Produced for The President’s Office Regional Administration and Local Government (PO-RALG) DAR ES SALAAM DAR ES SALAAM BRT PHASE 1 METROPOLITAN CORRIDOR DEVELOPMENT DEVELOPMENT STRATEGY PROJECT VOLUME 1 - PART A CDS VISION & STRATEGY 2018 - 2032 Integrated Transport and Land Use Planning Strategy  Dar es Salaam Bus Rapid Transit (BRT) Phase 1 Corridor November 2018 Sponsored by Project Team Key Stakeholders and Consultees Municipalities (Ilala, Ubungo, Kinondoni, Temeke, Kigamboni) Dar City Council (DCC) Dar Rapid Transport Agency (DART) Vice President’s Office (VPO) Ministry of Lands, Housing and Human Settlements Development (MLHHSD) Ministry of Finance and Planning (MOFP) National Bureau of Statistics (NBS) Ministry of Trade and Investment (MIT) Tanzania Investment Centre (TIC) Ministry of Home Affairs and Security (MOHAS) Ministry of Works, Transport and Communications (MOWTC) Tanzania National Roads Agency (TANROADS) Surface and Marine Transport Regulatory Authority (SUMATRA) Tanzania Revenue Authority (TRA) National Institute of Transport (NIT) Reli Assets Holding Company (RAHCO) Tanzania Rail Limited (TRL) Roads Fund Board (RFB) Regional Road Board National Housing Corporation (NHC) Tanzania Electricity Supply Company (TANESCO) Dar es Salaam Water and Sewerage Corporation (DAWASCO) Tanzania Telecommunication Company Limited (TTCL) Japan International Cooperation Agency (JICA) The following document summarises the outcome of a complex set of studies undertaken by the Project Team, led by Broadway Malyan, over the course of 2017 and completed in June 2018 on behalf of the Client (PO-RALG). In most instances, third party baseline data has been used to prepare this report and this data should be verified before it is relied upon. The Project Team does not accept any responsibility or liability for any errors or omissions in the data. Please refer to Appendix A for the data and methodologies used. All reports and documentation used to prepare this report can be requested from PO-RALG. Produced for Sponsored by The President’s Office Regional Administration and Local Government (PO-RALG) Project Team DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT Contents Foreword From the Project Curators 06 Endorsements 08 How to Use the Suite of Documents 10 The Purpose of This Document 15 1 Context & Vision 17 Introduction 18 TOD at the Heart of the Vision 22 Learning From the Benchmarks 24 A Collaborative Process 26 Summary of the Baseline Condition Within the Corridor 34 Development Scenarios 44 2 Strategies51 Analysing Existing Conditions 52 Overall Station Scoring 62 Development Framework 66 Zoning Strategy 73 2.1 Strategies - Urban Planning 75 2.2 Strategies - Transport & Connectivity 145 2.3 Strategies - Integrated Infrastructure 229 2.4 Strategies - Regeneration 281 2.5 Strategies - Community Facilities 323 3 Economic Impact 363 3.1 Economic Strategy for Maximum Impact 364 3.2 Connecting the Economic and Physical Strategies 365 3.3 Real Estate Market Appraisal 382 4 Governance & Implementation 391 4.1 Land Value Capture 394 4.2 Governance & Capacity Building 410 4.3 Step-by-Step Approach 428 4.4 CDS Planning Policy Areas 464 5 Pilot Projects 479 5.1 Ubungo Pilot Project 482 5.2 Gerezani Pilot Project 510 Abbreviations & Figure Index 537 Abbreviations 538 Figure Index 540 Project Team 548 06 Foreword From the Project Curators PO-RALG PO-RALG The President’s Office for The President’s Office for Regional Administration and Regional Administration and Local Government (PO-RALG) Local Government (PO-RALG) Eng. Emmanuel K. Charles A. Mariki Ndyamukama Senior Town Planner, DMDP Sub-Project DMDP Sub-Project Coordinator Manager This document focuses on the Bus Rapid Transit (BRT) Since its launch, the BRT Phase 1 Corridor, has been development along the BRT Phase 1 Corridor, applying an acknowledged success, which has demonstrated a Transit Oriented Development (TOD) approach to the the case for applying the same approach to redevelopment of Dar es Salaam. The concept of TOD Dar es Salaam’s other key corridors and orbital has been hailed as a model for integrating land use routes in the central part of the city. The BRT Phase with transportation in the interest of smart growth and 1 Corridor has transformed the city’s mobility offer. economic enhancement. The BRT network is bringing the city new The Government of Tanzania has invested substantial opportunities, including increased land and rental funds in the planning and construction of the BRT values and new. The Government of Tanzania Phase 1 Corridor, but had not yet incorporated TOD appointed a multidisciplinary team of consultants principles to its planning and regeneration strategies to prepare an Integrated Land Use Plan for the and frameworks for the corridor planning area, which Corridor to optimize the adjacent land uses extends over more than 5,000 hectares. To enhance within a kilometre of the network, proposing new cost recovery, contribution to economic gains and land development strategies to regenerate and smart growth along the corridor, a TOD approach has develop the area. The new plan seeks to mitigate been developed and tailored to this specific context to Dar es Salaam’s monocentric structure, which maximize the regenerative benefits from the intensified places all of its focus on its Central Business District transport infrastructure being developed here. (CBD). New commercial centres are encouraged at the key nodes planned to incorporate TOD principles to establish vibrant new centres for job creation, accessibility, connectivity, urban space and improved urban living standards with access to amenity and utility services. 07 The document has been prepared at an appropriate time to provide a guiding tool for piloting potential investment projects along BRT Phase 1 Corridor, which can also be applied to all or any of the subsequent initiatives for new mass transit routes in the city. Eng. Emmanuel K. Ndyamukama The World Bank Chyi-Yun Huang Senior Urban Development Specialist Dar es Salaam, the largest city in Tanzania with a It is in this context that the Tanzania government is population of more than 5 million people currently, working with a large group of stakeholders, supported is expected to become a mega city by 2030. However, by the World Bank and the Nordic Development its growth has been largely organic and shaped Fund, to formulate a Corridor Development Strategy by informality, coupled with a lack of effective (CDS). Our hope is that the CDS will provide an public transit modes. A turning point came with the integrated land use plan and implementation strategy operation of the first bus-rapid transit (BRT) line in based on international best practices to guide the Dar es Salaam – which is also a first in East Africa detailed development and appropriate densification and garnered the prestigious Sustainable Transport along the BRT Corridor. It will also provide Award from the Institute for Transportation and Transit Oriented Development (TOD) Guidelines and Development Policy (ITDP). Pedestrian Oriented Development solutions for future BRT corridors. While the BRT provides a significant opportunity for both the public and private sectors to invest in urban The journey of formulating the CDS has brought development and improve the utilization of land together a diverse and complex group of stakeholders along the corridor, the changes need to be carefully towards a common agenda. It is our wish that the guided, so they are appropriate contextually and roadmap and tools provided through the CDS culturally. In addition, a careful balance needs will assist decision makers as well as capacitate to be maintained to ensure that lower-income key stakeholders to prioritize critical pilots and communities and the greater public also benefit demonstration projects to kick start a virtuous from the resultant economic and social gains cycle of maximizing the BRT’s positive impacts over time. for urban mobility and enhancing sustainable development patterns. 08 Endorsements Dar es Salaam City Council Isaya Mwita Hon. Lord Mayor The City of Dar es Salaam has consistently been It is with this in mind that Dar es Salaam has taken recognized as largest City in Tanzania and best places a leadership position in developing an Integrated to live, raise children, and invest. Transport and Land Use Planning Strategy and holistic City Master Plan. The Plan directly Dar es Salaam has been growing steadily over the last complements our Community Vision and Pillars 20 years and will continue to do so in the decades of Sustainability. When this plan is implemented, to come. As we grow in population, our economic Dar es Salaam will be among best cities in Africa to activity increases. Currently our communities face attract more investments and create more jobs and challenges associated with uncoordinated rapid increased life standard. urbanization, increased urban risks and loss of urban economy due to untapped resources. Transportation On behalf of Dar es Salaam City Council, thank and connectivity within the city of Dar es Salaam has you to the World Bank who funded preparation of been one of the most serious problems for a long time. this Plan, thank you to thousands of people who More residents means an increased demand for critical participated in the development of Plan, including services that the City provides, and a need to look at those committee members, residents, local and alternative ways to meet these demands. international consultants, academic leaders, City staff, and other innovators who offered their Fortunately, we are a community that recognizes how insights and time. our future reputation and competitiveness depends largely on what we do today. Through your participation and leadership, Dar es Salaam’s reputation as a progressive community We believe in the value of using data to make better and growing national Smart City is justly deserved. informed decisions, and the importance of a strong technology and innovation foundation for our continued economic growth, service effectiveness, and corporate efficiency. We also have a clear direction from our residents as they have set the Community Vision and Pillars of Sustainability to guide the City as it grows and develops over the next 50 years. 09 This Strategy is therefore consistent with the development vision for Dar es Salam City Council which is aimed at preparing a more sustainable plan with associated development policies that will hasten the realization of the objectives of the Council to become the best City in the Region in provision of the social economic services and to empower its residents in promoting sustainable social economic development through participation, democracy and good governance. Sipora J. Liana Dar es Salaam City Council Sipora J. Liang City Director The Dar es Salaam City Council applauds World Bank In order to improve the urban morphology of Dar es and all those who crafted the idea of conducting Salaam City, the plan has recommended sustainable a study and preparing a Corridor Development densities to create a compact city, with mixed land Strategy. The City Council gratefully acknowledges uses that complement each other and has located the sincere contribution of all stakeholders who adequate spatial distribution of all land uses that will dedicated their precious time into the preparation of finally improve the physical and social cohesion and the BRT phase 1 Development Strategy. The Strategy community wellbeing. which aims to maximize land uses alongside BRT It will be physically developed in a series of connected corridor phase 1 will act as a tool for guiding new communities. Within these communities, people will development alongside the BRT corridor 1. For the be able to connect and co-operate in joint activities first time the Strategy introduces the new concept of of a productive, educational and social nature while Transit Oriented Development (TOD) which carries remaining part of the larger city. the vision for future development of the City of Dar es Salaam. The social, economic and environmental Priority has been given to introduce an efficient public challenges that had existed for quite long could be transport services and movement of people using addressed through this Strategy. pedestrian and cycle ways while the inter city and goods traffic will be confined to major service roads The Strategy proposes different types of densities by-passing the residential areas. of land uses which will lead to improved mobility, living standard, create more jobs, and overall Finally, this Strategy is the first step of its kind high quality integrated urban environment. The towards the development of Dar City Council. It will Strategy identifies the opportunities and potentials need the full cooperation of all Dar City Community on land uses for location for new development and different stakeholders to ensure that its areas, provides guidelines for enhancement of implementation goes ahead smoothly, quickly and in a existing/new neighborhoods, commercial and rational manner. industrial areas. Adequate space for roads/streets and proper circulation system, open space system and recreational facilities, easements for public utilities and community facilities have been properly considered. 10 How to Use the Suite of Documents The Suite of Documents The Corridor Development Strategy (CDS) comprises a number of different document which should be read in conjunction. The suite comprises of 2 main volumes of work and set of 3 Appendices. Reports issued previously provide useful background of baseline analysis and benchmarking which support the proposed strategies. Strategy and Guidelines Volume 1 - Part A: Volume 1 - Part B: CDS Vision and Strategy Report TOD Guidelines for BRT Corridors (this document) This document sets out planning, development and The report describes the TOD Strategy for the design guidelines to help direct development at all BRT Phase 1 Corridor. The Spatial and Economic (existing and future) BRT stations and their wider Strategies are illustrated and supported by the areas. The document describes how the guidelines explanatory narrative with necessary data and have been developed, sets out a series of different supported by and Station Evaluation Matrix. This station typologies and gives guidance to how to volume is accompanied by a seperate Executive implement good TOD design. Summary magazine. + 11 Appendices Three Appendix documents supplement the main volumes to provide more detailed background information on the study work underpinning the CDS. This pertains to the following: Appendix A: Appendix B: Appendix C: Surveys and Methodologies Design Strategies Implementation Report & Layered Basemaps Explaining the surveys, mapping Set of A3 drawings of basemaps This report provides practical methods, assumptions applied as produced during the baseline guidance on the implementation of well as the station evaluation matrix. analysis stage as well as drawings for development in the BRT The outcomes of the surveys are all of the strategies found within this corridor. It builds on the baseline also captured within this document Report. study, stakeholder workshops, as well as sources, methods and secondary research, and assumptions used while mapping the CDS. and producing drawings of the existing conditions and proposed It considers numerous commercial, scenarios (such as assumptions on social and economic objectives population, spatial standards etc.). associated with the successful This document also outlines the development of the corridor. methodology used to develop the TOD Matrix. Supporting Documents As part of the study, the team assessed a range of baseline data and material relevant to the study area and context, now retained by PO-RALG. Please note this material is for the purpose of formulating the CDS only. Volume 2: Volume 3: Preliminary CDS Report: Baseline Assessment & Benchmarking Development Scenarios Diagnosis of the BRT Corridor Transit Oriented Development (Published October 2017) (Published October 2017) (Published December 2017) Containing analytical studies The volume of work capturing the The document examines three examining the baseline data within key findings from the international contrasting scenarios evaluating the study area. The topics range from benchmarks studies around TOD. growth strategies for the corridor. socio-economics and real estate Lessons learned in the field of The recommended scenario has overview, environment, transport to land planning, land value capture been put forward as a basis for the urban planning and infrastructure mechanisms and good governance, Corridor Development Strategy studies. This is a 400-page set of among other topics. found in this document. analysis on the corridor and its city context undertaken for this project, also supported by the Appendix containing the drawings. 12 Phase 1 BRT Corridor Development Strategy | Context & Vision How to Use the Suite of Documents Use it regularly Request and organise Refer to the CDS for all development in training for your team the designated corridor area and for any Ensure that the public service teams infrastructure or social amenity provision. involved with the corridor all have an understanding of the CDS and its strategy plans to inform any decision making. Make notes and observations for future improvements Review the initiatives and action plans to understand the future plans for the corridor and its key nodes. It is recommended that the strategy is reviewed every 5 years to determine whether the city is making good progress and to align it to changes in circumstance. Have a hard copy of the Strategy Document in your office Use the digital copy 01 Ensure the Corridor Strategy is used and understood by all members of your team... of the Strategy to search topics of interest... search: parking 88 BRT Phase 1 Corridor Development Strategy | Vision and Strategies Vision and Strategies | Strategies 89 2.1 Gerezani Terminal 2.1 1 Station Exit Mapping Street Vendors Footway Public Health • Obstruction: Informal street vendors street Have a set 1 Hazards 1 Obstructed vendors trade into and impinge on footway, slowing pedestrian movement. Since the inauguration of Gerezani Terminal new dynamics and pedestrian patterns have emerged in the city centre, intensifying street trading activities. The majority of the traders • Sanitation: Unregulated sale of food and VISION orient their routines and locations by the timing of economic and social life in the inner city. perishable items, posing potential health risk Two main markets set the path of pedestrian flows and the connection routes to them lead of drawings the way for the vibrant informal economy to take place. Female and 1 Elderly Traders Taxi & Moto-Taxis 1 on Corner Kariakoo 1 Market available to use... 2 Kariakoo Market and Surrounding STRATEGIES Public Health Impact on 1 Formal Trade 1 and Sanitation Streetscape Msimbazi 1 Police BRT • Obstruction: Street trading spills into street to prevent passage across an area covering 15 blocks • Obstruction: Main principal road network and the streets among more than 15 city blocks Obstructing Karume 1 Traffic are been obstructed by the presence of Street ECONOMIC IMPACT 1 Market Vendors • Competition with Formal Retail: Impact on permanent frontagers, downgrades formalised businesses forced to compete with unlicensed low- cost stallholders, which should be given Blocking 1 their own space to sell from. Movement • Neglected Public realm: Compromised sidewalks and streets left unmanaged owing to relentless demand for market trading IMPLEMENTATION GOVERNANCE & spacestore extension and informal traders. The street turns into the pedestrian path. Quality of 1 Public Space Gerezani Terminal 1 3 Street Corners and Moto-Taxis Secondary exit Legend Shade from 1 • Obstruction: Bikes and taxis congregate at Trees Street vendors corner closest to point of demand, cluttering PILOT PROJECTS the sidewalk areas. This necessary activity Semi Stationary Street Vendors 1Gerazani Terminal Gerezani Terminal 1 Blocking 1 should be structured within the streetscape Movement Stationary Street Vendors Main Exit Quality of 1 Public Space and licensed to raise revenues. Natural Shaded street (tree line) Markets N 0 100m 200 300 400m Connecting Street Station Exits Figure 2.1.16 Street Vendors Mapping - Gerezani Terminal (Broadway Malyan) The document is intended to guide the Planning Authorities including the Ministries Transport Agencies, Utility Service Companies, Municipalities in delivering investment to transform the corridor. Part of the 02 document may be adopted as statutory guidance in the future. Context & Vision 13 The strategy should be used to steer the content of more detailed plans for 03 each community/ district, and for every station area core. Guidelines help to direct the Who Could be Using development towards TOD the Strategy? principles... Policy Makers To prioritise spending and improvement in the corridor area. Developers To realise better returns and build to higher density in the corridor. Ministries To align budget spending and Is the Strategy enhance the roads, utilities, social applicable at the amenities in the corridor. individual plot level? Yes & No... Communities It provides an To combine forces and leverage their overview on how the position to get improved amenities Corridor might be and services in the corridor. They developed over the can work with the Municipalities next 15+ years. to amalgamate land plots to build better housing and deal with environmental and health risks. Three Reasons why this Document has been Published Creating a return on BRT investment The Government of Tanzania has invested significantly in implementing 01 Dar es Salaam’s award-winning BRT project. Having demonstrated the advantages of this transit system, a planning mechanism is needed to recoup revenues to help offset the loans made to establish this emerging network. This integrated strategy will deliver enhanced land values and revenues by formalising the corridor economy that regulates all future use and development of the area. Transit-led development to enhance the economy 02 The first BRT line has already shown how the city can mobilise its population. A step-change in the planning approach is now needed to realise better development standards at sustainable densities, and complimentary use-mix to support future growth in Dar es Salaam’s central area. This will help boost the economy to allow Dar to fulfil its potential as East Africa’s main port city. The first of six major steps 03 The existing line is the first of 6 planned for the city. This integrated strategy will be an effective forward-planning framework for the rest of Dar’s emerging transit network, integrating each subsequent corridor phase to merge and compliment that for Phase 1. 2.1 The Purpose of this Document Strategies - Urban Planning The Corridor Development Strategy describes the Transit Oriented Development (TOD) Strategy for the BRT Phase 1 Corridor. It is to be used by planning departments, public institutions and developers to guide the Corridor’s future development and growth. It highlights the priorities and areas targeted for regeneration over the short, medium and longer terms as a series of successive phases of focus. The strategy has been accrued through extensive stakeholder consultations, and is aligned with the national and regional legal and policy frameworks, while building on the success of the city’s many ongoing projects and investments. 16 BRT Phase 1 Corridor Development Strategy | Context & Vision  Context & Vision 17  CONTEXT & VISION Part 01 STRATEGIES Context & Vision ECONOMIC IMPACT The 18-month project study was delivered through a number of stages and set of deliverables associated with each of the project phases. The comprehensive context studies, mapping documentation, surveys, background and benchmark reports, aerial photography studies, stakeholders engagement reports, among IMPLEMENTATION GOVERNANCE & other documents, create a body of work, which supports this Strategy Report. The below section of the document aims to summarise in a concise way the key messages in respect to the existing condition of the city and the corridor in particular, to support the narrative behind the set of development strategies which follow from it. PILOT PROJECTS 18 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Introduction The study was focused on the BRT (Bus Rapid Transit) Phase 1 line that follows traces a 20km stretch of Morogoro Road from the city centre to Kimara, as well as two spurs - to Gerezani and to Morocco. It looks at the area offset by 1 km from each of the 32 BRT stations, that defines the corridor planning area. The project aims to determine a suitable land use framework that takes full advantage of this BRT route - opened in May 2016. This award winning transport system is a proven success and is already recognised as an international model for urban mobilisation. This project does not seek change the ongoing The outputs for the Corridor Development BRT Phase 1 service improvement programme, Strategy and supporting documents complies as the fleet of new buses are planned to double with the regulations enshrined by the Urban with new feeder routes introduced in the coming Planning Act of 2007. months and years. This project focuses on the The recommends the governance model land on each side of the BRT corridor. This has by which the Corridor Planning Area is been surveyed and assessed for its capacity to administered, serviced and improved, which accommodate further development or material areas are prioritised and how the funding may change, as potentially new or additional uses be deployed in the coming years to 2032. It and densities. The study area assesses the area refers to best international practice to ensure the falling within a 1 km of each BRT station. This recommended approach is optimised and that includes land administered by each of the five investment is incentivised for the private sector municipality areas of Ilala, Kinondoni, Ubungo, and other agencies so the burden of investment Temeke and (to a lesser extent) Kigamboni. and operation is shared and tangible progress This is a strategic project, with a framework achieved. plan that allocates broad uses and development By way of more detailed local examples, the densities across the corridor planning area. As study includes two illustrative pilot station area a key public transport corridor, the planning development projects, located at the nodal sites strategy applies Transit-Oriented development of Gerezani and Ubungo. (TOD) principles to concentrate high density uses which utilise the BRT system and other The work and outputs form a significant part forms of public and sustainable transport of a broader $330M World Bank and Nordic (walking, cycling), rather than private cars. This Development Fund initiative entitled the has the effect of concentrating higher density Dar Municipal Development Project (DMDP), uses (apartment blocks, offices, shopping streets programmed from 2015-2022. This seeks to and call centres) near the corridor, and assigning improve City-wide and Municipal governance, lower scale development (warehousing, low upgrade local highway networks and BRT station density housing and car-oriented uses) to more areas, improve neighbourhood facilities and marginal areas. Once implemented, this strategy housing conditions, mitigate flood risk and will make the city more efficient, compact and improve sanitation. economically competitive. Context & Vision 19 01 The Corridor Development Strategy CONTEXT & VISION This output is the culmination of an 18-month across the globe. This was filtered through three study. Based on the mapping and diagnostic diverse development scenarios concluding a assessment of the the macro context of the whole preferred development framework, which has city, and the more specific conditions seen across been apportioned into a series of priority project the BRT Phase 1 Corridor area, a broad framework packages and subsequent phases. for the wider route network was generated to The Vision and strategies underpinning this guide the planning principles and thinking for the conclusion are shared in the following pages. BRT Phase 1 Corridor area. A separate report (Part B) contains the general Following regular stakeholder workshops, a BRT station area guidelines to be applied in clear and robust strategy has emerged. This principle to any new TOD project in Dar es Salaam. STRATEGIES concludes a unique vision based on shared objectives derived from a thorough analysis of TOD project success factors demonstrated ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Photo: DarPhase The BRT Photo: 1, Dar es Salaam, es Salaam 2017 © ITDP © Broadway Malyan 20 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 BRT Phase 1 Corridor Development Strategy (CDS) This TOD planning strategy seeks to maximise the benefits of the BRT Phase 1 Corridor with a new land use plan for the corridor area, articulated through the following points: 01 An up-skilled BRT Corridor focused 04 Gradual regeneration of unplanned team within the City Council. To manage areas - provision of affordable homes. strategic planning, development and to To include the provision of infrastructure coordinate between city players, systems and and better living conditions where tenure is infrastructure & attract investment. formalised. 