Triggered? Projects on International Waterways OP 7.50 No Projects in Disputed Area OP 7.60 No Summary of Screening of Environmental and Social Risks and Impacts 24. Environmental risk is rated Substantial. The main environmental impacts and risks associated with the construction and operation of road and urban transport infrastructure, including associated facilities like camps, equipment yards, and quarries, include: (i) habitat disruption from material sourcing, (ii) health and safety hazards during construction and operation, (iii) increased road safety risks due to faster and more frequent traffic, (iv) management of hazardous materials, (v) stormwater management challenges leading to increased runoff, and (vi) limited environmental and social management capacity among implementing agencies like TANROADs and TARURA. Although these risks are manageable and not considered highly sensitive due to the project's location in an already impacted area, they require effective mitigation strategies. Positively, the project will enhance air quality by reducing traffic congestion and vehicle idling, thus lowering greenhouse gases, and improve urban resilience by upgrading drainage infrastructure to reduce flooding risks. 25. In relation to Social risk, the rating is Substantial. Component 1 is expected to be implemented mainly within existing wayleaves, thereby minimizing need for land acquisition, but is expected to involve clearing of encroachments on the wayleaves. A February 2023 screening observed encroachment involving hundreds of persons, including shops, brickmaking, and agriculture, and dwellings along road reserves of all four radial roads. Temporary and/or permanent acquisition of borrow pits and quarry sites for construction related material may also require land-take resulting in physical and/or economic displacement. Other social risks relate to: (i) OHS involving road construction/rehabilitation; (ii) labor influx and associated Gender Based Violence/Sexual Exploitation and Abuse-Sexual Harassment; (iii) pressure on local amenities/resources fomenting social tensions with local communities; (iv) increased incidence of transmission of communicable diseases including HIV/AIDS and COVID-19 due to interactions among project workers and between workers and local communities; (vi) exclusion of persons with disabilities, women, and other members of vulnerable groups due to limited access to information and project benefits. TARURA is a new institution with three sociologists at the headquarters, and thus with low capacity to manage environmental and social risks related to the project. The E&S risks will be addressed through preparation and implementation of: (i) Resettlement Policy Framework to guide preparation of site specific Resettlement Action Plans; (ii) Environmental and Social Management Framework to guide preparation of ESMPs and C-ESMPs; (iii) Labor Management Procedures with Code of Conduct; (iv) Stakeholder Engagement Plan with Grievance Redress Mechanism; and v) Sexual Exploitation and Abuse-Sexual Harassment Prevention Response Action Plan. E. Implementation Institutional and Implementation Arrangements 26. Project preparation has been led by a multi-agency Technical Working Group (TWG), which will be expanded during implementation to better coordinate transport issues in the city. This TWG, has been led by the Ministry of Works Page 11 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) and includes participants from the Ministry of Transport, PO-RALG, TANROADS, TARURA, LATRA, TRC, DART, CCD and the Dodoma Regional Administration. Bringing together all GoT stakeholders, this working group has ensured all project activities are selected and designed in an integrated way. During implementation, noting the four implementing agencies and many intersections between subprojects (both physical and conceptual), the TWG’s role will be expanded, with members meeting on a regular basis (monthly) to discuss progress of all project activities and areas for alignment. In addition, as the TWG includes participants from all transport sector stakeholders, it will provide a regular venue to discuss transport issues in the city to improve regular coordination and delivery of the Dodoma Integrated Transport Masterplan. The TWG will also support the CCD, acting as an advisory body for transport related aspects of major projects. 27. The project will include four implementing agencies, TANROADS, TARURA, LATRA, and the CCD. TANROADS, as the most experienced agency in the implementation of World Bank projects, will serve as coordinator as well as implementer of the majority of project budget. TARURA will implement works within their mandate, LATRA as public transport regulator will lead on the public transport reform, and CCD will have responsibility for public transport facilities. Where activities fall within the mandate of a Ministry (such as Works, Transport or PORALG) the responsibility for implementation has been assigned to their respective reporting agency (TANROADS, LATRA, and TARURA and CCD respectively). 28. A Project Steering Committee, co-chaired by the Permanent Secretary of the Ministry of Works and the Permanent Secretary of PO-RALG, will convene biannually for overall monitoring and decision making. Membership will include the Prime Minister’s Office, the Ministry of Finance, the Ministry of Transport, TANROADS, TARURA, LATRA, TRC, CCD and the Dodoma Regional Administrative Secretary. The project’s Technical Working Group above will report to the steering committee and ensure daily oversight of the project. @#&OPS~Doctype~OPS^dynamics@contactpoint#doctemplate CONTACT POINT World Bank Adam Stone Diehl Senior Transport Specialist Ignacio M. Urrutia Duarte Senior Disaster Risk Management Specialist Yonas Eliesikia Mchomvu Senior Transport Specialist Borrower/Client/Recipient Ministry of Finance and Planning Dr. Natu El-Maamry Mwamba Permanent Secretary ps@mof.go.tz Implementing Agencies Page 12 The World Bank Dodoma Integrated and Sustainable Transport Project (P176623) Tanzania National Roads Agency (TANROADS) Mohamed Besta Chief Executive tanroadshq@tanroads.go.tz Tanzania Rural and Urban Roads Agency (TARURA) Victor Seif Chief Executive ceo@tarura.go.tz City Council of Dodoma (CCD) Frederick Sagamiko City Director cd@dodomacc.go.tz Land Transport Regulatory Authority (LATRA) Habibu Suluo Director General habibu.suluo@latra.go.tz FOR MORE INFORMATION CONTACT The World Bank 1818 H Street, NW Washington, D.C. 20433 Telephone: (202) 473-1000 Web: http://www.worldbank.org/projects @#&OPS~Doctype~OPS^dynamics@approval#doctemplate APPROVAL Task Team Leader(s): Adam Stone Diehl, Ignacio M. Urrutia Duarte, Yonas Eliesikia Mchomvu Approved By Practice Manager/Manager: Almud Weitz 10-Dec-2024 Country Director: Milena Petrova Stefanova 27-Jan-2025 Page 13