02 Incentives to provide formal employment. 05 Increased density of development. Providing As part of the TOD mixed use approach approximately 25% more capacity and resulting in more jobs, more tax revenues and increasing population along the BRT Corridor. improved economic resilience. 06 Formalise tenure where residents are 03 The regulation of street trading along willing to comply. This clarifies owners and the corridor. Accompanied by measures to tenants rights and confirms the habitable land consolidate traders into purpose built facilities within the corridor, taking households out of at strategic locations. areas known to be at risk. 07 Creating recreational space & cycle network. Using existing rivers, floodwater channels with the BRT corridors to implement a safe and attractive park & cycling network. Also Worth Noting: Return on the investment and value for the The approach aims to provide a high level wider city medium to long term spatialised growth strategy. The BRT Phase 1 is a pioneering mass transit line, rare in Aftrica and the first to be planned While the detail evolves, as markets mature with TOD / Land Value Capture thinking. The and the social, economic and environmental BRT is an “enabler” for many city residents contexts change, the general direction and to access leisure and community facilities, drive of the vision should remain to ensure more jobs, better amenities improving local ongoing work is capitalised and focused on quality of life in Dar es Salaam. TOD. Context & Vision 21 The Sustainable Transport Award has always 01 been about transformation. This project is transformative for Dar, and it offers a source of inspiration for other African cities. CONTEXT & VISION Michael Kodransky, STA Committee Chair * The Sustainable Transport Award recognizes profound leadership, and vision in sustainable transport and urban liveability. Dar es Salaam is the first African city to win the STA. 08 Prioritisation of bulk utility provision. 12 Healthy city strategies. Such as adopting For the full length of the corridor bringing “WHO” open space standards and using tax dependable services to all station areas. incentives for new amenity space. STRATEGIES 09 New public amenities. Distributed to 13 Developer Contributions. meet forecast demand underpinning better The CDS outlines a number of mechanisms neighbourhood health, education, recreation that encourage investors and developers to and security. broaden the benefits of their work, through agreed local planning contributions. 10 Phased investment & development. That reflects the implementation of subsequent 14 Place-making at the heart of TOD strategy. BRT lines, other planned infrastructure Creating attractive places to work and live-in delivery and maintains return on investment Delivering liveable neighbourhoods, with ECONOMIC IMPACT (avoid flooding market with available land) emphasis on public realm. 11 Reinvigorating historic city centre. 15 TOD policies to supplement Through enhancement adjacent to station the current legal framework. areas. This makes it simple to incorporate the codes into statutory law to make them effective & enforceable. IMPLEMENTATION GOVERNANCE & Business as usual? While the strategy delivers a new approach However the new planning conditions will to the density and land use distribution remain applicable for use as and when the PILOT PROJECTS within the corridor, most parcels in the time comes for when each parcel is reviewed corridor will be slow to reflect physical for redevelopment, owing to local economic change. Excepting the areas of special pressures or for other reasons. interest most parcels will largely remain This will allow the area to gradually move unaffected. towards TOD compliance, under the auspices of the planning authorities. 22 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 TOD at the Heart of the Vision Transit Oriented Development (TOD) Principles are at the heart of the corridor development vision and, in the wider context, are aiming to support the Compact City growth model for Dar es Salaam. Although fundamentally the following three objectives drive the strategy: to TOD maximise dense, mixed use development, to improve quality of life and well-being of city’s residents and to maximise the benefits of this significant transport investment. Definition: Transit Oriented Development Transit Orientated Development brings higher density, more compact, mixed-use development within easy walking distance of rapid public transit such as the BRT stations. TOD features vibrant streetscapes, pedestrian-oriented built forms, and land use characteristics that make it convenient and safe to walk, cycle, and use public transport. The higher residential and employment densities found around transit nodes / stations also mean better use of city infrastructure and amenities. These factors when combined together mean TOD can be a very effective tool in managing and delivering more sustainable urban growth. The CDS for the BRT Phase 1 is based on using TOD approaches around the stations and along the corridor. A key part of the CDS strategy is also to find ways of capturing added value from the presence of the BRT for a range of initiatives from comprehensive NO: Low density sprawl regeneration, to street & infrastructure enhancement to affordable housing and other community facilities. What isn’t TOD: In general terms, uses, such as warehousing, logistics, surface-parking, low-rise / lower density housing are not compatible with the TOD approach. It is recognised, however that certain characteristics specific to Dar es Salaam will require exceptions and NO: Surface parking adjustments in the TOD approach. For example large manufacturing facilities are usually located away from the city centre, but in Dar es Salaam they are located in close proximity to BRT stations in some instances. The co-relation between employment areas and public transport might result in the need for non-typical TOD approaches. This however, is seen as a transitional situation and over time the density around the station will need to increase to meet TOD objectives. NO: Inefficient Land Uses Context & Vision 23 TOD can Help Achieve the Following Aims: 01 More Homes Economic Viability Enhancing the city’s capacity, Captures a return on the CONTEXT & VISION through denser neighbourhoods government’s investment More Jobs Future Flexibility Creates a focus for employment Provides a clear structure to and workplace activity, accommodate growth particularly at nodes Sustainability A More Resilient Economy Regenerates areas engulfed by Improves urban productivity sprawl and regional GDP STRATEGIES Cleaner Air Focused Investment Reduces car dependency and Integrates transport, amenities & helps tackle pollution development Aspirational Vision Universal Access New typologies forms & features Access to commercial markets and for a capital city social amenities for all ECONOMIC IMPACT Good TOD IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist’s Impression of a new TOD node at Ubungo © Broadway Malyan 24 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Learning From the Benchmarks Through the extensive benchmarking 30 Volume 3 / Part 02 - International Best Practice in Transit Oriented Development - Benchmarking Transit Oriented Development Volume 3 / Part 02 31 2 Curitiba, Brazil studies the conclusions were drawn, which 2 Urban growth was structured along key urban shift public perceptions of the city and CURRENT GOVERNANCE MODEL IN DAR ES SALAAM transport axes radiating out from the centre, resulted in increased ridership utilisation Vision and political commitment to foster strong with regular stops and nodes. These corridors figures, while reaching out to previously public transport, social inclusion and to maximise were zoned to accommodate high density unserviced parts of the city. It operates a land values by applying a compact and linear 1 residential and commercial development, flat “social” fare structure for all bus types create a common body of knowledge, intensification model along BRT transit corridor. serviced by a more affordable, yet innovative and routes, enabling poorer and more and distinctive bus transit network. BRT was remotely located workers to get to work fast and simple way to ‘’retro-fit’’ to existing for the same cost as wealthier downtown urban infrastructure and quick way to make a residents. Key Data: Curitiba & Dar es Salaam positive impact. The new bus system helped Population Municipal Area Density System Stations Daily Peak Length Demand Frequency that informed and shaped the effective Curitiba’s BRT STOP Curitiba 1,879,355 431 km2 4,062 p/km2 76,6km 123 619,500 54” Dar Es Salaam 4,364,541* * Population Based on 1,654km2 1,133 p/km2 21* km **Phase 1 Only 32 294,000* **Interim Phase 90” Curitiba’s Success Factors 2012 Census Data TOD Strategy for the BRT Phase 1 Corridor. Modal Share INTERNATIONAL BEST PRACTICE IN TOD > Innovative initiatives and strategies > Independent, technical body were put in place regardless of leading planning and implementation budgetary constraints. of the TOD strategies along the 28% 26% 46% corridor and the wider city. > Right to Build, tax relief and other Successful TOD precedents around the world Dar 45% 12% 43% innovative incentives. Research and Urban Planning of Curitiba (IPPUC), provided consistency in strategy FAR bonuses for provision of extra open Overview implementation amid turnover in city space within the plot, property tax % administrations. Successful Regeneration Despite reduction when planting local species, Budgetary Constraints land-swap and property right swap, are > BRT & Bus Network supported among many initiatives implemented to aid economic transformation of the city. have been assessed, both in developing and The example of Curitiba proves that low regeneration and development within the budgets are not a barrier to successful Despite aspirational TOD density and corridor and the city. regeneration. Since the 1970s, Curitiba land use recommendations, Curitiba took has integrated public transportation > Successful BRT Mas Transit model on board economic and employment profile planning into the overall city plan, used as one of the tools to shape the of the city. BRT connectivity was applied DAR ES SALAAM’S EFFECTIVE TOD MODEL promoting the trinary system, which city. across the city, also to some of the low sought to integrate mass transit, access density employment hubs. This supported developed countries irrespective of the mode BRT was used as a lens to focus number of roads, and dense land uses together. economic growth and responded to the parallel initiatives to improve in the quality of Unable to afford a light rail system, employment profile of the city. life within the city. the city gave priority to buses, > Environmental policies achieved allowing them to move faster and be > Structural Axis focused urban density affordable way to mitigate flooding more efficient. The bus system has and investment along the BRT corridors. issues. been transformed into a mass Bus Rapid of transit system used. Latin America continues To maximise return on investment and Transit (BRT) with features such as fast Parks were created in flood-prone areas overall accessibility levels, the core of and large buses, exclusive priority lanes, reducing expenditure by 80% comparing density was focused along BRT routes. free transfers between routes, pre-board to engineering measures Variety of incentives were put in place to 0 5 10km BRT Express Biarticulated fare collection, enclosed and elevated encourage investment and density along BRT stations, information displays and traffic those corridors. Curitiba Public transport network coverage (metropolitan area) and signal priority. to be at the forefront of practices of socially related predominant land uses and densities inclusive corridor development. International case studies show that TOD implementation 32 Volume 3 / Part 02 - International Best Practice in Transit Oriented Development - Benchmarking Transit Oriented Development Volume 3 / Part 02 33 congested centre. Alongside the basic There is very little parking in central Curitiba, and have high real-estate values; hence property tax 01. Succesful BRT Mas 2 zoning of the transitways, the planning that little parking is available is mostly for short revenue has increased. Property taxes collected CURRENT GOVERNANCE MODEL IN DAR ES SALAAM must be a long-term and continuous effort. Transit Model helped authority: Institute for Research and Urban term use, while off-street parking are privately from the high-end housing have been estimated Planning of Curitiba (IPPUC), has adopted owned and expensive. Over 150 km of bikeways at the equivalent of the cost of park construction, shaping the city a number of policies that have bettered have been built. Curitiba has maintained high including favela relocation and compensation. the quality of the city and ensured a rich levels of road safety, with only 4.2 traffic fatalities The role of tax incentives to attract foreign The system currently contains stops mix of function, from the pedestrianising of per 100,000 people (compared to a 9.6 average investment. Curitiba focused largely in the approximately every 500 meters with 390 central streets (Curitiba’s car free zone) to in the region). concession of fiscal incentives to attract foreign bus routes and 2,000 vehicles that are used the construction of low income housing in investment. It was put at investor’s disposal for approximately 2.1 million passenger trips proximity of the structural axes. daily, nearly 50 times the amount of travellers 02. City taxes, tax incentives fiscal incentives, such as exemption from Because of its emphasis on the pedestrian VAT and property tax, and areas with direct 20 years ago. After its construction in 1974, environment, the IPPUC has always tried and land exchange funding were offered. Through the incentives, The lessons learned and outcomes gathered the BRT gained an annual ridership of 2.3% to flank the main busway with low-speed, but also from infrastructure development, of the population for over 20 years. The Guided by market principles, IPPUC regulates auxiliary lanes rather than making them a Curitiba succeeded in attracting new industry ridership has now reached 46%, reducing and monitors the implementation, negotiation, part of an urban highway. This ensures that to its Industrial City, with key sector being car traffic congestion and fuel consumption, while and transfer of development rights among pedestrian crossings can safely remain at manufacturing with Renault, Audi / VW and enhancing air quality (Curitiba has now the interested parties (that is, private developers and grade, and avoids costly infrastructure such Chrysler moving in. lowest rate of air pollution in Brazil*). Bus landowners). This methodology enables the city as tunnels or overpasses. primarily focused on two core aspects: firstly service reaches almost 90% of the city, and to implement, in the affordable way, a variety of Value Capture Mechanism. The city closely all users can access public transportation High traffic areas such as shopping centres planning strategies. For example, to encourage controls land use and allows for additional services within 500 meters walking distance. and high-rise apartment buildings in a increase of urban trees, the city offers landowners development only through the purchase of INTERNATIONAL BEST PRACTICE IN TOD land-use mix are conveniently located next relaxation of Floor Area Ratios (FAR) rules and tax development certificates. These CEPAC, The city implemented a detailed regulation to public transport stations, reducing car reductions. The city tax is discounted 10%, if a (certificate of additional development potential) zoning plan based on the public transport dependence. By coupling the development private landowner has one Paraná pine tree on his are auctioned off as a tradable credit within network. Curitiba zoning plans reflect the institutional capacity and arrangements and, of a pedestrian friendly community with the land. Also, rights to develop forest areas may be specified areas. The auctions for the CEPACs master plan’s strategic vision, geographical introduction of the BRT (and a 72km exchanged for rights to develop other city areas. sometimes occurred at a time when the property and geological constraints, water and wind dedicated BRT lane), Curitiba has market was severely depressed. Yields were directions, Curitiba’s industrial profile, and Property tax revenue - while regenerating flood successfully reduced the overall travel of only slightly over minimum prices and less than urban cultural and social factors. prone areas, city acquired the land, relocated its residents. The system is exceptional 60% of the anticipated funds were raised. Since the slum dwellers to better land, and provided Nearly all parcels have been zoned for mixed in terms of its affordability for this time, property has recovered strongly and compensation. After the park was established commercial-residential uses. This provided customers, efficiency and sustainability these CEPACs have increased in value, meaning secondly development and planning principles. within the zone, the areas facing the park additional nodes and mixed use areas to and it is used by 75% of Curitiba this project missed out on value gains that could became neighbourhoods with high-end housing. take pressure away from its overloaded and population to commute to work. have gone into the development of the BRT. Houses with good views of the park and lake * Leitmann 1999 The institutional capacity assessment DAR ES SALAAM’S EFFECTIVE TOD MODEL LOW DENSITY HIGH DENSITY STRUCTURAL AXIS HIGH DENSITY LOW DENSITY MAINLY COMMERCIAL, COMMERCIAL, MAINLY RESIDENTIAL USE RESIDENTIAL USE RESIDENTIAL USE RESIDENTIAL USE captured best practice governance models, Shops Business Shops Business RECREATION AREA implementation, financing of transits and land One-Way One-Way BRT One-Way One-Way Road Road Dedicated Road Road Lanes Curitiba - Conceptual Section Through Transport Corridor Park Barigui River Water Catchment Pond Livestock forms a part of the park maintenance strategy value capture mechanisms. It also analysed the challenges encountered in application. 52 Volume 3 / Part 02 - International Best Practice in Transit Oriented Development - Benchmarking Transit Oriented Development Volume 3 / Part 02 53 The planning and development assessment 2 Trams have been running on Hong Kong • The MTR corporation uses the profits 04. Integration of transit and 2 CURRENT GOVERNANCE MODEL IN DAR ES SALAAM Island since 1904. Hong Kong Tramways made from property development obviate Limited runs seven routes on 13km of the need to borrow to invest in further land use planning double tracks along the northern shore of developing the transport infrastructure. While many properties are high-rise towers Railway Land Land Share of Profit city. The company’s 166 trams, including Development Development above MTR station podiums, the R+P model Right Opportunity captured specific planning approaches two open-balcony trams for tourists and is not a “cookie-cutter” approach to making private hire and three special maintenance MRT’s governance structure and risk the cityscape transit supportive. MTR as a trams, make up the world’s largest fleet management Master Developer plays special attention of double-deck trams in operation. The MTR’s governance is sophisticated and towards the development parameters such Land Premium tramway recorded a daily average of 180,000 includes high-level government involvement. Corporate Governance Report as area size, building densities, floor uses Government Developer passenger trips in 2015. The non-executive directors include: Secretary and site designs, working closely with the used across the development scales. It Franchised buses are the largest road-based for Financial Services and the Treasury, developer, community and the urban planning The Board of Directors carriers, accounting for 31% of the total daily Secretary for Transport and Housing, Overall Management authorities. FAR of at least 4.0 is generally MTR Rail Plus Property Mechanism model public transport. Permanent Secretary for Development (Works), The overall management of the Company’s business is vested in the Board. Pursuant to the Articles of Association and the “Protocol: Matters Reserved for the Board” (the “Protocol”) adopted by the Board, the Board has delegated the day-to-day viewed as necessary if R+P model is to be Commissioner for Transport. Risk management management of the Company’s business to the Executive Committee, and focuses its attention on matters affecting the financially viable, however MTR actual site Public Light Buses (PLBs) are licensed to Company’s overall strategic policies, corporate governance, finances and shareholders. These include financial statements, within the company is highly evolved and is dividend policy, significant changes in accounting policy, annual operating budget, certain material contracts, strategies for future coordination remains flexible and encourages carry a maximum of 16 passengers each. The growth, major financing arrangements and major investments, corporate governance functions, risk management and internal Station/Depot Planning subject to a continuous improvement. control systems, treasury policies and fare structures. good placemaking and design through Property Master number of PLBs has been capped at 4,350 also illustrated that TOD principles are not Below is a diagram of the governance structure of the Company: specific rail typologies. Planning Integrated design since 1976. They together provide about 1.86 feasibility million passenger trips per day. INTERNATIONAL BEST PRACTICE IN TOD Board Integrated Property and Railway Requirements 02. MTR a trusted development Property Development Railway Design Design partner to the government universal, needs and does vary from city to Note 1 Executive Committee Note 2 Resolve design interface Although long-established and, in some ways, Audit Committee Nominations (“AC”) Committee one of the most advanced approaches to (“NC”) Revenue Sources Property Project Railway property and land value capture, the Hong Kong approach Implementation construction works Railway (fares) avoids the need to develop new taxes or to Remuneration Capital Works Business/Functional Committee Committee Management (“RC”) (“CWC”) Committees Note 3 Property Development Resolve construction interface seek to capture infrastructure benefits from the Property Investment business community or public from special city, setting to setting, with different mixes Risk Committee (“RiskC”) Corporate Responsibility Non-fare Property Completion Railway Opening taxes. The government benefits repeatedly Committee (“CRC”) from the success of the corporation’s Notes: MTR Governance © MTR Annual Report, 2016 Typical R+P station typology model and revenue share of MTR Typical Implementation flow Diagram for R+P 1 All Board Committees are provided with sufficient resources to discharge their duties and can seek independent professional advice (as and when required) at the development activities, by acting as a Company’s expense, to perform their responsibilities. The Terms of Reference of each Committee are available on the websites of both the Company (www.mtr.com.hk) and the Stock Exchange. development partner to the government. 2 The Executive Committee is delegated by the Board to handle day-to-day management of the Company’s business pursuant to the Company’s Articles of Association and the Protocol; and is chaired by the Chief Executive Officer (“CEO”) (who is supported by the 11 other Members of the Executive Directorate). 03. Smart phasing of infrastructure 3 Key Business/Functional Management Committees are listed out on pages 142 to 143 of this Report. The provision of new infrastructure increases 05. Development density of land use; different levels of population, the value of assets and so potential to improve The Hong Kong idea of a separate masterplan Hong Kong is one of the most densely DAR ES SALAAM’S EFFECTIVE TOD MODEL tax revenue. In Hong Kong this includes: for each of the 16 identified sewer catchments inhabited places on earth. Whilst its personal property tax (for individual landlords), is one that allows for phased infrastructure 130 MTR Corporation population density over the city averages stamp duty on transactions and rates – a investments. The infrastructure network almost 7,000 people per square kilometre, tax played to central government by all and treatment upgrades can be achieved this varies greatly, and includes some peaks commercial and residential occupiers based by focusing on each individual area and of over 50,000 people per square kilometre, in employment, and civic activity; and different on the value of the premises. meeting the specific needs of that area’s Kwun Tong district, for example. Residential type and zoning. The 16 Sewer Masterplans • The government is a 75% shareholder in densities in the most dense areas, such us promote the use of new technologies, such the MTR Corporation and benefits from the Kowloon, are as high as 1,700 dwellings per as pipe jacking/microtunneling, tunnel dividends paid by the company hectare. To some extend those densities are boring, and trenchless pipe repair. These possible due to the efficient, mass public • The MTR Corporation pays the modern techniques have the potential to help transport system. government the usual business taxes Dar es Salaam reduce the infrastructure spend scales of development. This is important on existing networks, leaving the potential High densiy neighbourhoods in Hong Kong Overlooking Hong Kong Island north coast, Victoria Harbour and networks with the funding to be realised. Kowloon from middle section © Wikimedia.org because it re-enforces the need to have specific TOD approaches tailored to the unique Extracts from the Benchmark Report © Broadway Malyan characteristics of Dar es Salaam. The extensive body of work regarding Benchmarking TOD can be found in the Benchmarking Transit Oriented Development Document (Published October 2017). Context & Vision 25 01 CONTEXT & VISION London STRATEGIES 13 Hong Kong Curitiba Singapore Bogota ECONOMIC IMPACT Johannesburg Population System Length Curitiba BRT 76.6KM (since 1974) MRT 176.7KM (since 1987) Singapore IMPLEMENTATION GOVERNANCE & Hong Kong MRT 230.9KM (since 1979) TUBE 402KM (since 1863) London Johannesburg GAUTRAIN 80KM (since 2012) Bogota BRT 112KM (since 1998) BRT PHASE 1 - 21KM (since 2016) Dar es Salaam PILOT PROJECTS 26 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 A Collaborative Process Each stage of the work has incorporated a process of external review and stakeholder consultation, including engagement with f the wider community (through public exhibition). Close dialogue with Government Ministers and Municipality Officials was supplemented with separate workshop activities to draw comment from key groups in order to build the consensus and provide an integrated direction to the BRT Phase 1 Corridor Strategy. Engagement Public exhibition The project has been developed in conjunction In addition, a public consultation event was with two key groups of consultees: held at Gerezani Station in which the thoughts and opinions of those using the BRT were Key Stakeholders - key public organisations sought. Hundreds of people came to review that have a stake or influence in the project, the public information stand, where they had including Government departments, the opportunity to listen to the experts explain Municipalities, Transport agencies, NGO’s and the project’s aims and ideas in both Swahili private companies. and English. Wider Stakeholder Groups - organised into Project Website focus groups - smaller forums stakeholder members and private individuals selected to A Facebook page was opened in late-2017 voice their opinions through structured debate to further canvass the thoughts of users and and discussion. stakeholders. To date this has has 115 followers with positive and encouraging feedback. PO-RALG is the client authority which operates the project through funds granted by the Feedback project sponsor - The World Bank and Nordic Although some of the exhibition visitors have Development Fund. been critical from the BRT operational point of The Project team assists PO-RALG and its view, the vast majority of people welcome the sponsors to coordinate the input of the notion of further BRT lines and of the chance different stakeholders to ensure that each to enhance the central part of Dar es Salaam has an opportunity to review and understand through a new raft of strategies and codes to the propositions being made at each stage attain higher standards of new development. of the process, and to decide on any options offered based on the same amount of detailed information being provided. Context & Vision 27 01 PS SHO O RK SW Collaboration with key Decision Makers ER LD Variety of meetings with key stakeholders, HO including Government Ministers, departments E STAK and private stakeholders took place. Through the 2 Stages of the project 5 key Stakeholder Workshops took place: January, May and September 2017 in Dar es Salaam, December 2017 in London and 5th Workshop back in the city. In each case their comments have been noted and reflected in the strategies and proposals for the Strategy for the Corridor. NT EME AG Public Exhibition, November 2017, Gerezani Station G EN LIC The event was very warmly received and PUB high attendance throughout the day, but particularly at morning and evening peaks People viewed the material with varying levels of interest – some staying to discuss with facilitators and others dropping by out of curiosity. Many of the issues discussed related to operational issues of the BRT and may be useful for DART to know but were of limited relevance to the project team, such as punctuality, ticket costs and durations. PS OU GR Focus Groups S CU The project team has listened to a number of FO different community groups, including the residents from each zone within the BRT Phase 1 Corridor, as well as the Businesses operating within corridor’s boundary (during meetings and via online surveys). This helped the team to understand key health, education and social issues affecting the livelihoods of local residents and to get a clear idea of their aspirations. 28 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Context: Existing Urban Structure at the City Level Dar es Sala am -U rba nS tr u c tu re Sam Nujoma Road Morogoro Road High Density Informal Areas Historic City Core Nelson Mandela Road or Corrid t rial these four arterial roads has resulted in new Indus ain development areas (particularly industrial) M Julius K. Nyere along this corridor. Planned development has Road generally been to the north of the city, along Julius Nyerere Kilwa the coastal areas of Oyster Bay, Masaki, up International Airport Road towards Mbezi and beyond which has left some of the poorer areas of the city to the south; and with commercial and industrial development frontages along Julius K. Nyerere Road towards Historic Evolution of the City the airport. However, the most development of new Dar es Salaam’s urban fabric contains a rich mix buildings is as unplanned development. The of residential, commercial, institutional and rapid and urgent growth of the city has resulted industrial land uses. Until relatively recently in a mixture of particular residential categories, the city has maintained a compact footprint, dominated by unplanned settlements of but this has very quickly deteriorated into a self-built homes and ad-hoc construction, sprawling urban area in the later stages of the which have come to surround and infill the 20th century up to present day. This inefficient historic city core. form of city growth has led to a large peri-urban Kinondoni Some of the densest, poorest but in some area developing on the outskirts of the Ubungo senses the most important areas of the city have metropolitan area, which has poor connections Ilala developed on the periphery of the formal city in to infrastructure and (until recently) public Temeke areas such as Manzese and Urafiki. These largely transport services. Kigamboni unplanned areas have evolved as booming Growth of planned areas has generally spread mixed-use areas with low-income housing Dar es Salaam’s 5 outwards from the CBD along the four main alongside entrepreneurial business activities, Municipalities (2015) arterial roads of Bagamoyo Road, Morogoro markets and workshops. Road, Julius K. Nyerere Road and Kilwa Road. Our assessment of existing land uses (based on In more recent times, the construction (and GIS data received from DLAs) in Dar es Salaam now upgrading) of the ring-road of Nelson has shown that whilst approximately 60% of the Mandela / Sam Nujoma Road which connects Context & Vision 29 Aerial photo of Dar es Salaam illustrating planned morphology around the city centre © Broadway Malyan 01 CONTEXT & VISION - Historic City S a la a m G ro r es wt Da h STRATEGIES 1947 1967 Dar es Salaam metropolitan region is 1982 ECONOMIC IMPACT unbuilt (mostly in southern Temeke and 1992 north-west Kinondoni) very little land 2002 is vacant for development in the central 2012 parts of the city. Several major watercourses flow through the city and the critical margins of the flood-prone river valleys and outfalls are 12% 6% 12% left undeveloped, there remains20%evidence Planned 14% of unsafe inhabitation encroaching as further unplanned settlements, despite The older consolidated IMPLEMENTATION 49% GOVERNANCE & past measures to clear housing from these high-risk areas. 62% 26% settlements have largely Unbuilt Unplanned 44% remained as developed Uncontrolled Growth 31% 80% by the 1982, including Today approximately 70% of Dar’s developed areas are the areas covered by the unplanned, in part owing to poor planning enforcement planned BRT network. and governance. In many cases there are inadequate Dar es Salaam - Built and Unbuilt Areas By contrast, the more conditions for human inhabitation. The current recent sprawl has limited access to infrastructure and development model neither coordinates nor supports amenities. This demonstrated the need to develop the BRT sufficient infrastructure and housing to accommodate corridors more densely to allow more of the population to the forecast 250,000 people arriving annually in compact, PILOT PROJECTS enjoy the benefits. high-density communities. The lack of clear strategic Strikingly the plan shows how the estuary at the mouth of housing and development policies leaves new residents the Port has inhibited the growth of Kigamboni despite its with no alternative than to occupy land at the periphery physical proximity to the centre. of the city, exacerbating the effects of sprawl and the proliferation of unplanned settlements with accompanying impacts on public health, the environment and the region’s economy. 30 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Context: BRT Phase 1 Corridor Scale The emerging BRT network and its urban context The plan above shows the areas of consolidated settlement, reticulated through the city’s road network. The overlay of the planned BRT corridors demonstrates the respective catchments being served. While the centre appears crowded, benefiting from the Legend dense road network, there are a number of large dark grey areas outside the main core which will benefit CBD from being brought into development as new centres City Centre of planned growth. The BRT network will serve as a Urban catalyst for these larger areas to bring them to market as Peri Urban densified active developments. Urban Periphery The peri-urban areas represent the ever-expanding watermark of sprawl, requiring better infrastructure connections. Areas of rural character dominate much of Dar es Salaam, Phase 1 BRT Corridor - Character Mapping the outer lying parts of the city, and generally contain scattered dwellings and cluster of families maintaining a subsistence lifestyle. Context & Vision 31 01 CONTEXT & VISION The land use classification system that has been adopted is based on the 1960 Town and Country Planning Act (as amended 1993) although with some discrepancies. The land use is arranged under three ‘levels’ which get progressively more detailed. STRATEGIES ECONOMIC IMPACT Phase 01 BRT Stations Mixed Use Institutional Military Study Area Boundary Planned Residential Industrial Water Municipality Boundaries Unplanned Residential Transport & Utilities Commercial Open Space Existing Land Uses within Phase 1 BRT Corridor Land use patterns within the corridor The predominant land use across the city and the The city’s planned residential districts are found mostly corridor, is unplanned residential development, which to the north of the city centre in the coastal areas of IMPLEMENTATION GOVERNANCE & is the result of uncontrolled growth due in part to Kinondoni, which feature low-rise and relatively high limited development controls and guidance, despite quality single family residential accommodation in wards the MLHHSD’s efforts to procure a new city-wide land such as Msasani and Mikocheni. Closer to the downtown, use framework plan. The last approved metropolitan areas such as Upanga feature denser development with plan was in 1979, which expired in 1999. Consultants a variety of heights and building types. Other pockets of were appointed to prepare a new plan in 2012, but even planned residential exist across the city (such as Sinza by 2017, this work remains unapproved. Today, there and Mwenge) as well as planned self-build / serviced plot are no comprehensive or strategic policy documents or developments in Temeke and Kigamboni. plans for development or to guide public investment in Radial spokes of commercial development emanate from infrastructure priorities across the city. the city’s historic core, which tends to direct most peak PILOT PROJECTS As a result, unplanned residential development flow activity into the congested centre and creates a tidal proliferates across the entire city. Higher density flow out to the suburbs at the end of each working day. The unplanned settlements now encircle the city centre, BRT network serves this radial network but optimises the generally falling inside Nelson Mandela Road. Areas ridership using frequent, rapid, large capacity buses. These such as Manzese, Tandale, Makurumla and surrounding effectively replace the slower smaller capacity dala dalas wards are in urgent need of regeneration to improve the and other private transport (cars) to reduce road congestion quality of life for the citizens. Many of these areas are and shorten journey times in even the busiest areas. adjacent to the Phase 1 BRT corridor. 32 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 The Corridor in the Nutshell Photographic & Character Overview The mapping for the city-region was based on Geographic Information System (GIS) data received at the project initiation. The originator and date of these files is unclear, but it has been assumed that they have been collected from the three Municipal Councils. The aerial survey of the city and specifically the project area, was further investigated through a low-level flight, undertaken in January 2017. This help to understand the urban structure and ‘character zones’ of the corridor (and the city). For technical reasons these character designations were than allocated to specific wards to allow analytical work to be carried out consistently with census and other socio-economic data sources. CBD Area Specific area within the city centre core which is characterised by predominantly commercial and institutional uses with taller buildings, mixed with higher density residential accommodation. CBD City Centre Planned development characterised by its low / mid-rise buildings and gridded structure, and located just beyond the CBD. This area is predominantly mixed-use in nature with commercial retail uses at ground floor and residential floors or offices above. City Centre Urban Area Consolidated development, both planned and unplanned in nature. This area contains a full mixture of land use designations from industrial through to residential. Urban Aerial photos of Dar es Salaam © Broadway Malyan Context & Vision 33 01 In September 2017 a 80m series of surveys were undertaken to further 10 min CONTEXT & VISION verify and calibrate the land use data received at the project inception. It included a ‘transect STATION survey’, assessing a 4 500m hectare representative area for detailed land use and condition characteristics across 6 representative stations.. STATION Peri-Urban Area STRATEGIES Transitional areas of the city that exhibit some characteristics of urban and rural areas. They are typically low density, but more consolidated than rural areas. Peri-Urban ECONOMIC IMPACT Typical urban conditions which can be found around the BRT station Urban Periphery IMPLEMENTATION GOVERNANCE & Urban Periphery Generally very low density and scattered development with large plots which support agriculture and PILOT PROJECTS subsistence living. 34 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Summary of the Baseline Condition Within the Corridor TOTAL POPULATION: 1,037,000 people TOTAL FORMAL JOBS: 310,000 jobs TOTAL AREA: 5,550 ha Existing Population and Employment Distribution Dar es Salaam suffers from an imbalance of jobs and population across the city. This is partly to blame for the chronic congestion, caused by daily trip movements characterised by lots of people travelling from outside of the city core into the city core and CBD in the morning peak, and the opposite direction in the evening peak. The digram shows the combined population and employment densities (sometimes called activity density or human density) with the darker areas showing the highest concentration of people and the lighter areas showing the least concentration of people. Two areas within the corridor stand out in particular. The middle of the corridor around Manzese has a Corridor West very high concentration of people, mainly because of the high residential population in this area Population = 126,500 which can reach in excess of 700 people per hectare Employment = 66,500 (gross), in excess of what is considered desirable. Employment density here is not as high despite the Area = 1,758 hectares proliferation of street traders in the area. The highest concentration can be found in the Kariakoo area as well as Kisutu. These areas have both high residential population density and high employment density. Context & Vision 35 Corridor Zones 01 To better understand the baseline condition we Zone 3 have divided the study area into 3 distinct zones. This allows us to assess the population and job CONTEXT & VISION Zone 2 distribution across the corridor. The zones are as follows: Zone 1 • Zone 1: City centre up to Msimbazi River • Zone 2: Middle of the corridor from Magomeni to Nelson Mandela Road • Zone 3: Ubungo to Kimara. Phase 1 BRT Corridor - Corridor Zones STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Central Corridor City Centre City Centre Population = 744,000 Population = 181,000 PILOT PROJECTS Employment = 196,000 Employment = 222,500 Area = 2,673 hectares Area = 1,128 hectares High Human Density Low Human Density 36 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Summary of the Baseline Studies Key Issues and Opportunities Wider Socio-Economic Context Dar es Salaam is Tanzania’s largest city and the country’s economic hub. The relatively strong National economy shows consistent growth and fiscal debt at 3.5% of GDP. However 47% of people remain in poverty. Tanzania’s population is largely rural. Its urban areas require significant infrastructure investment and systems for credit to help formalise its economy and boost prosperity. Increasing number of rural poor are migrating to urban areas seeking work and new livelihoods increasing the pressures on cities, particularly Dar es Salaam. Economic Context of the City Housing and Prosperity Issues Housing in Dar es Salaam is predominantly The city’s population currently stands at around informal. Only 11 percent of houses are directly 5.8 million and, although Dar es Salaam only connected to a water supply and amenities contains about 8% of the Country’s population, are failing to keep pace with the growth in the it accounts for about 45% of GDP and around number of households. The often-poor residents half of the country’s manufacturing. Tanzania is of the city find transport costs high, and those in a less developed manufacturing economy than informal housing tend to walk to work (43%), or regional peers. travel short distances. Such manufacturing focusses mainly on light Although much of the housing in the city can be manufacturing, textiles, beverages, publishing classified as informal, ownership levels are high. and glass. Just over half the working population This is consequent of benign policies in relation of the city are in informal employment. to the registration and ownership of land. Although this represents a low level of formal Rented housing in Dar es Salaam is more likely to employment, it contrasts with the country as occur in more formal stock in more prosperous a whole – 90% being in informal employment. neighbourhoods. Only 4% of housing can be Higher overall economic growth is also described as social housing, a small proportion constrained by the high level of low value-added of the overall stock. jobs in the city. Poverty and low levels of educational attainment Population Profile tend to be concentrated in the areas of informal housing away from the city centre. The better The city’s population is young and is being educated and the more prosperous occupants of added to by an influx of young adults migrating the city are concentrated in the very centre of the to Dar es Salaam in search of work leading to a city and the wards to its north. bulge in the 20-29 age group. Household sizes continue to fall in the city, down from 4.9 in 2002 to 3.9 in 2012. This is consistent with slowing birth rates and in-migration of young, single job-seekers into the city. Context & Vision 37 01 CONTEXT & VISION Real Estate Trends in Dar es Salaam As the commercial capital of Tanzania, Dar es Salaam has the most developed and active real estate market in the country. Just as Dar es Salaam is the economic engine of the country it is also the heart of the real estate market. In keeping with the overall economy, though developing, the property market is immature in comparison to regional peers, trailing behind South African cities and others on the continent such as Nairobi, Lagos and Accra. By international standards there are no significant large-scale developers in the city, either in the public or private sectors. Investment activity over the last decade STRATEGIES has focussed primarily on commercial and residential developments followed to a much lesser extent by retail and industrial development. Localised Demand for Offices Targeted Provision of Residential Development The old, over-congested centre is now less favoured by commercial and residential occupiers The formal residential market exhibits similar and new centres have emerged elsewhere, patterns to the office market, the highest particularly to the north of the CBD. Land value areas being in the CBD and areas to the ECONOMIC IMPACT values, however, have remained high in the old immediate north of the city centre. Most growth commercial core making it harder for property has occurred in non-industrial neighbourhoods investors to make a return on investment in the outside the established residential areas. old CBD than in up-and - coming neighbourhoods. It is clear from the proliferation of unplanned Growth in land values (from 2012-2016 ratings settlements that housing affordability is a major lists), are fastest outside the city core. The new issue. Middle income and affordable residential BRT line appears not to have made a significant buildings for sale in close proximity to the BRT impact on commercial property values, with experience strong demand for apartments, and only small amounts of top quality office demonstrate that high rise buildings are of appeal IMPLEMENTATION accommodation in the city centre. Although to buyers if well located. It is anticipated that the GOVERNANCE & the CBD still contains most of the office stock in prime residential market will exhibit low growth in Dar es Salaam there are emerging alternative short-medium term. centres across the city. There appears to have been a drop in rental values in the more sought-after neighbourhoods Potential for Retail over the last two years. In keeping with the office Dar es Salaam’s retail market is immature. By market, the high price of land in the CBD should international and regional standards provision is make other, outlying areas more attractive to poor and standards of accommodation not very investors. high. At the same time, there is evidence of growth PILOT PROJECTS both in supply and demand across the city. There Falling Demand for Industrial Space is evidence to suggest that, whilst there is strong Warehousing and industrial space in demand for lower priced retail space there is Dar es Salaam does not appear to be an appealing over-provision of the best quality space. There is investment class. Although vacancy rates are low a strong potential demand for retail space, should in comparison to regional markets, rental levels the right kind of accommodation be provided in are not high enough to justify the underlying land the right locations. costs. 38 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Summary of the Baseline Studies Key Issues and Opportunities Urban Planning Tanzania is adapting itself through a process of rapid urbanization to cope with spiralling growth and migration to its key urban centres. This is focused on Dar in its emerging role as a regional mega-hub giving access to the sea to six landlocked countries. This is a critical time for the city to unlock capacity for new growth and opportunities for new residents and businesses to sustain its future for national and regional benefit. Emerging Areas of Opportunity City Centre Large Institutional Areas Located on the waterfront and defined by the Clearly recognised within the city, large two main city river corridors, it constitutes extensions of public land with low occupancy the business, administrative and commercial that may constitute a good opportunity for city core. It is also identified as one of the city future developments. Among other categories, gateways, as the Railway Central Station and the military and higher educational parcels of Ferry Port are located within it. Since it is one of land near Morogoro Road stand out as potential the oldest parts of the city, most of its extension areas for development related to the BRT phase 1 is categorised as planned, with a variety of and 4, where these are feasible to be released for colonial and modern mid-rise buildings. It also economic development. holds mixed-use areas, where – differently to Unplanned Residential Areas other parts of the city – residential apartments can be found on the upper levels of the mid-rise Most of the urban expansion of the historic buildings. Although area of the city centre, by city core in Dar es Salaam is categorised as contrast with the remaining parts of the corridor, unplanned. Among it, we can find a wide range doesn’t strike the urgent need to the upgrade, of spatial qualities and densities. Areas in the the strategy must embrace its commercial, middle of the corridor, such as Manzese , have leisure and heritage core. some of the highest population density and coverage ratios in the city. Further out, the Waterfront and River Corridors peri-urban ring is being occupied with low sparse Dar es Salaam has a stunning waterfront with developments. Both types of settlements require great environmental qualities and open space, specific regeneration-consolidation strategies. residential, cultural and hospitality development potential. These qualities can be found along the coastline and the main rivers, together with secondary green corridors. The areas along the embankments are important assets for the regeneration strategies increasing the value qualities, creating important public spaces and attracting private investors. Context & Vision 39 Bagamoyo LEGEND: Road Unplanned Development 01 Planned Development High Density Unplanned Area Historic City Core CONTEXT & VISION Sam Nujoma Road Main Industrial Corridor Morogoro Road Primary Roads Dar es Salaam Port Julius Nyerere International Airport Nelson Mandela Road Large Institutional Sites Julius K. Nyere Road STRATEGIES Kilwa Road Key Actions The current BRT corridor is already a major commercial higher development limits and special planning controls for key stations, this also includes developing the terminal station ECONOMIC IMPACT artery. Its high ridership is testament to its suitability as a BRT route. The next challenge is to leverage its of Kivukoni (Gateway Station Typology) to be at the heart of a status to stimulate new high quality dense mixed use city waterfront and tourism zone and Gerezani as a new city development along its length to increase corridor enterprise hub (Gateway Station Typology). capacity and stimulate Dar es Salaam’s property market 03 Create a series of liveable ‘corridor communities’ with improved policy, structure and purpose to boost the local economy. These areas will link one more neighbourhood station areas together with development policies for higher standards 01 Formalise the city masterplan with the provision of housing, enhanced community facility provision and for Transit Oriented Development greater local formal employment. These areas will be based IMPLEMENTATION Dar es Salaam has suffered from the lack of a city plan on existing communities and aim to enhance any special or GOVERNANCE & for guiding development in the city, since the previous distinct character or function such as a local market. This plan expired in 1979. This Corridor Development Study, strategy is focussed at the gradual and organic enhancement along with the city masterplan (currently in draft of the informal settlements and consolidating residential status), are the first steps in beginning to establish a areas. clear framework for how the city should develop in the 04 Create new hubs of development medium to long-term. This will be needed to restructure the city and to renew the urban fabric and provide the Designate nodes within the Phase 1 Corridor to provide stimulus for growth and prosperity through TOD. alternative high density and higher function growth points outside the city centre through focusing new (and reinforcing 02 Maintain, expand and consolidate the city centre existing) mixed use & employment provision at major BRT PILOT PROJECTS The extent of this should be no further than the edge interchanges & gateway stations. Msimbazi River to cover the inner city, Kariakoo and 05 Create a network of open and recreational space Upanga (as defined in the proposed City Plan 2012 – 2032). The city centre will be promoted as a major Delimited through designated “protected park zones”. In these destination for foreign investment, business and zones very limited development related to environmental, tourism with high-density, and high quality mixed use recreational and educational uses would be permitted. The development encouraged at all city centre BRT stations. network of park zones would include the Msimbazi River and Special city centre TOD zones should be proposed with its tributaries flood area (to be defined) and other existing areas of open space such as utility corridors. 40 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Summary of the Baseline Studies Key Issues and Opportunities Transport and Connectivity in the City Dar es Salaam’s growing population and a decentralization of residential and employment functions, result in a high demand for mobility and accessibility, which will have to be accommodated by a new transport and capacity framework. Additional road capacity and improved public transport services are being applied to mitigate congestion. Need for Combined Mobility Strategies Traffic Congestion Local Roads To work more sustainably, strategies to improve Several traffic surveys, undertaken during both transport provision and land use planning early stages of the project reviled that within should be applied together to ensure outlays on the station areas, traffic flows are mostly infrastructure are recouped under development influenced by poor road conditions. Unpaved planning policies and effective fiscal systems. roads, potholes and no drainage system make circulation very difficult and often forces vehicles This will improve Dar es Salaam’s productivity to stop and divert their route. Other important and encourage formal employment through traffic influencing events are represented by stronger governance and revenue-incentivised non-signalised traffic intersections, informal goals. trading activities and illegal parking. They Much will be achieved under the Dar es Salaam all affect the overall circulation by creating Metropolitan Development Project (DMDP) which bottlenecks, which increase travel times, will improve the city’s governance, mobility and create safety issues and produce high carbon environmental systems by 2022. emissions. The city faces the major challenge of chronic and rising traffic congestion caused by: Looking at the traffic influencing events distribution within the different stations areas, • Rapid population increase some overarching observations can be made: • Expansion of the city with increased commuting Poor road conditions - the most common • Proliferation of motorised vehicles observation, equally affects all identified station typologies. • Monocentric form with few radiating roads • Minimal development controls Non-signalised traffic intersections - represent the main cause of congestion in formally • Limited transport network to meet demand. planned areas such as the City Centre and Morocco area. Dar es Salaam has significant industrial sectors generating high volumes of heavy traffic via road Informal trading activities - affect mostly Only 40% of urban roads are paved, pushing Gerezani and Manzese areas, where a high commercial traffic onto the arterial routes. concentration of markets occur. The quality and capacity of Dar’s road network Illegal parking - mainly concentrated in areas is far from adequate. The transport of staff, where attractors such as commercial activities or goods and services is slowed by congestion causing economic loss to inhibit growth and development. Context & Vision 41 01 CONTEXT & VISION STRATEGIES Summary results of the Bottleneck Survey Workshops and informal commercial activities educational facilities (universities) are located. Random pedestrian crossings and Key Actions footpaths - encroachment issues are concentrated in The corridor development strategy along BRT Phase 1, and ECONOMIC IMPACT areas with a high concentration of commercial activities and working places, as Gerezani Terminal and Fire eventually along all planned Bus Rapid Transit lines need (Kariakoo market), City Council (CBD), Manzese, Kimara to apply a series of mobility improvements to bolster the and Kinondoni (informal traders). metropolitan transport system. Loading / unloading activities and heavy vehicles The strategy must identify interventions to maximise the transit - affect mostly the central part of the corridor benefits of mass transit, focused at interchanges through (Fire, Magomeni Mapipa, Manzese) and the Morocco area key guiding principles, including: (Kinondoni and Morocco) due to the presence of local 01 Multi-modal transport corridors To work as catalysts for dense, mixed-use urban form with IMPLEMENTATION GOVERNANCE & improved roads and public transport facilities and utility infrastructure provision. 02 Maximise accessibility across the corridor area This will encourage economic growth and social inclusion. Improve transport system efficiencies to minimise journey times. 03 Safety and the environment Improve road safety levels and reduce environmental and PILOT PROJECTS energy impact. 04 Integrate land use with transport planning Enhance existing, and introduce new, integrated and efficient collective transport systems, in a way that balances use of private and public transport modes together with the economic growth. 42 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Summary of the Baseline Studies Key Issues and Opportunities Infrastructure The Corridor Development Study is an opportunity to plan this 2 km wide corridor in accordance with TOD guidelines, with requisite municipal infrastructure to meet the vision. Using transit as a catalyst this can combine with enhanced primary and secondary service infrastructure to attract new investment in homes, jobs and development t support Dar in its becoming a mega-city in the region. Structuring Development for Infrastructure Efficiency The observed tendency is for unplanned The implication of this is that it is difficult to development to occur on the outskirts draw general statements around service delivery of the CBD, as populations urbanise and for specific regions along the BRT network. A migrate towards sources of work, resulting survey of 2,000 households in the study area in informal settlements which lack basic carried out in September 2017 showed that 65% backbone infrastructure, leading to health and of households had a piped water connection environmental risks. The strategy must therefore across the corridor but unreliability was an be targeting more intensive densification, to issue. For example, 50% of people in Manzese promote investment in bulk infrastructure that reported experiencing regular interruptions to would not be economically viable to implement service (across the entire study area it is 34%). in the current model of the sprawling city. The The electricity network has a higher coverage at strategy must promote the densification at 95% of households surveyed but unreliability is transit nodes supporting the TOD principles. still an issue with 65% of households claiming World Bank (2016) Measuring Living Standards to suffer from outages in service at least twice within Cities finds that Dar es Salaam has a month and 20% experiencing outages twice a “a severe deficit of basic services, and many week. households have even ‘lost’ access over time.” The Notwithstanding the above, certain implications current network is largely an aging network, that for future development can begin to be drawn at was not designed for the current demand and this stage: “reduced access is first and foremost a reflection of the decline and degradation of existing urban The Western trunk route, from Kimara infrastructure in the centre and consolidated through Manzese up to Magomeni is largely areas of the city.” under-capacity for all municipal services. What has emerged from the diagnosis work The North South trunk route, that forms part of is a picture of an infrastructure network that the older established city form (from Morocco is both extensive and comprehensive, yet is through Jangwani to City Council) appears significantly constrained in certain areas. It reasonably serviced in terms of potable water, would also appear that while one municipal but under-supplied for electricity. service may be sufficient in a particular geography, another is not – take the case of potable water and electricity around Morocco, for instance. 519000 526000 533000 Context & Vision 43 DISCLAIMER Contractors are not to scale dime The information on this drawing was Aerial and digital sources and whilst Used reasonable skill and care in th we cannot accept any responsibility positional or general accuracy and c or any information contained therein expressed or implied, including the 9255000 9255000 particular purpose, accompanying th of responsibility is accepted by Broa no reliance may be placed on this in third parties. This information is sup 01 purposes only and must be verified topographical survey. Broadway Ma any losses or damages, including in damages, resulting from the use of Legend Infrastructure Combined Infra Combined Infrastruct Weights 0 2 5 10 ! Brt Terminals CONTEXT & VISION  BRT Stops-Pha Railways Recommended Municipal Boun Morocco Terminal 9250000 9250000 Kinondoni B Kimara Resort Terminal Bucha Corner Kibo Baruti Ubungo Mwanamboka Maji Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani Fire DIT Kisutu STRATEGIES Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council ¯ KEYPLAN Kariakoo Terminal GRID - 2 KM X 2 KM PROJECTED COORDIANTE SYSTEM 9245000 9245000 0 10 20 30 Riverside House 2a Southwark Bridge Road London SE1 9HA T: +44 (0) 207 261 4200 F: +44 (0) 207 261 4300 E: lon@broadwaymalyan.com Infrastructure Provision Heat Map Aurecon Centre, 1 Century City Drive, Waterford Precinct, Century City South Africa 7441 PO Box 494, Cape Town 8000 Key Actions South Africa www.aurecongroup.com Client PRESIDENT'S OFFICE REGIONAL ADMINISTRATIO AND LOCAL GOVERNMENT (PRO-RALG) ECONOMIC IMPACT Project DAR ES SALAAM BRT INTEGRATED LAND US 01 Formalisation of urban blocks for the existing densities. It is proposed that a mixed use AND TRANSPORT PLANNIN Description INFRASTRUCTURE HEAT MA COMBINED INFRASTRUCTU land use will assist with reducing the peak electricity PHASE 1 BRT CORRIDOR This will require a relaying of large portions of the Scale Status demand in this region. 1:20,000 DRAFT distribution networks for water, electricity and sewer, Job Number Drawing N 9240000 9240000 River network generated from the 30m SRTM DEM. Custodian - Aurecon 31712 BM-MP- 519000 526000 533000 Document Path: S:\Projects\2017\G113365\mxd\SERVICE AREA ANALYSIS\heat_combined_infrastructure_A0_v5.mxd with bulk transmission sticking to the BRT trunk 03 Balanced land uses will help the city corridor. Providing a mix of land uses between commercial, office 02 A balance between densification and expenditure and residential can assist with reducing the peak demand on the enabling infrastructure (morning and evening) for electricity, although residential uses are anticipated to be larger consumers of water, in With densification as a focus, given the fact that general, while electricity remains fairly balanced, except IMPLEMENTATION the current urban form’s demand exceeds supply, GOVERNANCE & for peak morning and evening demands. Upgrading of this maintaining equivalent densities will still require portion of the BRT corridor will therefore require significant infrastructure upgrades, most likely also including bulk infrastructure investment. supply of water, electricity and sewerage treatment. A balance will need to be found between increased density 04 Improvements in sewerage provision and the cost of enabling infrastructure. If densities Sewer provision, in general, appears to be poor throughout are maintained, the findings suggest that electrical the BRT trunk route. All upgrading plans are likely to require infrastructure upgrades will be required in any event requisite sewerage conveyance as well as treatment options in order to provide adequate supply. Increasing the to be supplied. Residential areas tend to generate larger densities beyond this will in all likelihood also require volumes of wastewater, which should be noted for land use PILOT PROJECTS bulk energy provision upgrades, at a cost, although an decision making. element of generation upgrading could also be required 44 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 Development Scenarios Part of the process was to test varied development scenarios for the BRT Phase 1 Corridor area. Three diverse development scenarios, summarised below, were explored and evaluated through a high-level cost benefit analysis. SCENARIO1: POLYCENTRIC This scenario plans the even distribution of development and regeneration across the entire Phase 1 BRT Corridor area. This is an ambitious approach which seeks to create a series of smaller localised development centres near BRT stations, with secondary hubs located along feeder routes and other key connections, supporting organic development of adjacent neighbourhoods. Figure 2.1.1 Scenario 1: Concept Sketch SCENARIO 2: SUPER DISTRICT This scenario focused on the vacant land associated with Ubungo and to the west as far as Kimara, where there is evident vacant capacity for density and growth. The new ‘super district’ will form a competitive mixed-use alternative to the existing city centre. In parallel it promotes the continued emergence of Morocco as a prestigious commercial hub, and Gerezani as a port service cluster. Figure 2.1.2 Scenario 2: Concept Sketch SCENARIO 3: HIGH DENSITY CORRIDOR This scenario establishes a linear “high rise” commercial spine of incentivised development. Station Core areas and associated zones are planned for significant density increases. Existing land uses are adapted through new formalised planning processes to maximise development density and value along the corridor, enabled by a trinary road system the length of the route as a clear and defined development corridor for private and public investment. Figure 2.1.3 Scenario 3: Concept Sketch Context & Vision 45 01 The scoring determined, which elements of each of the scenarios, were brought forward in to the ‘recommended development CONTEXT & VISION concept’ which become a basis of the BRT Phase 1 Corridor Strategy, outlined in this document. The comprehensive explanation and study of each of the Development Scenarios were shared with the Key Stakeholder during the December 2017 Workshop in London and via illustrative Consultation Pack issued to all Key Stakeholders during the month of December 2017 and January 2018. The overall analysis gave almost the same scores to all three options as illustrated in the chart below (bottom). This summary hides the main differences between the options which is summarised in the table below: Polycentric Super-District High-Density Corridor STRATEGIES Citizen Centered Affordability Achievability STRENGTHS Value for Money Practicality Infrastructure Housing Strategic Fit Practicality Achievability Connectivity Strategic Fit WEAKNESSES Practicality Infrastructure Citizen Centered ECONOMIC IMPACT Infrastructure Citizen Centered Employment Figure 2.1.4 Scenario Strengths and Weaknesses It shows that whilst the Polycentric approach is strong on achieving the goals for the city and its citizens, it is weak on deliverability. The Corridor solution, by contrast, is seen as practical but falls short on strategic goals. The Super-district, smaller and easier to handle than the others, fails to meet all the City’s objectives and narrowly comes in last place. During Workshop 4, the stakeholders were taken through the scoring process used to assess the three scenarios. The challenge to the stakeholders was to set their priorities and give weightings to the factors that had previously been scored. This would re-balance the final score to reflect their IMPLEMENTATION GOVERNANCE & priorities and was done as a group exercise. Each member of the client team voted for attributes they thought were most important and the scores were aggregated and applied as weightings. This process shifted the balance between scenarios. The group’s emphasis on connectivity and an affordable, deliverable project being significant factors. Results before the Results after the revised Weighting revised Weighting PILOT PROJECTS 71% 69% 71% 95% 84% 97% Polycentric Super-District High-Density Polycentric Super-District High-Density Corridor Corridor Figure 2.1.5 Scenario Scoring 46 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 An Aspirational Vision The Vision is for the BRT Phase 1 Corridor to become a thriving, mixed-use, dense urban environment, benefiting the wider community of Dar es Salaam, brought through and stimulated by its unique component: the BRT. The first line of efficient public transport provision makes the corridor an unique proposition within the city, enabling wider population access to amenities, employment opportunities and leisure facilities. At the heart of the vision lies the desire to improve quality of life, stimulate local economy and unlock congested city arteries. Through considered land use zoning, custom-applied policies and focused public sector initiatives, the high public investment in the provision of the BRT will deliver its benefits to the wider community of Dar es Salaam. TOD principles supporting a ‘compact city’ growth model can gradually develop across Dar’s central area, facilitated by each successive phase of the planned BRT network. This will form a framework upon which to hang the best new housing and economic activity giving unparalleled levels of access to public transport and investment for the City. The Vision for BRT Phase 1 Corridor is to become a blueprint and benchmark for the future corridors of the BRT network. Context & Vision 47 01 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist impression of the aerial view of the BRT Phase 1 Corridor © Broadway Malyan 48 Phase 1 BRT Corridor Development Strategy | Context & Vision 01 The BRT Corridor Vision in Support of the Wider City Vision The network of BRT corridors will become arteries for city life, commerce and activity. The radial and orbital BRT routes will be the spinal frame articulating new, dense efficient urban development. This will combine the best transport, utility and civic facilities with urban form and public realm of the highest quality and performance, to ready the city for its future by structuring its urban fabric under reformed systems of governance. The vision is to revitalise this historic commercial route and waterfront landing to that of a modern city but one that still speaks of an ancient and intriguing past. The aim is to meet city true potential, as a trading capital as well as a centre for culture and urban tourism, the embarkation point of all parts of the globe from which to explore Eastern Africa. The city needs to refurbish its neglected but beautiful and often unique historic architectural legacy with new higher value activities, building on its cultural and international associations to attract investment and trade. The congested central area should be re-planned with tranquil pedestrian and green areas free from the impacts of traffic. The government offices left vacant from the move to Dodoma can become branded hotels and high spec offices, while technological and port trading office activity begins to flourish in dynamic new urban districts outside the centre as new satellite clusters at Gerezani, Morocco and Ubungo. With the influx of investment the existing communities will benefit from better incomes and prospects, formalised to fund occupational training and new services funded through enhanced tax revenues and private investment streams. Accessible neighbourhoods cluster near the new centres with homes for all incomes and backgrounds to create a mosaic of communities that preserve Dar’s culture and vitality, while empowering its younger generations to build better homes and manage their future legacy. As the city renews itself and the new quarters mature, Dar will gain confidence and appeal to draw further inward investment to facilitate and harness its growth to rightfully claim its Mega-City status as East Africa’s commercial star. Context & Vision 49 01 ‘Quick-Win’ projects that CONTEXT & VISION prepare for success Twelve suggested Initiatives are recommended to promote 03 Core parcels servicing programme the strategy and enhance the corridor. Each varies in scope 04 Facilitating Land Pooling and difficulty. 05 Assembling public land for new development The first are planning-related, moving on to funded 06 Piloting low cost homes programmes and grants for third parties, ending with 07 Home upagrade grants physical projects that apply the CDS principles to sites of 08 Heritage programme key importance. 09 Station area placemaking 01 CDS Training Programme STRATEGIES 10 Msimbazi City Park 02 Updating and completing of district plans to cover the 11 Ubungo Second City Centre Pilot Project whole CDS area 12 Gerezani Commercial Hub Pilot Project ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist’s Impression of a new TOD node at Gerezani Terminal: The CDS recommends the upgrade and transformation of several major interchanges, terminals and gateways throughout the city © Broadway Malyan 50 BRT Phase 1 Corridor Development Strategy | Strategies  Strategies 51 CONTEXT & VISION Part 02 STRATEGIES ECONOMIC IMPACT Strategies This section of the document outlines the development strategy, charting the growth and development for the entire corridor area. It considers densities, land use distribution, utilities, social infrastructure, open space provision and transport IMPLEMENTATION GOVERNANCE & and connectivity, as well as regeneration and phasing. The strategies outlined in this section of the document are the outcome of a study undertaken between January 2017 to May 2018 and are underpinned by various more detail, topical studies, which can be found in the previous volumes of this study, retained by PO-RALG. The work was progressd through a series of staged Stakeholder Workshops held in Dar es Salaam and in London over the period, culminating in the final presentation at Sar es Salaam PILOT PROJECTS in May 2018, which summarised the content of thise section. 52 BRT Phase 1 Corridor Development Strategy | Strategies 2 Analysing Existing Conditions The Transit Oriented Development (TOD) Station Matrix is a decision- making tool that has been developed for Dar es Salaam’s planning authorities. It builds on the city’s vision to objectively assess any existing or proposed station and to offer insight on development Targeting recommendations and priorities for a station’s catchment area as a appropriate investment in platform for planning and investment strategies for each station and station areas for the BRT network as a whole. The tool incorporates key performance indicators (KPIs) from all disciplines (urban planning, transport, infrastructure, socio- economics and market assessment) and synthesises the baseline work undertaken in Stage 1 of the project. The TOD Station Matrix assists the evaluation The selected criteria are: process by considering various quantitative and qualitative criteria for each station. The Market Potential approach reflected successful practices applied elsewhere. • Investor attractiveness • Market vibrancy The matrix comprises 18 indicators, grouped into three categories. The indicators are both • Prosperity qualitative and quantitative in nature. Data for • Nodal value the quantitative indicators were drawn from • Public transport population catchment the corridor baseline assessment, from a range • Public transport employment catchment of sources (legal texts, government websites, • Ridership press reports and interviews), secondary reports and data sources, scored by the Team Development Readiness based on their comprehensive knowledge of African and international cities. • Ease of land assembly The categories were selected for their • Ownership ability to balance economic, transport and • Developable land development factors and to map current and • Planning status future trends. The criteria was selected both for • Land formality its appropriateness to Dar es Salaam and the • Access to infrastructure availability of objective data arising from the baseline. TOD Characteristics The specific criteria and data which was • Connectivity to public transport measured and applied can be viewed at Appendix A, Section 3 of this report. • Human density • Development density • Mix of uses • Permeability • Access to community facilities Strategies 53 2 Project Objectives Measurement Weighting SCORE CONTEXT & VISION What is the Strategy What are we Trying How Important How do we Evaluate it? That Should be to Achieve? is it to DSM? Pursued? The matrix refers Measurable indicators Some factors are more Guides and prioritises to the issues and evaluate existing conditions critical to the city’s planning and investment opportunities impacting on at each station for development and are in the city, corridor and Dar es Salaam’s potential. comparative analysis. weighted over others. station areas STRATEGIES Contextualise TOD Station Evaluation the Stations Matrix ECONOMIC IMPACT Understand how each station sits Assess individual stations and group them through their within the network in DSM potential to deliver Transit Oriented Development READY m 1k 0m 50 MATURE Morocco Kimara Ubungo EMERGING IMPLEMENTATION GOVERNANCE & Gerezani EMBRYONIC PLAN Review designation against city objectives and other ongoing initiatives PILOT PROJECTS Station Typology STATION Station Evaluation Designation STRATEGY Review designation against city objectives and other ongoing initiatives 54 BRT Phase 1 Corridor Development Strategy | Strategies 2 Market Potential Group Weighting: 35% How well placed is a station to capitalise on changing market conditions compared to others? Market potential assesses each station area’s ability to support new development considering demand and attractiveness to investment. It is measured through a number of indicators that include major drivers of demand such as current BRT ridership, the current and future number of people and jobs accessible by transit within 30 minutes, market vibrancy and the socio-economic make-up of local residents. As a measure of potential future performance this group has been weighted moderately. Future trends are always difficult to predict and Dar es Salaam would benefit from specific real estate market studies to provide more complete base data. Attractiveness to Investors Public Transport Employment Catchment Measures the potential of a station area to generate a Measures the number of jobs that are accessible to the profit by calculating the yield / profit. This measurement station area in 30 minutes using public transport. A large compares the value of land against the cost of rent. A low catchment provides good access to employment to local cost of land of high rental ability is desirable to investors. residents. Business Willingness Node Value Indicates the extent to which the business community is Not all nodes in a transport network are equal. A station’s willing to invest in the station area by looking at recent position within the transit network can influence how likely development activity, recent planning applications and site you are to pass through or change at the station. This is assembly activity. measured through a composite of different ‘centrality’ measures. In a well-organized city, jobs tend to cluster and Prosperity increase their density around the more accessible nodes within the network. Measures the socio-economic make up of the local residents within 1 km of the station area. Ridership Areas with low income have the greatest potential for social benefit and regenerative gain. Measures the number of people who embark and disembark at the station over the course of the day. High ridership Public Transport Population Catchment indicates a popular location with high footfall that can support local business. Measures the number of people who can reach a station area in 30 minutes using public transport. A large population catchment provides businesses with a strong customer base to help make them successful and businesses benefit from having a large pool of potential employees. Strategies 55 2 CONTEXT & VISION Rank Station Score 1 Manzese 72.2 The analysis of market potential shows several clear patterns of scoring across the city. Unsurprisingly, some of the worst 2 Magomeni Hospital 71.7 performing stations tend to be located at the western extreme 3 Msimbazi Police 68.9 of the BRT Phase 1 corridor from Ubungo to Kimara. In STRATEGIES 4 Gerezani Terminal 67.8 terms of the city’s development, this area is a relatively new 5 Morocco Terminal 65.6 suburban enclave which has little formalised commercial 6 Morocco Hotel 62.9 enterprise. However, the lower land costs and rents could provide opportunities for businesses that do not rely on 7 Mkwajuni 62.4 proximity to the CBD and instead could benefit from the high 8 Magomeni Mapipa 61.7 passenger footfall at Kimara where the BRT network ends and 9 Argentina 61.0 interchanges with feeder routes to Mbezi and further beyond. 10 Usalama 60.6 Also performing poorly are stations in the CBD such as Posta ECONOMIC IMPACT 11 Kagera 60.0 ya Zamani and Kivukoni Terminal. This is explained due to 12 Mwanamboka 59.0 several key factors. Firstly, studies on the real estate market 13 Fire Station 58.5 in Dar es Salaam have shown that rents in this area of the city are unrealistically high as demonstrated by high vacancy rates 14 Kinondoni 56.8 in recent years which makes it difficult for businesses here to 15 Mwembechai 56.2 generate high yields and profits. Secondly, their location next 16 Tip Top 55.2 to the waterfront give them prestige and high property value 17 Jangwani 52.4 but with a limited catchment. Finally, like the western extreme stations, the CBD stations are at the end of the line and 18 DIT 50.2 therefore their ability to integrate with the wider BRT network 19 Kisutu 47.4 IMPLEMENTATION (when complete) is limited. GOVERNANCE & 20 Urafiki 45.2 This explains partly why the stations in the middle of the 21 Kibo 42.3 corridor offer some of the highest market potential scores. 22 Ubungo Maji 42.0 Their position at the geographical centre of Dar’s urban area 23 Shekilango 41.4 mean that they are ideally placed for high scores in both 24 Kona 39.8 population and employment catchment. Stations which are to become interchanges between lines score the highest for 25 Ubungo Terminal 39.5 ‘node value’ as they integrate with the future BRT network with 26 Baruti 36.8 the potential accessibility and footfall benefits it could bring. 27 City Council 34.9 When all six phases of the BRT network are complete Manzese PILOT PROJECTS 28 Kivukoni Terminal 34.8 will become the most accessible station on the network which helps explain its promising score in this category. 29 Posta ya Zamani 34.1 30 Bucha 33.3 It is also worth noting that the stations just outside the CBD such as Msimbazi Police and Gerezani score higher than their 31 Korogwe 32.4 CBD counterparts as they have better market conditions. 32 Kimara Terminal 31.1 56 BRT Phase 1 Corridor Development Strategy | Strategies 2 Development Readiness Group Weighting: 40% How easy will it be to develop around the station? Development readiness explores whether the legal, physical, and infrastructure framework of the station area is ready to support new development. It assesses the major drivers of supply in the land market, including developable land, efficiency of current development as well as potential friction to development. The category is forward-looking to assess how well current conditions can accommodate future change. This group has been weighted the highest overall as it is the most forward looking of the categories which gives planned and unplanned areas of the city equal opportunity to score well. Land Assembly Planning Status Measures the number of buildings which are within the Measures the proportion of the station area which is subject 500 m catchment of the station. A large number of buildings to existing approved redevelopment plans which support indicates the potential for a large number of owners which TOD. Areas zoned for TOD will be faster and easier to achieve makes assembling land for development more difficult. the objectives of this report, while areas zoned for non-TOD uses will be slower and more difficult to develop. Ownership Access to Infrastructure Measures the amount of land that is estimated to be within public ownership. Public land has the potential Measures the linear meterage of existing infrastructure to be developed quicker and easier than that in private (water, electricity and sewerage) to show how well serviced ownership. Proceeds from the sale of public land to a station area is. Areas with surplus service capacity can developers can also be reused to provide social housing and support new development, while those that do not require social amenities or reinvested in public transport initiatives. further investment and action to accommodate TOD. Non-developable Land Measures the total land that is unavailable for development due to physical and natural constraints such as risk areas, leaveways for infrastructure or areas within tidal reach. Areas having a high level of non-developable land are less viable for TOD. Strategies 57 2 CONTEXT & VISION Rank Station Score 1 Kivukoni Terminal 79.2 In a reverse of the market potential assessment, stations in the middle of the corridor (e.g. Manzese, Tip Top, Kagera) score the 2 DIT 78.8 lowest and the stations in the CBD and the western periphery 3 Kisutu 75.3 are some of the highest scorers. STRATEGIES 4 Posta ya Zamani 73.0 The middle section of the corridor is characterised by 5 Ubungo Maji 71.4 dense informal and unplanned development. This makes 6 City Council 70.8 development in this area more difficult due to the potential 7 Morocco Terminal 69.8 for multiple land holders who will all need to consent to the 8 Kibo 67.5 new development which will make land assembly difficult, time-consuming, and potentially expensive if multiple land 9 Gerezani Terminal 65.9 owners need compensating. Coupled with the fact that the 10 Kimara Terminal 65.2 majority of these areas have poor access to power, water ECONOMIC IMPACT 11 Korogwe 62.4 and sanitation and no approved statutory plan to assist in 12 Msimbazi Police 61.6 regenerating these areas mean that they appear undesirable in the short to medium term. Exceptions to this in the middle of 13 Fire Station 61.5 the corridor include stations which are close to industrial areas 14 Bucha 61.3 which are large land holdings in single ownership and offer 15 Usalama 61.3 potential for development. At the western periphery (Ubungo 16 Ubungo Terminal 60.8 to KImara) the lower density of development offers an easier 17 Kona 60.1 re-development opportunity. 18 Baruti 59.2 The CBD and city centre of Dar es Salaam perform better 19 Shekilango 58.5 for this group of indicators mainly because of the more IMPLEMENTATION GOVERNANCE & structured urban form tends to mean less complicated land 20 Magomeni Hospital 58.2 assembly and also for the reason that this part of the city has 21 Urafiki 57.1 several Area Redevelopment Plans in place which are broadly 22 Morocco Hotel 54.5 supportive of TOD principles. Whilst this study recommends 23 Magomeni Mapipa 52.5 reviewing these ARPs to make them more TOD compliant, the 24 Mwembechai 46.6 certainty for developers that these plans bring should result in less friction to new development. 25 Mwanamboka 40.2 The other critical reason why CBD and city centre stations 26 Jangwani 37.6 score highly is that there is a large public land holding in 27 Mkwajuni 37.4 PILOT PROJECTS these areas which could be exploited and redeveloped, this is 28 Kinondoni 37.4 especially true when the Government has completed its move 29 Tip Top 36.9 of public sector functions to Dodoma which could have a 30 Argentina 34.3 transformative impact on the city. 31 Kagera 32.4 32 Manzese 27.7 58 BRT Phase 1 Corridor Development Strategy | Strategies 2 TOD Characteristics Group Weighting: 25% How well does the station area meet the principles of TOD? This compares the station against the TOD Principles identified in Part 1 of this document. It describes the urban quality of a place and its attractiveness in terms of the type of urban development, local accessibility to public transport, urban grain, mix of uses and access to amenities, schools, and health care. This group has been weighted the lowest as large tracts of the city are not formally planned and therefore do not currently adhere to TOD principles. The weioghting may change as the city’s stucture formalises in the decades ahead. Connectivity to Public Transport Mix of Uses Measures the number of public transport stops (BRT, feeder Measures the diversity of the mix of uses within 500 m of services, dala dala, rail, ferry) within 500 m of the station. the station. Mixed use development is preferred for TOD A high number of stops demonstrates a high level of to balance complementary uses and activities, promote connectivity, accessibility and mobility. walkable neighbourhoods and allow people to live near to where they work or study or socialise. Activity Density Permeability Measures the number of residents and workplaces within a 500 m catchment of the station (known as ‘activity density’). Measures how many linear metres of pathways and A high activity density demonstrates a greater degree to routes are accessible within a 10-minute walk. A high which TOD can be supported. value demonstrates a highly connected network of paths and routes around small permeable urban blocks. This Development Density encourages walking and cycling and improves mobility. Estimates the floor area ratio (FAR) of the development Access to Community Facilities within 500 m of the station. FAR indicates whether the land is being developed intensively or not. Low FAR means that Measures the diversity of community amenities (health, existing development is not as optimised as it could be. education, civic amenities) within the station area. These facilities are critical in supporting placemaking and liveable neighbourhoods. Strategies 59 2 CONTEXT & VISION Rank Station Score 1 City Council 65.8 The category’s top performers lie chiefly within the city centre. The historic core of Dar es Salaam has developed 2 Kisutu 58.8 as a relatively dense, planned city with an established grid 3 Msimbazi Police 58.0 of road networks that promotes permeability and easy STRATEGIES 4 DIT 54.1 pedestrian mobility. This area has also developed as the 5 Magomeni Hospital 52.7 major employment centre of the region, providing a thriving 6 Posta ya Zamani 49.5 mixed use and high density environment. While the quality and condition of the public realm and buildings may need 7 Fire Station 49.1 additional investment, this area has the framework in place 8 Magomeni Mapipa 47.6 to deliver successful Transit Oriented Development. 9 Gerezani Terminal 45.6 The noticeable exception to this is Kivukoni Terminal, 10 Manzese 42.0 positioned on a headland with limited catchment of ECONOMIC IMPACT 11 Argentina 41.7 employment and population and in close proximity to State 12 Morocco Hotel 41.3 House so difficult to develop in the foreseeable future. 13 Mwembechai 38.9 Of more interest, are the areas outside of the city centre 14 Kagera 38.4 and looking at the results to determine areas of potential TOD that could be prioritised for development. The stronger 15 Mkwajuni 38.3 stations are in the Manzese and Magomeni areas. Despite 16 Tip Top 37.4 their informality these areas exhibit some positive TOD 17 Urafiki 36.5 characteristics that can be built upon if they were to be 18 Mwanamboka 35.7 developed in the future. These stations also perform well 19 Ubungo Terminal 35.0 against their closest peers due to their concentration of IMPLEMENTATION GOVERNANCE & population and employment density as well as dense route 20 Kinondoni 30.0 networks which aid permeability and pedestrian mobility. 21 Usalama 29.3 Manzese in particular is a thriving market area with a high 22 Morocco Terminal 29.0 footfall and the potential of having existing high density 23 Shekilango 28.1 neighbourhoods in-situ gives these areas an advantage over other areas. 24 Ubungo Maji 27.7 25 Kivukoni Terminal 23.2 Of course, the stations that are on the urban periphery such as Kimara, Baruti, Kona etc, where development is less 26 Baruti 21.7 consolidated and dispersed do not gain the same advantages 27 Jangwani 20.4 PILOT PROJECTS of density that the stations closer to the city centre have. The 28 Kimara Terminal 17.5 dispersed nature of the development also results in a less 29 Kibo 17.3 developed route network which makes walking less desirable 30 Bucha 16.0 in these areas. The anomaly to this is Jangwani which is located much closer to the city centre but due to it’s position 31 Kona 13.3 on a flood-plain, no development is present here other than 32 Korogwe 11.3 the BRT depot. 60 BRT Phase 1 Corridor Development Strategy | Strategies 2 Overall Station Scoring The Station Evaluation Matrix is a tool that provides a quick snapshot of the current potential for development at stations and monitor outcomes of future action items. Assessment of Overall The ultimate output is to group stations market conditions but need specific TOD Maturity at Each based on the strengths of their current infrastructure or land development to Tested Station. condition and future potential as a develop TOD. foundation for planning and investment This Assessment Will Emerging stations are good candidates strategies for prioritised transit stations. for ‘catalyst’ infrastructure and amenity Inform the Corridor Based on the scores from the matrix, each investment to trigger the required TOD Phasing Strategy station is designated an ‘action plan’ results. These stations typically have lower category to guide planning, policy and land costs and offer scope for higher uplifts infrastructure investment decisions. It than mature stations. This makes them is important to note that the ranking of attractive to larger developer organisations the station is not fixed and can improve with capacity to deliver comprehensive or decline in relation to the others being change. Development in these areas will assessed. As the station develops and be either large scale and sudden or smaller improves it score it can move from one scale and slow. There is less opportunity category to next from ‘embryonic’ to for LVC, unless the scale of development is ‘emerging’ and eventually to ‘mature’. large. The Station Action Plan categories are : EMBRYONIC: these stations are still in pre-development phases. The areas are not MATURE: these stations are highly suited to market ready and generally do not have TOD principles as the market is ready, there infrastructure or developable land. is land available to develop and the level of new infrastructure investment needed is Plans should be prepared for these stations low. and target investment in infrastructure to facilitate the required changes when the These station areas typically need more time is ready. targeted, short term actions to achieve intensified TOD activity and are well suited These stations are more reliant on state for private sector-led redevelopment at support for infrastructure, or direct minimal state cost. They are better suited investment. These peripheral areas to more sophisticated processes associated are candidates for affordable housing, with Land Value Capture (LVC). However commercial or civic development on these station areas also tend to have higher low-cost land connected to the BRT land costs which limit profitability in the giving residents better access to work and more marginal sectors. Private investment training. projects in these areas will tend to be of Development here will be slower paced and higher quality and density, and will vary in smaller in scale and quantum, with fewer size and scale. The city authorities should opportunities for LVC or urban revenues. draw more revenues from Mature station areas, to improve civic provision. EMERGING: these stations have average Strategies 61 2 CONTEXT & VISION Development Market Potential TOD Characteristics Overall Station Score Readiness 1 Msimbazi Police 3rd 12th 3rd 63.2 2 DIT 18th 2nd 4th 62.6 3 Magomeni Hospital 2nd 20th 5th 61.6 4 Gerezani Terminal 4th 9th 9th 61.5 5 Kisutu 19th 3rd 2nd 61.4 6 Morocco Terminal 5th 7th 22nd 58.2 7 Fire Station 13th 13th 7th 57.3 STRATEGIES 8 City Council 27th 6th 1st 57.0 9 Magomeni Mapipa 8th 23rd 8th 54.5 10 Morocco Hotel 6th 22nd 12th 54.1 11 Posta ya Zamani 29th 4th 6th 53.5 12 Usalama 10th 15th 21st 53.1 13 Ubungo Maji 22nd 5th 24th 50.2 14 Kivukoni Terminal 28th 1st 25th 49.7 15 Mwembechai 15th 24th 13th 48.0 ECONOMIC IMPACT 16 Urafiki 20th 21st 17th 47.8 17 Ubungo Terminal 25th 18th 19th 46.9 18 Manzese 1st 32nd 10th 46.8 19 Mkwajuni 7th 27th 15th 46.4 20 Kibo 21st 8th 29th 46.1 21 Mwanamboka 12th 25th 18th 45.7 22 Argentina 9th 30th 11th 45.5 23 Shekilango 23rd 19th 23rd 44.9 24 Kagera 11th 31st 14th 43.9 25 Tip Top 16th 29th 16th 43.4 IMPLEMENTATION GOVERNANCE & 26 Kinondoni 14th 28th 20th 42.4 27 Baruti 26th 17th 26th 42.0 28 Kimara Terminal 32nd 10th 28th 41.4 29 Kona 24th 16th 31st 41.3 30 Bucha 30th 14th 30th 40.2 31 Korogwe 31st 11th 32nd 39.1 32 Jangwani 17th 26th 27th 38.5 MATURE EMERGING EMBRYONIC PILOT PROJECTS The station area is market ready Average market conditions The station is not market ready Significant areas of developable Some areas of developable land Limited developable land land High level of TOD capability Shows some level TOD capability Low level of TOD capability Private sector investment friendly In need of public sector support 62 BRT Phase 1 Corridor Development Strategy | Strategies 2 Overall Station Scoring Mature Stations Mature stations tend to have the highest scores that some existing densities in the CBD and city centre for market readiness, development potential are marginal in their suitability without improvement in and / or TOD characteristics and can be seen living standards for residents so efforts should be made to as almost ‘TOD ready’. Investment in these improve the reliability of utility services. areas should reinforce what the areas do well already and should focus on good urban design and placemaking, to increase the area’s value. Emerging Stations Mature Station Areas are less reliant on state These stations have highest potential. They perform or municipal interventions and will appeal to well on some or most of the three assessment private investors. The plots can be developed criteria. This means that there is still scope to capture relatively quickly, with economic returns from value but unlike the ‘embryonic’ stations, these can commercial duties, land taxes and incomes. More potentially be achieved through private investment stringent Government regulations can stipulate rather than the public sector. higher quality of built form and high density Emerging station areas are found in urban development resulting in formalisation and hence neighbourhoods with interchanges and emerging more tax revenues. markets. They are typically built-up with good existing or potential public transit links that can support Attractive to Private Funding redevelopment at higher than existing densities. In Dar es Salaam’s case, this might also extend to areas of The strategy for these stations should be to invest the city centre which do not currently perform well. in TOD projects to promote significantly higher densities and lower parking ratios; innovative Emerging Station Areas may require modest state or building types and advancements in urban municipal initiatives to become more palatable for design; employment opportunities; and increased the private investor markets. These investments may transit service, capacity, and amenities to support be exceeded by the returns, particularly where formal intensity of uses. Investment in these areas should commercial activity is realised. Public initiatives in come primarily from the private sector with the Emerging Station areas should be prioritised to achieve Government supporting and guiding investment significant and rapid returns and to deliver transformative and reinvesting captured value into providing change which demonstrates value. Development in amenities for local communities as well funding Emerging Station Areas will initially be small in scale, projects in emerging station areas to help ease the reflecting risk until yields are proven. pressure on the city centre in Dar es Salaam. Catalyst Projects for Change Increasing Place Value The strategy is to invest in transformational TOD projects For Dar es Salaam, the most mature station areas to prime the market, promote development-oriented are primarily within the historic city centre areas planning, and evaluate and address missing multi-modal that were planned as a structured grid in the connections and accessibility. Formal development reaps 1960s. This grid is why the city centre scores highly major rewards in improving accessibility and permeability for TOD characteristics and the priority should between local communities and the station core area, be the investing in public realm improvements with a focus on higher densities for new development to make space for people to circulate freely and will also encourage the gradual transformation of the participate in street life. area and increase its attractiveness further to private TOD is most successful where high employment investors. As with immature stations, the commissioning and residential densities are achieved. However, of a comprehensive area redevelopment plan to regulate the assessment of station areas has also shown development will be key and should be prioritised. Strategies 63 2 CONTEXT & VISION modest, assuming less risk. Focused Investment Emerging stations cannot fully rely on the private market Planning for Future Growth to lead development. TOD will not occur where market impediments prevail. Strategic investment of city Planning for future growth is the need most associated resources should be prioritised for these areas with a with the least mature stations when market readiness focus on unlocking TOD. Investment in these areas will and development potential is low. It is essential to form improve development readiness potential. a clear and defensible policy basis for the station area to transform itself by. The starting point for Embryonic Emerging station areas with average or better market Station Areas is to create a clear Area Redevelopment conditions for TOD typically need specific infrastructure Plan (ARP) which reflects and applies TOD to the locale. or amenity improvements to achieve the desired type STRATEGIES This will align land use, transport and infrastructure of development. Catalytic infrastructure and amenity planning as a good basis for future investment in the improvements such as paved streets and sidewalks, parks station area. and updated infrastructure can help unlock investment for transformational change. Affordable Housing Stations that are classified as ‘embryonic’ are also Embryonic Stations ideally positioned to begin their regeneration through These stations perform poorly across all or most the development of affordable and social housing ECONOMIC IMPACT of the three categories, i.e. they have poor market as land here is cheaper and there is low demand for potential, development readiness and / or TOD market housing. This type of development is ideal to characteristics. Immature nodes tend to be found in encourage the development of new communities which suburban neighbourhoods with single transit lines support the station’s evolution. and low market potential. Care should be taken to build mixed tenure The strategy for these stations should be to adapt urban communities with a spread of incomes and typologies, land for new, higher-density construction. The strategy so that future occupants are not stigmatised. A mix of is to promote long-term planning and increase activity uses should be evident to ensure low cost housing is levels and transit service through increased densities; not more than 50% of the developable land, allowing the insertion of commecial uses to sustain a balanced IMPLEMENTATION plan and fund multi-modal transportation system; and GOVERNANCE & plan for maintaining equity in vulnerable or challenged local economy. communities. Such locations can provide good opportunities for affordable housing, conditional upon adequate amenity provision. Immature stations are reliant on public sector support such as new infrastructure services, amenities and transport links to facilitate more structured urban patterns of activity. Privately funded interventions are more risky in these areas, and tend to be less PILOT PROJECTS consolidated and lighter in scale and impact. These areas should be a lower priority for Government spending except where essential or strategic work is needed to mitigate major risks or alleviate issues in other areas. The extent of coverage makes unit spending less effective in Immature Station Areas than more consolidated locations. Development in these areas will be more 64 BRT Phase 1 Corridor Development Strategy | Strategies 2 Setting the Correct Station Area Typology Every station in a transport network has its own characteristics, issues and potential. However, it is important not to see the station in isolation and judge it on what it is today, rather it should be considered as a piece of a larger network which will change and evolve as the city develops and future BRT and public transport transit are implemented. G D The TOD Station Matrix helps to set the strategy for 28 31 G G G 30 G each station and informs their designated typology. The 29 20 27 13 guidelines for how to develop these different station typologies are prescribed in Part B - TOD Guidelines for BRT Corridors which accompany this document. As the TOD Station Matrix takes into account all disciplines from urban planning to transport, infrastructure and economics it has been used to inform the overall CDS framework which is outlined on the next pages. Station Area Typology Categories Based on the TOD framework described in Part 1 of this document, each station has been categorised into one of five station area types. The categories take into account the urban character, land use, connectivity, social and economic context now and anticipated future change as the network develops. The following hierarchy of five station area typologies provide guidelines for BRT Corridor line and the wider network: TYPE 1 TYPE 2 TYPE 3 TYPE 4 TYPE 5 CENTRAL GATEWAY DISTRICT SERVICE TRANSIT BUSINESS CENTRE NEIGHBOURHOOD DISTRICT Major commercial Key Interchange Consolidated Place for mid-scale Residential hub of the city. location and arrival urban district with employment and centre featuring Can be residential point in the city. commercial uses, non-residential prediominantly or commercial retail frontages & activity domestic uses focused. apartments MORE DENSE & DIVERSE LESS DENSE & DIVERSE Strategies 65 2 CONTEXT & VISION C 06 E 26 E 3 21 17 F 23 F 19 E 16 F STRATEGIES 22 18 F 25 F 24 F E 10 15 12 03 09 32 B 07 B 02 A 05 B 08 ECONOMIC IMPACT 01 11 A 14 Legend C Study Area Boundary A BRT Phase 1 Line District Centre Typology 04 C CBD Typology Service Centre Typology A CBD - Commercial Transit Neighbourhood Typology B CBD - Residential E TN - Consolidated Gateway Typology F TN - Shanty C Gateway - City Centre G TN - Suburban IMPLEMENTATION GOVERNANCE & D Gateway - City Edge The stations are numbered below based on their ranking in the TOD Station Matrix: Mature Emerging Embryonic 01 Msimbazi Police 08 City Council 15 Mwembechai 19 Mkwajuni 26 Kinondoni 02 DIT 09 Magomeni Mapipa 16 Urafiki 20 Kibo 27 Baruti 03 Magomeni Hospital 10 Morocco Hotel 17 Ubungo Terminal 21 Mwanamboka 28 Kimara Terminal PILOT PROJECTS 04 Gerezani Terminal 11 Posta ya Zamani 18 Manzese 22 Argentina 29 Kona 05 Kisutu 12 Usalama 23 Shekilango 30 Bucha 06 Morocco Terminal 13 Ubungo Maji 24 Kagera 31 Korogwe 07 Fire Station 14 Kivukoni Terminal 25 Tip Top 32 Jangwani 66 BRT Phase 1 Corridor Development Strategy | Strategies 2 Development Framework Morogoro Road will sit at the core of a busy, revitalised, efficient BRT Phase 1 Corridor featuring a range of high-quality commercial office buildings, hotels, residential apartments and elegant civic facilities that will line the route. Former unplanned areas will be given a new lease of life through an ownership and tenancy campaign, that ensures people take pride in their home environment. This will enable residents to improve the standard of buildings through codes and training initiatives, while new streets and public spaces will make these retained neighbourhoods more liveable. Morogoro Road accommodates Dar’s most efficient public transport route. The Vision is to plan the land corriodor with new built form that utilises the full potential of the BRT, recouping investment through land sales, leases and payments through enhanced fiscal management. Land value capture (LVC) can be applied on different levels to allow each citizen and business to contribute to the corridor’s future. 01 Transit Oriented Development The priority and scale of mobility interventions will be based on: The development of a functional transport network is an opportunity to structure new development and 1. Social need of low-income neighbourhoods and to capture the value and efficiency of the improved unplanned areas, especially sub-standard housing infrastructure. Parcels will be assembled to emphasise with severe accessibility issues impacting their the corridor and its nodes of new high density economic well-being development. Public transport mobility provides, by 2. Economic results of mobility infrastructure its very essence, a coarse-grained supply of services, improvements, as return on investment and the with accessibility being offered only at station stops. potential to attract private investment. Premises near the stations are provided with the best level of access, while those between stations require a longer connection journey or transfer via another line or 02 Historic City Core mode of public transport. This area portrays Dar es Salaam as a charismatic city, Based on transportation accessibility, locations can be with an impressive waterfront, elegant historic buildings ranked as follows: and clusters of cultural and entertainment facilities, 1 Primary level of accessibility: within 500 m from a including theatres, cinemas, cafés, restaurants, hotels major BRT or rail interchange node and shops. Already TOD in the making, trhe area now 2 Secondary level of accessibility: within 500 m from awaits clever adjustment. The structure of the historical a BRT or rail along-line stop, or 1 km from a major centre pre-dates the car and needs organizational BRT or rail interchange node measures and an adequate network of transport 3 Tertiary level of accessibility: within 500 m from a services to become TOD. feeder line stop or node The area draws valuable patronage from foreign tourists 4 Lowest level of accessibility that can still qualify as and, for many, is the primary experience of the city, part of a TOD: within 1 km from a feeder line stop or node, and within 500 m from a local distribution the country or even the Continent. As such prioritised PT line (connection via Dala dala lines). investment in this area is critical. The government’s programme to relocate the key to Dodoma offers potential to adapt some key buildihgs to accommodate new uses and regenerate prime real estate areas. Strategies 67 2 03 Ubungo Secondary Centre 07 Productive Industrial Areas The problems of relying on a the historic downtown A focus on the integration of industrial areas that can be CONTEXT & VISION core are evident from the congestion and pollution “urbanized” in their surroundings and relationship with the suffered there. Ubungo sits at the centre of gravity of the city is proposed by the strategy. This should be prioritised BRT Phase 1 Corridor, and the CDS plan. New investment in which this adds to the value of the wider entire district. Ubungo will help reverse the peak flows to further capitalise For example: creating routes for public transport and on the efficiencies of the BRT. cycles and pedestrians adds permeability to an otherwise Ubungo is one of the top priorities in the redevelopment and impermeable and badly accessible waterfront area. This regeneration process. It does not have the assets of the city can also add land uses that increase the demand of public centre, and will require more radical transformation. On the transport trips in both direction (mixed use developments) other hand it has high potential accessibility provided by BRT ans generate opportunities for high quality public spaces. and rail and enhanced road link to the port. STRATEGIES 08 Unplanned Areas 04 Port and Waterfront Regeneration These dense human environments are bursting with vitality The strategy supports a gradual relocation and concentration and entrepreneurial trade. They need to be creatively of industrial / logistical and employment uses to the extended enhanced to preserve their benefits, while improving services port cluster, and to the new facilities being planned at and amenities. Space for public life can be included to host Bagamoyo. This leaves scope for new mixed use waterfront activities for commerce and recreation. Local streets can be development to enhance the downtown from Kivukoni to designed better with flexibility to accommodate mobility and ECONOMIC IMPACT Gerezani rail station. amenity purposes to allow rapid access into and through settlements as well as providing a route for utility services and breaks to tackle risks of fire contagion. 05 Gateway Stations and Economic Hubs Kimara, Kivukoni, Morocco and Gerezani show economic potential, by virtue of the high and ever-rising footfall that 09 The University will grow with the unfurling BRT network and imminent The University area near Ubungo offers interesting connections with the key infrastructure framework. Morocco, opportunities for accommodating destination retail, as well located between the Msasani Peninsula and Mikocheni, as TOD typologies, to make this a new node for investment. IMPLEMENTATION GOVERNANCE & has potential to be a new upmarket cluster of mixed use Increasingly, universities accommodate related commercial development serving the northern part of the city’s growing development and public life to leverage their value and centre. benefit to the host city. The presence of a higher education institution and the activities that surround it may promote the economic return of the investments in high quality mobility 06 Green Corridors interventions.. These existing features can be upgraded to manage flood attenuation more effectively, while creating continuous parks overlooked by new residential communities, with a focus on PILOT PROJECTS the Msimbazi River. There remains the possibility to provide a network of soft mobility infrastructure, for pedestrian and bicycles, for improved accessibility between the downtown area and the communities beyond. 68 BRT Phase 1 Corridor Development Strategy | Strategies 2 The Framework This strategy proposes to set minimum density targets that promote a compact and sustainable development model. This places less reliance on space for parking and more on pedestrian public realm quality, such as paths, lighting, landscape treatment and active frontages. The highest available capacity for growth tends to be away from the city centre, west of Ubungo where land is vacant and development is more dispersed and cheaper to acquire. Kimara has scope to commercialise and accommodate more floorspace to intercept labour coming from Mbezi and environs, servicing agricultural wholesale market trade and becoming a distribution hub. Magomeni is enhanced as a mixed use centre with new river park at Jangwani shared with Upanga district. KIMARA TERMINAL KOROGWE AY M KI Morocco and Gerezani both have scope A R A AT E W KIBO G BUCHA BARUTI KONA as Phase 1 gateways to attract new UBUNGO MAJI commercial development with potential to UBUNGO TERMINAL UB N UN increase accessibility though subsequent SHEKILANGO W G O N E W TO BRT phases. The city centre and its waterfront should be enhanced to accommodate more commercial and tourist activity putting its historic buildings to productive use. Legend Study Area Boundary Phase 01 BRT Stations Main Centrality - Business Oriented Main Centrality - Residential Oriented Main Centrality - Community Facility Oriented Secondary Centrality - Residential Oriented Secondary Centrality - Community Facility Oriented Synergies Between Centralities Figure 2.0.1 Development Framework - (Broadway Malyan) Strategies 69 Development Framework 2 Market CONTEXT & VISION Main Health Facility University Industrial Hub Hotel Cluster Municipal Offices Emergency Services STRATEGIES Business Centre Primary / Secondary Education Cluster CCO GATE Research Centre RO WA MO Y MOROCCO TERMINAL Open Space / Parks Dedicated Parking ECONOMIC IMPACT KINONDONI Park & Ride Facility MWANAMBOKA Train Station MKWAJUNI K Ferry Terminal URAFIKI AR YP MANZESE TIP TOP CIT ARGENTINA MA NI T KE WA ZE AR N SE M M AG O M MOROCCO NG HOTEL JA MWEMBECHAI KAGERA EN I C I TY MAGOMENI USALAMA HOSPITAL C CENTRE JA NGWAN TORI MAGOMENI H IS AM IP MAPIPA LA ARK IMPLEMENTATION GOVERNANCE & SA FIRE JANGWANI STATION ES DAR DIT KISUTU POSTA YA ZAMANI CITY KIVUKONI COUNCIL TERMINAL MSIMBAZI POLICE GEREZANI TERMINAL AY GE RE EW Z A N I G AT PILOT PROJECTS 70 BRT Phase 1 Corridor Development Strategy | Strategies 2 Character Areas 01 Kimara Gateway 02 University Campus The BRT Phase 1 Corridor is a • Mixed Use development • Consolidated enhancement and collection of medium sized urban supported by business, expansion of faculties in campus education and community centres that feed Dar es Salaam’s • Development of substantial facilities downtown core. mixed-use urban centre on • Scope to include commercial released land. This should Diagnostic assessment work has activity associated with include commercial offices, concluded a clear need to strengthen edge-of-town wholesale multi-format retail, apartments, these existing centres, leveraging the agricultural trade and fresh townhouses and civic amenities improved accessibility of the new BRT produce outlets • New transit feeder link to Ubungo, route. • Roads to bypass station area delivered with BRT Phase 4. This will alleviate congestion • Roads to extend east to meet and provide alternative urban ring road proposed in JICA Transport masterplan or other development centres for new main route. commercial and residential activity, 03 while also helping to reverse the tidal flows associated with the city’s 02 present mono-centric structure. Each area shows clear growth 01 potential and sector strengths, to be KIMARA TERMINAL KOROGWE stimulated and eventually achieved 08 KIBO BUCHA BARUTI KONA 10 under the CDS, with the support of UBUNGO the authorities. MAJI UBUNGO TERMINAL SHEKILANGO 09 EPZA Legend • Special planning area Study Area Boundary • Codes to be reviewed to respond to TOD opportunity BRT Phase 1 CorridorStations • Commercial cluster developed to connect with future BRT Phase 1 Corridor (Built) BRT / rail routes. Main Priority Development Zones 08 Baruti - Ubungo West 10 Ubungo Secondary Priority Development Zones • Gradual consolidation of land • Coach Station development Local Centres though redevelopment of reviewed in context of wider regenerative framework dispersed residential settlement as Msimbazi River Park densified corridor neighbourhoods • Enhanced multi-phase BRT City Centre Core with local centres clustered at interchange facility with multi-level stations retail, commercial, leisure, and Feeder’s Development Areas residential uses at high density • Scope to incorporate new high density affordable residential • Seed for a second city centre, with further development in the vicinity accommodation as land becomes available • Baruti becomes main local centre • Subsequent provision of enhanced while the stations tend to be feeder / shuttle networks to facilitate dormitory towns serving Kimara, circulation to newly redeveloped Ubungo and Downtown. areas • Longer term aspiration for a freight and pedestrian rail terminal Figure 2.0.2 Development Framework - Character Areas (Broadway Malyan) Strategies 71 Development Framework - Character Areas 2 03 Milimani Retail Cluster 04 Morogoro Connect Rd 05 Morocco • Expansion of existing development • Activated by BRT Phase 5 • Prestigious, high density, CONTEXT & VISION with residential apartments commercially-oriented cluster • Regeneration to add density • Potential dense development and formalise the area and its • Extended development reaching connected with University and facilities. south along Kawawa Road Ubungo centre with BRT Phase 4. • Regeneration of low-lying unplanned areas adjacent to Kinondoni station. 06 Msimbazi River Regeneration • Participatory planning for flood risk reduction • Humanitarian resettlement of STRATEGIES residents at high risk of flooding • Creation of linear city park along river corridor 05 • Short, medium and long term flood mitigation measures MOROCCO TERMINAL 04 KINONDONI 07 Bay-front development • Planned Selander Bridge link to ECONOMIC IMPACT MWANAMBOKA Msasani Peninsula 07 MKWAJUNI • Tidal flats reclaimed as high 15 density gateway to the Msasani URAFIKI TIP TOP MANZESE ARGENTINA Peninsula, activated by BRT 06 Phase 4 09 MOROCCO HOTEL MWEMBECHAI • Salt marsh and beach parks at KAGERA USALAMA MAGOMENI HOSPITAL mouth of Msimbazi River. MAGOMENI 06 MAPIPA JANGWANI FIRE STATION 11 IMPLEMENTATION GOVERNANCE & DIT KISUTU POSTA YA ZAMANI CITY KIVUKONI COUNCIL TERMINAL MSIMBAZI POLICE GEREZANI TERMINAL 14 11 Downtown core 13 • Raise density targets in advent of BRT phases 1-6 • Tourism and mixed use development at Kivukoni-City Council with public realm PILOT PROJECTS improvements to waterfront and 13 Gerezani along BRT corridor • Key seed developmemt area. 14 Kigamboni • Enhance tourism offer - re-purpose • New Downtown annexe - key • Regenerated in later phases heritage building stock. development focus with dense • Consolidate and enhance ferry mixed commercial development operation in conjunction with 12 Magomeni District serving downtown and port larger mixed use redevelopment • ARP to be enhanced with • Adjacent parcels redeveloped to • Possible coastal residential additional density and diversified TOD principles redevelopment. land use mix to meet TOD aims. • Enhanced streetscape management. 72 BRT Phase 1 Corridor Development Strategy | Strategies 2 Zoning The study area was divided into 6 distinct areas. This allows for an assessment of the impact of population and job distribution decisions and how they balance out across the study area to guide the phasing of infrastructure and transport provision. The zones comprise: Zone 1: City Centre up-to Msimbazi River Zone 2: Northern Spur - Magomeni to Morocco Zone 3: Middle Corridor - Magomeni to Shekilango Zone 4: Ubungo District - Ubungo Node and University Area Zone 5: Ubungo to Kimara Zone 6: Kigamboni Zone 6 (Kigamboni) is subject to its own masterplan study, and is not included in the modelling undertaken for this project. Legend BRT Phase 1 Corridor Stations BRT Phase 1 Corridor BRT Phase 1 Corridor - Study Area BRT Phase 1 Corridor - Zones Zone 01 Zone 02 Zone 03 Zone 04 Zone 05 Zone 06 Figure 2.0.3 City Zoning - (Broadway Malyan) CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 73 Zoning Strategy 2 Strategies 74 BRT Phase 1 Corridor Development Strategy | Strategies Strategies 75 CONTEXT & VISION STRATEGIES 2.1 ECONOMIC IMPACT Strategies - Urban Planning The urban planning strategies set out the land use policy and spatial IMPLEMENTATION GOVERNANCE & development recommendations for the corridor area, including project packages, phasing and prioritised measures. This work has been calibrated to accommodate forward growth and the demand for new households choosing to locate adjacent to this effective transit corridor. PILOT PROJECTS 76 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Land Use Strategy Land use planning refers to the process by which land is allocated to secure orderly development in an environmentally sound manner for the creation of sustainable human settlements. A robust land use strategy is particularly important for Transit Oriented Development which requires mixed use development which is more complex to administer than traditional zoning. Land Use Planning in the Context of Dar es Salaam Tanzanian land management has its roots in Dar es Salaam’s authorities have tended to apply the British planning system and therefore does a “masterplanning approach” to urban planning. not have a history of zoning ordinances. Instead This briefly changed in the early 1990s when the it has traditionally used masterplans as the city authorities introduced a Strategic Urban way to manage its territories. As elsewhere in Development Planning (SUDP) approach which Sub-Saharan Africa, UK law was simply imported sought to incorporate a more contemporary and applied irrespective of the host country’s and participatory attitude to city planning. Due needs and circumstances (Kanyeihamba 1973) to several reasons MLHHSD abandoned this and considered by many as a recipe for failure approach and reverted to commissioning new (Šliužas,2004).As time has progressed, planning guidance for the preparation of urban plans laws in Britain have been reviewed and revised to which eventually resulted in the Urban Planning adapt to modern realities while those in Tanzania Act of 2007 and the commissioning of a new city have remained static despite faster-moving masterplan (Kasala 2006). social, economic and environmental issues and Unfortunately, this new plan has been frustrated conditions. by delays and discord. 6 years after the proposed Nationally, Tanzania’s land use management is start date, the draft plan has yet to be approved determined by the Town and Country Planning the city remains in limbo without a formally Use Classes Regulations 1960 (amended in approved strategy. As a rapid measure to impose 1993) with subsequent standards specified control over the more rapidly developing areas in the Urban Planning and Space Standards of the city, several Area Redevelopment Plans Regulations (2011). A review of these documents were approved to guide development in areas would suggest that they are not specifically such as Kariakoo, Kurasini and Magomeni. flexible enough to allow for modern approaches However, these plans were conceived and to urban development without adaptation or approved before the Phase 1 BRT line and additional policy instruments. Of particular (in most cases) do not reflect the densities concern to this study is the lack of reference which are now considered appropriate to to mixed-use development and to planning Transit Oriented Development (TOD). standards (such as maximum plot coverage and maximum plot ratios) required to meet the city’s needs. Kanyeihamba, G. W. (1973). “Urban Planning law in East Africa.” Progress in Planning, 2: 1-83. Šliužas, R. V. (2011). “Managing Informal Settlements: A Study Using Geo-Information in Dar es Salaam, Tanzania” Utrecht University Kasla Dr. S E. (2015). “A Return to Master Planning in Dar es Salaam: A Misconception of the Theory of Paradigm Shifts?” Global Journal of Human-Social Science Vol. 15, Issue 2 Strategies 77 2.1 CONTEXT & VISION Land Use Planning and TOD As described in the introduction of this report, TOD In answer, the more progressive cities with functional advocates high density, mixed use development transit systems are forming policies for special TOD that creates communities where people live near the ‘overlays’ which complement existing zoning codes station or close enough to walk to their workplace or to prioritise TOD development over the restrictive place of learning without relying on motor vehicles. elements of the existing ordinance. Examples of this could be to allow a mixture of residential and A major criticism of zoning ordinances and commercial uses whilst continuing to limit or prohibit masterplans are that they segregate uses industrial uses. It could also encourage development and lack the flexibility to include mixed-use STRATEGIES by allowing a higher degree of flexibility on development - considered essential to TOD and good building heights or plot ratios or by limiting parking city form. requirements due to the enhanced accessibility to Restrictive density or arbitrary height limits in zoning public transport. plans can hinder development densities inspired by TOD, especially near to public transit stations which rely on heavy use to make their operation viable. ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Due to delays in approving the 2012 Dar es Salaam Master Plan the 1979 Master Plan (MarshallMacklinMaonaghan Limited) is the only ratified and approved document although it expired in 1999. Other than a handful of Area Redevelopment Plans (ARPs) the City has limited guidance to promote sustainable and integrated growth. 78 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 The CDS proposes a new zoning ordinance for the corridor area, to be applied in the absence of an agreed city masterplan. The CDS reflects a review of successful urban models in other cities, and the challenges experienced by planners in Tanzania. The output seeks to create a simple layer of codes and principles that can be aligned with current legislation while providing flexibility for new city growth patterns that are emerging in the context of changing economic conditions. The focus of the output is to establish suitable densities and a mix of uses throughout the study area to accommodate expected population and employment growth described in Section 3 of this report. It is important to note that the land uses shown represent the predominant land use and the zoning allows for allocations of other uses such as community facilities, open space and local retail. Legend BRT Phase 1 Corridor Stations CIV1 Healthcare BRT Phase 1 Corrido CIV2 Education BRT Phase 1 Corridor - Study Area CIV3 Place of Worship BRT Phase 1 Corridor - Zones CIV4 Civic & Community RES1 Residential (SF - Low) CIV5 Public Buildings RES2 Residential (SF - Medium) IND1 Light Industry RES3 Residential (SF - High) IND2 Heavy Industry RES4 Residential (MF - Medium) IND3 Business Parks RES5 Residential (MF - High) INF1 Public Works MU1 Special Mixed-Use INF2A Transport (Air & Water) MU2 Mixed-Use (Residential-Led) INF2B Transport (Land) MU3 Mixed-Use (Commercial-Led) OS1 General Open Space COM² Commercial (Medium) OS2 Parks & Beaches COM3 Commercial (High) OS3 Sports & Recreation COM4 Hotels OS4 Cemeteries COM5 Retail Kigamboni Masterplan Figure 2.1.1 Land Use Zoning - (Broadway Malyan) CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 79 Proposed Land Use Strategy 2.1 Strategies 80 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Land Use Types RES1 RES2 RES3 RES4 Residential ( Single Family ) Residential ( Single Family ) Residential ( Multi Family ) Residential ( Multi Family ) Low-Medium Density Medium-High Density Low Density Medium Density Single-Family Residential Single-Family Residential Multi-Family Residential Multi-Family Residential Predominant Uses: Predominant Uses: Predominant Uses: Predominant Uses: Residential Residential Residential Residential Conditional Uses: Conditional Uses: Conditional Uses: Conditional Uses: Community Facilities Community Facilities Community Facilities Community Facilities Local Retail & Services Local Retail & Services Local Retail & Services Local Retail & Services Ground Floor Retail may Ground Floor Retail may be in Selected Areas be in Selected Areas RES5 MU1 MU2 MU3 Residential ( Multi Family ) Special Mixed-Use Mixed-Use Residential Mixed-Use Commercial High Density Combination of two or more uses as Medium density residential-led Medium density commercial-led Multi-Family Residential a mixed use development mixed-use development mixed-use development Predominant Uses: Predominant Uses: Predominant Uses: Predominant Uses: Residential Offices, Retail, F&B, Hotel, Civic, Residential Commercial Cultural, Leisure Conditional Uses: Conditional Uses: Conditional Uses: Conditional Uses: Community Facilities - Commercial Residential Local Retail & Services Ground Floor Retail may No Single use over 60% be in Selected Areas of Total Floorspace COM1 COM² COM3 COM4 Commercial - ( Low ) Commercial - ( Medium ) Commercial - ( High ) Commercial - ( Hotel ) Low-Density Medium-Density High-Density Hotels Commercial Commercial Commercial Predominant Uses: Predominant Uses: Predominant Uses: Predominant Uses: Commercial Commercial Commercial Hotels Conditional Uses: Conditional Uses: Conditional Uses: Conditional Uses: - - - Retail, Leisure, Exhibition and Conference Centres Can be Combined with RES3-5 in Designated Areas Strategies 81 2.1 CONTEXT & VISION COM5 IND1 IND2 IND3 Retail Industrial - Light Industrial - Heavy Business Parks Retail including local market Light industrial and non-pollutive Heavy industries that generate High-technology, R&D, Offices provision industries and manufacturing noise, traffic or pollutants Predominant Uses: Predominant Uses: Predominant Uses: Predominant Uses: STRATEGIES Retail Warehouses, Workshops Refineries, Heavy Industry Laboratories, R&D, Data Centres Light Industry Conditional Uses: Conditional Uses: Conditional Uses: Conditional Uses: - - - Retail, Hotel, Showrooms ECONOMIC IMPACT CIV1 CIV2 CIV3 CIV4 Health & Medical Care Educational Institutions Place of Worship Community Uses Hospitals, clinics and dispensaries Primary, secondary and tertiary Churches, mosques and other Cultural facilities and local educational facilities religious facilities community uses Predominant Uses: Predominant Uses: Predominant Uses: Predominant Uses: Institutional (Health) Institutional (Education) Institutional (Religious) Institutional Conditional Uses: Conditional Uses: Conditional Uses: Conditional Uses: - Student Accommodation, - Retail, Leisure IMPLEMENTATION GOVERNANCE & Leisure, Retail CIV5 INF1 INF2A INF2B PILOT PROJECTS Public Buildings Public Works Transport ( Air & Water ) Transport ( Land ) Civic services and governmental Electricity, water works, sewerage Transport terminal facilities such as Transport terminal facilities and offices treatment, telecommunications airports and ferry terminals depots related to buses and rail. Predominant Uses: Predominant Uses: Predominant Uses: Predominant Uses: Institutional Institutional (Public Infrastructure) Institutional (Public Infrastructure) Institutional (Public Infrastructure) Conditional Uses: Conditional Uses: Conditional Uses: Conditional Uses: Retail Office Retail, Office Retail, Office 82 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Residential Density Understanding Density High Density – Target Density doesn’t mean only will evolve over Tall buildings or time overcrowding While tall buildings can provide increased net The CDS sets out the gross estimated densities residential densities, human scale built forms to confirm residential capacity for each part can also deliver high relative density figures. The of the corridor. These applied density targets, use of courtyard, row houses and corner blocks which anticipate (in many cases) an increase can accommodate a high number of dwellings in in residential density through development a more liveable environment, without the need intensification, are reflecting the principles of TOD. for costly forms of construction. These typologies Central urban areas will inevitably increase in represent a better solution for the regeneration land value, stimulating major change in the best of Dar es Salaam’s unplanned areas. connected locations. In this way existing disused The sense of calmness and space is largely premises could be cleared and redeveloped as a function of public realm provision and multi-storey apartment blocks to introduce new management, where environments are made homes. In these areas it is less about relocation more pedestrian friendly and their functionality of people but rather a reorganisation of the urban made more viable by serving a compact and structure to more sustainable forms of urbanism. active catchment of residents. For example, plot owners in a particular area could decide to co-operate, join together and replace their single storey dwellings with a modern Density is only apartment block which would result in a large net an indicator increase in People Per Hectare (PPH) & Dwellings Per Hectare (DPH). The existing density will gradually transform to Density is merely a statistical measure, needing meet the targets set over time, to deliver organic urban planning and design interpretation for regeneration and rehabilitation largely through it to be useful in this context. Street patterns, private funding. transport access, the mix of uses, building Individual target density levels may take ten or heights and massing all play critical roles. twenty years to achieve and will depend upon the The approach taken to the application of the evolution of market conditions and the systems housing typologies and their combination of incentives applied (such as the granting or sale with other uses such as retail, schools and of land title ownership to code-compliant and commercial offices will all affect how the place is tax-eligible development). perceived and performs its role. Strategies 83 2.1 CONTEXT & VISION Careful “Activity” Density Comparisons Caution should be applied in comparing Residential density and employment density must be STRATEGIES residential density figures of different considered side-by-side as we need to reflect worker and visitor projects. Comparison areas should firstly be impacts as well as residents, based on an understanding of similar in size (total dwellings) and that living employment and visitor dynamics. These factors fundamentally conditions are accounted for (occupancy). affect infrastructure provision and transport patterns supporting The larger the area selected, the less the land use framework. applicable it becomes and useful only as an The combination of residential, employment and visitor average statistic. To compare the density of densities derives ‘activity density’ - a useful measure when a single development to that of an urban planning or assessing mixed use centres. By including jobs, district is a worthless exercise. There is the ECONOMIC IMPACT ‘activity density’ recognises the contribution of in-bound and need to thoroughly test each case study to home-office workers to the viability and vitality of a centre. ensure calculations are consistent and that gross is compared against gross; and net It also allows us to measure whether new residential with net. development in a predominantly commercial area will increase activity outside normal business hours, and enhances the viability of the centre and governs infrastructure needs. IMPLEMENTATION GOVERNANCE & Best Practice UN-Habitat advises that sustainable Single use blocks to comprise no more than urban communities should exceed 150 10% of the area, while road space should pph and that mixed use development account for 30% (18 km / 10,000 ha land). should allocate 40% of floorspace to UN-Habitat (2014) “A New Strategy of Sustainable Neighbourhood economic uses in any neighbourhood. Planning: Five Principles - Urban Planning Discussion Note 3” PILOT PROJECTS 20-50% of homes should accommodate low cost, with varied tenure models (rental, mortgage, social, hybrid). 84 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Understanding Density Net Residential Density is applied for smaller How do we sites of a more specific nature, such as station measure development areas. It is calculated for the residential residential element of the development only. The density? the non-developable land and areas occupied by other non-residential uses are removed from the Residential density is measured by the number total site area. This inevitably results in a higher of dwellings or people divided by the area of land density value, but is useful for identifying the they occupy. Density figures are expressed as typology of the residential elements. either: Compared with others, Dar es Salaam is a ‘dense’ • Dwellings per Hectare (DPH) city. Viewed from the air the area contained • People per Hectare within Nelson Mandela / Sam Nujoma Road appears saturated with development, including It is the specific land uses that are included in the the seemingly impenetrable neighbourhoods land area which determine the type of density of unplanned housing. However, the baseline being described. Gross densities include a wider studies show that the densities of even the range of land uses and are therefore numerically most dense unplanned developments are not lower than Net density figures. dense by modern city standards and can be For this study we will use both measures of considered lower than what is recommended for density in the following ways: urban living in some cases. Although these single Gross Residential Density is used when storey neighbourhoods occupy a lot of land, they assessing larger strategic areas and plans of a are not as dense as they could become if they general nature, as the city-wide assessment. increased their efficiency by adding additional It calculates the residential density across the building floors. entire area within the primary and secondary The diagram below illustrates how similar transport network (road and rail) including densities can be achieved through different non-developable land (parks and open spaces, configurations of buildings, with different tertiary road network and non-buildable areas), qualities of open space and environment. and non-residential uses (schools, colleges, community uses, places of worship, markets, shops, office and industrial developments). Typical Unplanned Area Single Family Housing Low-rise Apartments High-rise Apartments 100 m x 100 m = 1 Hectare 75 375 Dwellings per Hectare People per Hectare Strategies 85 2.1 CONTEXT & VISION Comparing densities of a similar scale is important for a meaningful study of densities. The examples below have been used as a way of testing and setting appropriate density targets for Dar es Salaam. Scale 1 - Block or Parcel • Looking at one individual block, primarily residential, with few or no supporting services within its boundary • Could be developed by one entity and managed by one STRATEGIES organisation • Population densities are typically highest at block level than on neighbourhood or district level, as open space, roads and other land uses are not included. 50 100 150 200 250 m Scale 2 - Neighbourhood ECONOMIC IMPACT • Defined as a cluster of walkable blocks with some local services • Includes the essential community facilities such as schools, healthcare, recreational open space and local utility infrastructure IMPLEMENTATION GOVERNANCE & 0 100 200 300 400 500 m Scale 3 - Ward • At ward scale, the elements affecting overall density increase dramatically to introduce significant variations • An overall FAR or net density value are less applicable at PILOT PROJECTS this scale • Population densities are expressed as gross values which are significantly lower than neighbourhood or block level, as open space, roads and other ;and uses are included. 86 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Residential Density The management of how many people live in different parts of the corridor will be critical for both the successful application of TOD as well as helping Dar es Salaam meet its obligation to housing a growing population. Planning for Growth Baseline studies carried out at during Stage 1 Therefore, in the long-term we must determine of this project have estimated that a little over what is the right population target to set for the 1 million people are currently living within corridor study area. The benchmarks of other the study area which gives an average gross city strategies, as well as the draft 2012-2030 population density across the study area of Dar es Salaam masterplan, shows a range of 178 people per hectare. targets for accommodating population growth within the existing urban footprint or brownfield Benchmarking of cities from around the world land. show that there is scope to increase the population despite some areas (such as Manzese) having a These have been considered in setting a target higher population density than would be advisable minimum population of 1.4 million people (+25%) for sustainable neighbourhoods. living within the study area. A maximum target has also been set which allows the study area A balance needs to be struck between maintaining to incorporate it’s representative proportion a compact city but not stifling new development of city growth and accommodate 2.2 million by allowing planned new development on the people. Whilst it is unlikely that there will be outskirts of the city. Baseline studies predict that sufficient capacity within the real estate market to approximately 13 million people will be living in accommodate this amount of new development, Dar es Salaam by 2032. A comparison of other it is used as an indicator of the real need of the cities with the same population as Dar es Salaam, city. Ultimately, the city should aim to achieve both today and in the future, suggests that some something in between these two extremes and expansion of Dar es Salaam’s footprint is inevitable this median value is what is reported in this study (and possibly desirable) to maintain a suitable as a target for the corridor’s growth for each of the urban environment. zones reviewed. 2% 7% 2% 10% 21% 11% 54% Legend 49% 2% Residential 3% Mixed-Use 3% 2% Commercial 16% 18% Civic Industrial Infrastructure Existing Proposed Open Space Figure 2.1.2 Land Use Distribution Comparison - (Broadway Malyan) Strategies 87 2.1 Proposed Population Proposed Residential GFA Proposed Residential Units ZONE Minimum Median Maximum Minimum Median Maximum Minimum Median Maximum CONTEXT & VISION 1 300,500 387,750 475,000 8,995,000 11,507,250 14,019,750 69,750 90,000 110,250 2 321,500 411,750 500,750 9,195,500 11,650,750 14,053,500 72,500 92,500 112,250 3 375,500 482,000 585,750 10,898,750 13,880,250 16,718,750 84,750 108,000 131,000 4 141,000 184,750 227,750 4,338,500 5,661,000 6,943,750 33,250 43,500 53,500 5 259,250 341,750 420,500 7,077,250 9,420,000 11,567,500 56,000 73,500 90,250 Total 1,397,750 1,808,000 2,209,750 40,505,000 52,119,250 63,303,250 316,250 407,500 497,250 Figure 2.1.3 Proposed Residential Population, GFA & Units - (Broadway Malyan) STRATEGIES Legend RES1 Residential (Single Family - Low Density) MU1 Special Mixed-Use BRT Phase 1 Corridor Stations RES2 Residential (Single Family - Medium Density) MU2 Mixed-Use (Residential-Led) BRT Phase 1 Corridor RES3 Residential (Single Family - High Density) MU3 Mixed-Use (Commercial-Led) BRT Phase 1 Corridor - Study Area RES4 Residential (Multi-Family - Medium Density) OS General Open Space BRT Phase 1 Corridor - Zones RES5 Residential (Multi-Family High Density) Kigamboni Masterplan ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.1.4 Proposed Land Use Zoning, Residential Uses - (Broadway Malyan) 88 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Residential Density Map The map right interprets the land use Zone 4 Population model to estimate the average number of people who could be living in each of the Area 783 Ha parcels of land in the future (if the land Existing 40,000 has been developed as stipulated in the Minimum 141,000 zoning plan on previous pages). Median 184,750 This calculates the minimum and Maximum 227,750 maximum amount of development permitted (through the floor area ratio) for that plot and then using assumptions on household and property size to estimate the number of people living on that plot. It is noted that in general, the parcels represent a mixture of land uses which would include residential, commercial, institutional and recreational uses in varying forms, which have been considered in this exercise. This is why the intensity of people isn’t as high as expected because the floorspace is split between residential and employment uses. The density ranges used were benchmarked against international best practice in TOD as well as based on the Zone 5 Population existing condition which was assessed in Area 1288 Ha Stage 1 of the project. Existing 123,500 Minimum 259,250 Legend Median 341,750 Maximum 420,500 BRT Phase 1 Corridor Stations BRT Phase 1 Corridor BRT Phase 1 Corridor - Study Area BRT Phase 1 Corridor - Zones Open Space Non-Residential Land Uses 100 - 300 Residents per Hectare 300 - 600 Residents per Hectare 600 - 700 Residents per Hectare 700 - 725 Residents per Hectare 725 - 800 Residents per Hectare 800 - 900 Residents per Hectare Figure 2.1.5 Proposed Net Residential Density - (Broadway Malyan) Strategies 89 Residential Density Strategy 2.1 CONTEXT & VISION Zone 2 Population Area 956 Ha Existing 213,750 Minimum 321,500 Median 411,750 Maximum 500,750 STRATEGIES Zone 1 Population Area 1193 Ha Existing 185,500 Minimum 300,500 ECONOMIC IMPACT Median 387,750 Maximum 475,000 IMPLEMENTATION GOVERNANCE & Zone 3 Population Area 1339 Ha Existing 474,250 Minimum 375,500 Median 482,000 Maximum 585,750 PILOT PROJECTS 90 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Density Change Map The map right compares the proposed new densities with the existing for the study area. Red colours represent an increase in density. This applies to the majority of the corridor, especially along the BRT route and the proposed new district in the Ubungo-Kimara area. Blue colours represent a reduction in density, primarily concentrated in the middle of corridor from Magomeni to Urafiki. This is where the highest densities are found in the corridor today and where the regeneration will result in a modest reduction in density to improve living conditions and provide infrastructure and amenities. The highest population reductions occur around river valleys where people live in flood risk areas. Reductions in the city centre and around station areas occur where new mixed-use development reduces residential density yet increases employment and civic provision. Legend BRT Phase 1 Corridor Stations BRT Phase 1 Corridor BRT Phase 1 Corridor - Study Area BRT Phase 1 Corridor - Zones Open Space No Change High Reduction Small Increase Med Reduction Med Increase Small Reduction High Increase Figure 2.1.6 Proposed Population Density Change - (Broadway Malyan) Strategies 91 Residential Density Change 2.1 The overall population increase must CONTEXT & VISION be distributed strategically across the study area, to rebalance the distribution of people, meaning that in some areas population density will increase and in others it will decrease. The densities and development models proposed in the CDS support the Governments move towards vertical expansion rather than outward expansion of the city as expressed in STRATEGIES local and national planning documents such as the Urban Planning Act of 2007. ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 92 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Employment Density The creation of formal jobs is a critical outcome for any urban intervention at city scale in emerging economies. The immediate economic benefit to the jobless is evident, but the knock-on economic impacts, and the increased tax base for the public sector are also important factors for Land Value Capture. Helping the Economy During baseline diagnosis one of the major issues If the city does not move quickly and provide identified about Dar es Salaam’s urban structure employment opportunities and employment was the high concentration of employment within space for formal employment then it runs the risk the CBD. This causes many issues in the city, but of falling further behind and being over-run by the most noticeably it has negative effects on road informal economy. congestion due to the single direction in the flow To protect against this the strategy takes the of traffic at peak times. A study from 2011 by DfID following approaches: found that the cumulative costs of lost travel time 1 The creation of a land use and zoning plan in Dar es Salaam costs approximately 20% of which allows for a range of scenarios with annual profits of most businesses in the city. varying levels of uplift in employment space to cater for formal employment opportunities Therefore a key element of this strategy (and in a range of different sectors such as offices, principle of TOD) is to encourage more mixed use services, hospitality and retail. development so that local employment centres are 2 The rationalisation and structuring of created and evenly distributed across the whole informal trading activities to begin the corridor to negate the need to travel to only one process of formalising street traders around station areas destination. To help ease this problem the CDS identifies several new districts and ‘gateways’ at Figure 2.1.7 shows the future potential floorspace Ubungo, Morocco, Kimara, Magomeni and Gerezani that could be created to service the employment which are to become new development zones as needs of the city. Between 2,200,000 m² to alternative employment areas to the downtown 9,700,000 m² of new employment space could and CBD. be provided. This gives an average additional potential employment of around 650,000 new Benchmarking future employment needs is formal jobs. Lower estimates are aligned with difficult as many elements can effect an economy the assessments of the current capacity of the (and the availability of jobs). This is complicated real estate market and construction industry in Dar es Salaam by the prevalence of informal (as outlined in Section3). Upper estimates employment in the city. At 37 jobs per 100 represent an ambitious programme of intensive residents, Dar es Salaam currently performs development in the city which would require a reasonably when compared to other cities but major change in mindset. As with the population approximately 65% of these jobs are in the targets these may not necessarily be achievable informal sector which limits the ability for tax but the city should aim somewhere between the revenue generation - important for land value two extremes. capture. The goal being set for the CDS area is to raise the formal employment rate to 50% so that Additional information on the employment it progressively moves towards a more formalised targets and sectors of the economy that economy. This will be difficult to achieve as the should be promoted can be found in the alarming growth rate of the city means that more Economic Strategy in Section 3. people will potentially live in the city than the economy and real estate market can absorb. Strategies 93 2.1 Employment Minimum Scenario Employment Median Scenario Employment Maximum Scenario Industry & Industry & Industry & ZONE Commercial Civic Total Commercial Civic Total Commercial Civic Total CONTEXT & VISION Services Services Services 1 2,451,000 779,750 40,250 3,271,000 4,204,500 1,324,750 67,000 5,596,250 5,333,250 1,880,750 80,500 7,294,500 2 803,250 287,250 3,500 1,094,000 6,218,500 539,250 6,000 6,763,750 7,896,000 777,500 7,250 8,680,750 3 934,000 292,750 97,000 1,323,750 5,719,500 428,500 180,250 6,328,250 7,264,500 578,000 284,000 8,126,500 4 864,750 371,000 64,000 1,299,750 5,118,250 560,500 133,250 5,812,000 6,503,750 788,750 180,500 7,473,000 5 651,250 151,500 98,000 900,750 4,591,250 221,750 172,750 4,985,750 5,825,250 311,250 211,000 6,347,500 Total 5,704,250 1,882,250 302,750 7,889,250 25,852,000 3,074,750 559,250 29,486,000 32,822,750 4,336,250 763,250 37,922,250 Figure 2.1.7 Proposed Commercial floorspace (GFA) per Zone - (Broadway Malyan) Legend BRT Phase 1 Corridor Stations STRATEGIES BRT Phase 1 Corridor IND1 Light Industry BRT Phase 1 Corridor - Study Area COM4 Hotels IND2 Heavy Industry BRT Phase 1 Corridor - Zones COM5 Retail IND3 Business Parks MU1 Special Mixed-Use CIV1 Healthcare INF1 Public Works MU2 Mixed-Use (Residential-Led) CIV2 Education INF2A Transport (Air & Water) MU3 Mixed-Use (Commercial-Led) CIV3 Place of Worship INF2B Transport (Land) COM² Commercial (Medium) CIV4 Civic & Community OS General Open Space COM3 Commercial (High) CIV5 Public Buildings Kigamboni Masterplan ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.1.8 Proposed Land Use Zoning, Employment Uses - (Broadway Malyan) 94 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Formal Employment Density This is derived from the land use model Formal by applying assumptions to different Zone 4 Employment land use classes and employment types Area 783 Ha based on available gross floor area Existing 18,250 (GFA) to create a employment density Minimum 68,000 measured in formal jobs per hectare (JPH). Median 98,500 Maximum 130,000 The employment figures have a range as the land use plan allows for a minimum and maximum floor area ratio (FAR). As with population, the minimum FAR set for each parcel provides for what has been identified as the minimum acceptable level of formal employment in the city, the maximum allows for future flexibility for exceeding this target. The dark areas in the map (right) are the new district and gateway nodes which complement the existing city centre and CBD. There is also an emphasis on focussing employment uses along the BRT on Morogoro Road / Kawawa Road as well as using the proposed feeder lines (which in many cases become future BRT lines) as new ‘veins’ of commercial activity to connect Formal neighbourhoods further away from the Zone 5 Employment main BRT lines to the station areas. Area 1288 Ha Legend Existing 4,250 BRT Phase 1 Corridor Stations Minimum 47,250 BRT Phase 1 Corridor Median 70,250 Maximum 92,500 BRT Phase 1 Corridor - Study Area BRT Phase 1 Corridor - Zones Open Space Non-Employment Land Uses 10 - 25 Jobs per Hectare 25 - 50 Jobs per Hectare 50 - 75 Jobs per Hectare 75 - 100 Jobs per Hectare 100 - 500 Jobs per Hectare 500 - 650 Jobs per Hectare 650 + Jobs per Hectare Figure 2.1.9 Proposed Net Employment Density - (Broadway Malyan) Strategies 95 Employment Density Strategy 2.1 Employment - Formal Jobs Proposed Formal Jobs CONTEXT & VISION Existing Formal Zone Zone 2 Formal Jobs Employment Minimum Median Maximum Area 956 Ha 1 212,664 193,340 287,482 379,365 Existing 32,000 2 32,091 62,189 96,959 129,470 Minimum 62,250 3 42,962 70,627 98,119 126,000 Median 97,000 4 18,258 67,937 98,527 129,895 Maximum 129,500 5 4,294 47,223 70,193 92,500 Total 310,269 441,316 651,280 857,230 Figure 2.1.10 Formal Employment Totals per Zone - (Broadway Malyan) STRATEGIES Formal Zone 1 Employment Area 1193 Ha Existing 212,750 ECONOMIC IMPACT Minimum 193,250 Median 287,500 Maximum 379,250 IMPLEMENTATION GOVERNANCE & Formal Zone 3 Employment Area 1339 Ha Existing 43,000 Minimum 70,750 Median 98,000 PILOT PROJECTS Maximum 126,000 96 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Employment: Informal Street Vendors Street vendors are an important part of the informal economy in Dar es Salaam. They represent small scale, entrepreneurial activities and services that are not registered enterprises but provide a large number of products and services in the city on a daily basis. With the implementation of the BRT Phase 1 Corridor Methodology: the dynamic of street vendors has changed and The following diagrams, illustrating the situation in 2017, intensified around the stations in recent years are a result of observations and analysis based on the becoming increasingly obstructive, while passenger streetscape survey of September 2017 which provided footfall is rising. This is congesting the station a 360° photo study of roads surrounding 13 selected sidewalks and environments as vendors ply their trade, stations. which hampers the efficiency and negatively impacts on the travelling public’s experience. These photos were cross-referenced against: The aim of this section is to analyse on-street retail, • High-resolution satellite imagery and historical satellite images and determine strategies to include it productively in the CDS, while mitigating its negative impact . Certain • Photos from low-level survey flight over the city hints or patterns emerge from key observations • Photos and videos taken during site visits leading this study to possible solutions. • Literature study references Manzese Station Gerezani Terminal Legend Street vendors Semi Stationary Street Vendors Stationary Street Vendors N 0 4 km Figure 2.1.11 Location of Street Vendors - (Broadway Malyan) Mapping Street Vendors The diagram above shows different typologies of street the difference in type of vendors, location patterns and vendors mapped along the BRT corridor. The data the urban space affected. analysed from historical imagery suggest that this While Kimara station occupies a third place in terms sector of the informal economy is large and growing of density of vendors, the other stations follow a more around the new BRT stations. The study shows two main typical occupational pattern. The street vendors location areas of activity with above average density of trade at and density varies indicating that there are periods, peak Gerezani Terminal / Kariakoo and at Manzese Station. hours and variation in locations at which the activity The study concentrates on these two areas to identify takes place. Strategies 97 2.1 Informal Street Vendor Typologies Space: CONTEXT & VISION Several different types of vendors have been identified based on their permanency in the spaces that they occupy. Roaming Street Vendors Highly mobile vendors. Orient their routines by the timing of economic and social life in the inner city. They display their merchandise on the ground and / or carry STRATEGIES them to certain areas of high pedestrian activity depending on peak hours. Mostly found in the main streets of the city centre near Gerezani Terminal. Semi Stationary Vendors Facility to relocate from one place to the ECONOMIC IMPACT other. These are the most common typology of street vendors and prevail in unplanned areas. They often occupy a regular place and space. In some cases they are informal extensions to an existing formalised market. Stationary Vendors IMPLEMENTATION GOVERNANCE & Stationary street vendors: Occupy a permanent place in the public space such as a kiosk, box house or under an awning. Time: These typologies can also be further categorised depending on the periods on which the activity takes place. PILOT PROJECTS Street vending activities are not taking place every weekday and vary depending on the hour. A preliminary classification may help to direct future studies and determinate different market typologies: • Full-time Vendors: The activity takes places in general all the days of the week. • Periodic Vendors: Their activity takes place on a specific day of the week periodically in the same place • Occasional vendors: Their activity takes place occasionally depending on special occasions, seasonal, festivities or opportunities. 98 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Informal Street Vendors Gerezani Terminal Since the inauguration of Gerezani Terminal new dynamics and pedestrian patterns have emerged in the city centre, intensifying street trading activities. The majority of the traders orient their routines and locations by the timing of economic and social life in the inner city. Two main markets set the path of pedestrian flows and the connection routes to them lead the way for the vibrant informal economy to take place. Taxi & Moto-Taxis on Corner Kariakoo Market Msimbazi Police BRT Karume Market Gerezani Terminal Secondary exit Legend Street vendors Gerazani Terminal Semi Stationary Street Vendors Gerezani Terminal Main Exit Stationary Street Vendors Natural Shaded street (tree line) Markets N 0 100m 200 300 400m Connecting Street Station Exits Figure 2.1.12 Existing Street Vendors Mapping - Gerezani Terminal (Broadway Malyan) Strategies 99 2.1 1 Station Exit Public health hazards Footway Obstructed • Obstruction: Informal street vendors trade into and impinge on footway, slowing pedestrian CONTEXT & VISION movement, reducing footfall capacity. This should be resolved before BRT Phase 2 or 3 are opened • Sanitation: Unregulated sale of food and perishable items, posing potential health risk Female and elderly traders Kariakoo Market and STRATEGIES 2 Impact on Pedestrian Surrounding Streetscape 1 Mobility • Obstruction: Street trading spills into street to prevent passage across an area covering 15 blocks • Obstruction: Main principal road network and the streets among more than 15 city blocks No Street 1 Maintenance are been obstructed by the presence of Street Obstructing 1 Vendors Traffic ECONOMIC IMPACT • Competition with Formal Retail: Impact on permanent frontages of formalised businesses forces them to compete with unlicensed low - cost stallholders, which should be given their own space to sell from. • Neglected Public realm: Compromised sidewalks and streets left unmanaged owing Blocking Movement to relentless demand for market trading space, store extension and informal traders. The effect is that the street turns into the pedestrian path. IMPLEMENTATION GOVERNANCE & Quality of public space 3 Street Corners and Moto-Taxis Shade from Trees • Obstruction: Bikes and taxis congregate at corner closest to point of demand, cluttering the sidewalk areas. This necessary activity PILOT PROJECTS should be structured within the streetscape Quality of public space Blocking Movement and licensed to raise revenues. Photos: Dar es Salaam Streetscape © CDS Team 100 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Informal Street Vendors Manzese Station Manzese Station is impacted by a major informal trading hub that lines the corridor, unplanned areas and routes into the community. It has become an extensive street market, steadily increasing in size. Temporary Food Market Truck Parking Manzese Station Food Market Primary Trading Streets Legend Street vendors Semi Stationary Street Vendors Stationary Street Vendors N Markets 0 100m 200 300 400m Connecting Street Station Exits Figure 2.1.13 Existing Street Vendors Mapping - Manzese Station (Broadway Malyan) Strategies 101 2.1 Blocking Movement 1 Manzese Station Area • Street Overcrowding: Intensive trading CONTEXT & VISION activity inhibits pedestrian flow and presents an unmanaged / chaotic impression of the station area. A ‘clear sidewalk policy’ would help maintain flows of people. The inclusion of licensed kiosks and more permanent trading spaces could act to formalise trading activity along Morogoro Road, with possible frontages offered to those traders willing to pay modest rent. Manzese Station Exits STRATEGIES 2 • Obstruction: Stalls are crowding and overspilling to impede the footway areas. Action needed to maintain clear adequate Blocking Movement circulation space in vicinity of crossings and enhance the urban quality along the corridor in this location. • Sanitation: Unregulated sale of food and perishable items poses health hazard risk. Litter and refuse collection and waste management ECONOMIC IMPACT is not particularly effective. 3 Surrounding Streets Unsanitary Public Realm Awning and extensions • Encroachment: Opportune trading practices break into the street are narrowing the road as traders effectively take more control over the street’s primary movement function. This signals the need for more formalised stall and market space to be allocated and rented, accompanied by more IMPLEMENTATION GOVERNANCE & rigorous enforcement to raise revenues for improved street management Polluted Public Realm 4 Street Markets • Parallel streets to the Corridor (200 m to the south of the stations) represents the centre of local activity with a street market. PILOT PROJECTS • This market street is unpaved with unsanitary conditions. Awnings appear throughout the length of the street which is predominantly pedestrian only. 102 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Informal Street Vendors Key Observations: Gerezani Terminal Manzese Station • The Kariakoo / Gerezani area represents one of the • Before the construction of the BRT line, Manzese was major commercial centres of the city (both formal already characterised by its large number of street and informal sectors). The surrounding areas of vendors. The character of this area has always been this station contains the highest density of street one of a vibrant open street market which operates vendors. daily. • A large number of roaming traders occupy the space • There is substantial street trading activity in the in front of the station obstructing pedestrian flows internal streets set back from the station platform and the public realm. • Very low level of vehicular movement reflected in • The location of informal traders tracks the main low local car ownership and relative lack of traffic pedestrian flows, connecting to Gerezani Terminal routes through the unplanned areas at Manzese to Kariakoo market witch operates as a major • The north-west urban area appears more organised pedestrian attractor. for street trading activity • The number of informal vendors in the paved • Manzese market occurs on a permanent daily basis. streets suggest that car access is restricted, and cars therefore are avoiding these streets. • Corners and street crossing points are the most frequently occupied spaces by semi stationary street vendors. • Informal traders are impinging on existing formal shop frontages, effectively taking their trade without paying due rent. There is substantial available vacant space in the area that could be reallocated for consolidated stall and kiosk activity for rent. Legend Street food (Prepared / Cooked) Bazaar Products (Accessories, Electrical Goods Fresh food Products Clothes, Shoes etc.) Newspaper Stand (Vegetables, Fruit etc.) Services (Mobile, Shoes Repair, Other (to be Verified) Hairdressing, etc.) Figure 2.1.14 Existing Vendors - Types of Goods Sold (Broadway Malyan) Strategies 103 2.1 Key Recommendations: CONTEXT & VISION 1 De-congest the public spaces occupied by street 5 Locate stalls in accessible locations near sources of high vendors, prioritising environs of BRT stations footfall. 2 Revitalize and optimise the recovered spaces through 6 Maintain yet improve the quality of street trading the rationalisation and structuring of street vendors to through better management with evenly enforced favour formally licensed and managed trading stalls. standards. 3 Increase citizen awareness about the benefits of 7 Control street trading through a reformed process of declutterihg and providing more circulation space and regulation throughout the corridor area higher quality outlets 8 Review the scope to enhance Kariakoo Market area as 4 Cluster stalls by type and offer to broaden customer a model outdoor retail environment with good links to choice and establish market competition. BRT stations. STRATEGIES Identified Need Relevance Preferred Situation for Retained Vendors ECONOMIC IMPACT Vendors need services to operate their businesses. Vendors have safe, reliable and convenient Services and utilities These services need to be convenient to prevent access to electricity, water, and bathrooms. them from leaving their stalls too often. Waste removal is important to make sure the There is daily waste removal for vendors that Waste removal area is clean, safe, and free of obstructions. separates organics, recyclables and trash. Refrigeration can help vendors increase the Cold storage is available in-situ, or elsewhere Refrigeration shelf life of their goods and prevent them from on the site in a place that is easily accessed by taking frequent trips to wholesale markets. ramp and / or elevator for push carts. Access to convenient, secure, affordable storage reduces Storage is available in-situ, or elsewhere on Access to Storage the stress and work associated with moving goods twice a the site in a place that is easily accessed by day between their stalls and a distance storage location. ramp and / or elevator for push carts. IMPLEMENTATION Protection from inclement weather keeps vendors GOVERNANCE & Protection from inclement healthy and protects their goods from being Vendors have stalls and locations the protect them weather damaged. It can also increase their sales by offering and their goods from rain, sun, and wind. a place for clientele to get out of the elements. As with all retail activity, street trading depends on its proximity to steady levels of footfall to make their The vendors’ locations gives them direct access to the Access to pedestrians businesses viable. However consolidated markets areas of high foot traffic or is advertised and signed to can become destination area in their own right if project their offer to the nearest source of foot traffic. they present products in the right conditions Informal vendors often crowd areas of high foot traffic and increase congestion. Locating Stalls are located where they do not interfere with Avoids Congestion vendors in places so that allows for the flow of the high amounts of pedestrian flow on the site. PILOT PROJECTS pedestrians is important to limit congestion. Vendors are currently not subject to any health checks. Training classes and oversight ensure that food vendors Health Standards Education and oversight could decrease the risk of negative are meeting health standards with parallel initiatives health effects for those that eat in informal markets. to introduce certification systems where relevant. Liveliness of the Liveliness of the streetscape can make it a more Informal vendors add to the liveliness of the streetscape enjoyable, attractive, and safer place. streetscape making for a more safe public space. Having a protected space to sell their goods Vendors hold a legally recognized contract Protected vending ensures that there is not the risk of getting kicked with the government or landowner that gives locations out and / or getting their goods confiscated. them permissions to use their space. Figure 2.1.15 Requirements for Informal Traders - (Adapted from Transit Oriented Development from Mexico City, MIT 2016 ) 104 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Informal Street Vendors Inclusion Within TOD Areas The Station Area Guidelines which accompany this strategy recognise the importance of street traders. The guidelines seek to incorporate traders in a structured manner by specifying suitable locations to accommodate affordable retail space in and around the station areas. Informal street vendors have a particularly negative The diagram below demonstrates our approach at a impact on areas directly around the BRT stations. The typical station area. Several approaches have been high footfall at station exits attract vendors keen to sell considered to be inclusive of informal street vendors. their products. This has the implications of: The primary tool is the provision of dedicated • Blocking movement and pedestrian flows community hub area which includes a local market • Diminishing the quality of the public realm space, which should be operated in such a way that it • Impacts on formal business operating in the area is affordable for street vendors to relocate there. This plot will provide a number of facilities for traders such All of these issues contradict the fundamental as access to power, storage, clean water and refuse TOD principles and therefore a strategy should be collection. This market operation could take different implemented which is acceptable for many competing forms such as a privately hosted venture, undertaken interests, including those of the street vendors. as a Municipal concession granting owner operators The solution should not be an outright ban on street the right to operate subject to them meeting a series of trading as this can have serious detrimental effect on basic criteria on street management, access, safety etc. those reliant on the informal sector to provide for their Alternatively, they could be municipal markets where families. However, the strategy does advocate clustering local authority or development corporations acquire and structuring of informal trade to mitigate the the land and auctions off the operator rights, with negative impacts it will have in achieving TOD. appropriate management codes. This way the local Legend BRT line Station Core Zone (no informal street vendors) BRT Station Community Market Figure 2.1.16 Street Vendors Types of Goods Sold (Broadway Malyan) Strategies 105 Legend Enhanced Trade Station Core Zones (structured street trading ) Market Hub Areas 2.1 Station Core Zones (no informal street vendors) CONTEXT & VISION MOROCCO TERMINAL Kimara Ubungo Manzese KIMARA TERMINAL KOROGWE KINONDONI Kinondoni KIBO BARUTI BUCHA KONA MWANAMBOKA UBUNGO MAJI UBUNGO TERMINAL MKWAJUNI SHEKILANGO URAFIKI MANZESE TIP TOP ARGENTINA MOROCCO HOTEL MWEMBECHAI KAGERA MAGOMENI USALAMA HOSPITAL Magomeni MAGOMENI MAPIPA FIRE Kivukoni STRATEGIES JANGWANI STATION DIT KISUTU POSTA YA ZAMANI CITY KIVUKONI COUNCIL TERMINAL MSIMBAZI POLICE Gerezani / Kariakoo GEREZANI TERMINAL Figure 2.1.17 Proposed Station Core Zones and Market Hubs (Broadway Malyan) ECONOMIC IMPACT authorities receive a higher income and retain control However, from the studies we have identified 6 areas over the operation. (Kimara, Manzese, Kivukoni and Gerezani / Kariakoo as larger markets and Ubungo, Kinondoni, Magomeni as Critical to the success of this community hub and market smaller markets) where regulated street trade will be will be its connection back to the station and its location actively encouraged as long as it occurs in designated adjacent to local thoroughfares. This will help maintain a areas and in a structured way. At these ‘enhanced trade high level of pedestrian footfall which the traders require. stations’ the public realm should be designed specifically Where possible, this route should be pedestrianised (or to provide space for street vendor plots. IMPLEMENTATION made more pedestrian-friendly) and activated by retail GOVERNANCE & frontages. This approach is broadly in line with the latest thinking and guidance in the city. In December 2016 President Station retail areas located directly adjacent to the Magufuli has reversed the decision to evict street hawkers station should be configured to provide flexible from the city centre until local authorities had completed retail spaces for a range of unit sizes to encourage preparing alternative sites for relocation to sites with entrepreneurship and enable the transition of suitable infrastructure to support their businesses (2017 informal traders into formal enterprises . This could be Kolumbia, L. The Citizen). The CDS supports this through encouraged by providing incentives to developers to the inclusion of appropriate space within station areas provide this type of space through financial mechanisms and through the land use framework. such as tax abatements and development bonuses. PILOT PROJECTS The compromise for the provision of these facilities and initiatives will be that informal street vending will not be permitted within the station core areas of the stations, given that formalised facilities will be placed there. This should be enshrined in the policy requirements for these station core areas. 106 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Activity Density Map The map right shows the combined effect on density when both residential and employment densities are considered. This is known as ‘activity density’. The activity density clearly shows that the BRT spine route will be an important conduit for activity for the CDS, supported by the feeder routes (which in some cases become full BRT routes in future phases). Darker areas around Kimara, Ubungo, Morocco and the city centre show where a new focus on development is promoted as these nodes becomes important new hubs for the city. Legend BRT Phase 1 CorridorStations BRT Phase 1 Corridor BRT Phase 1 Corridor - Study Area BRT Phase 1 Corridor - Study Area Zones Open Space Non-Populated Area 40 - 160 Net People per Hectare 160 - 650 Net People per Hectare 650 - 750 Net People per Hectare 750 - 800 - 1800 Net People per Hectare 800 - 1000 Net People per Hectare 1000 - 1500 Net People per Hectare 1500 - 3000 Net People per Hectare Figure 2.1.18 Proposed Net Activity Density - (Broadway Malyan) CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 107 Activity Density 2.1 Strategies 108 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Built Form Parameters Often, the most successful cities are the result of having planning guidance that controls the quality and quantum of development but allow enough flexibility to avoid the stifling of new development. Critical to the success of this is the control of plot level development which sets the ‘grain’ of the city. This is crucial for the BRT Phase 1 Corridor if it is to accommodate TOD principles of high density, mixed use development. When a city is coarse-grained from the outset, it is Therefore the individual plot is crucial to the success too stiff and rigid to adapt and grow successfully. If of a city and smaller plots (which have the ability fine-grained and diverse in its spatial structure, it is open to be joined and consolidated to form larger plots) to adapt from the bottom-up over time. are the starting point for structuring and growing a city. It is at the plot level of development where Successful places are the product of historical change Dar es Salaam will start to move towards its strategic made up of small and gradual interventions and goals of implementing transit-oriented development adjustments by the generations that inhabited them within the Phase 1 corridor and providing housing and (Jacobs, 1992, c.1961; Habraken and Teicher, 2000). employment opportunities for a growing population. To successfully implement the change needed in Rules must be put in place at the plot level so that the Dar es Salaam, the City will need a combination of character of the plot links on one hand to that of the top-down and bottom-up change. Central to this building(s) that sits on it, and on the other to that of the bottom-up approach to development is allowing street, block, neighbourhood and district it belongs to. individuals and plot owners the ability to exert control Such rules are set to help the balanced emergence of over their own personal space through their homes and diversity, delivering flexibility and variety to a system the land that they sit on: the plot. History has shown that is small-grained enough to adapt in time to create that cities are at their most resilient when they are able the necessary urban form. to adapt, grow and evolve to suit the current conditions. CODE Zoning Description Indicative Typologies Residential Low-medium density, RES01 Detached and Semi-Detached Houses (Single Family) single family residences Residential Medium - high density, RES02 Townhouse (A) (Single Family) single family residences Residential RES03 Low density, multi family residences Mansion block (C & D), linear block (E) (Multi Family) Residential Linear block (E), Mixed Use Podium RES04 Medium density, multi family residences (Multi Family) Block (F), Podium Tower (G) Residential High density, multi family Linear block (E), Mixed Use Podium RES05 (Multi Family) residences, family residences Block (F), Podium Tower (G) Special Areas used mainly for a combination of two Linear block (E), Mixed Use Podium MU01 Mixed Use or more of uses as a mixed use development Block (F), Podium Tower (G) Mixed Use Linear block (E), Mixed Use Podium MU02 Residential-led mixed use development (Residential) Block (F), Podium Tower (G) Mixed Use Linear block (E), Mixed Use Podium MU03 Commercial-led mixed use development (Commercial) Block (F), Podium Tower (G) Figure 2.1.19 Plot guidelines for residential and mixed use development parcels Strategies 109 2.1 Legend 0 - 2 Floors CONTEXT & VISION BRT Phase 1 CorridorStations 2 - 4 Floors 10 - 12 Floors BRT Phase 1 Corridor 4 - 6 Floors 12 - 14 Floors BRT Phase 1 Corridor - Study Area 6 - 8 Floors 14 - 16 Floors BRT Phase 1 Corridor - Study Area Zones 8 - 10 Floors Open Space STRATEGIES ECONOMIC IMPACT Figure 2.1.20 Proposed Average Building Height Zoning - (Broadway Malyan) Plot Parameters Density and Height Minimum Setbacks IMPLEMENTATION GOVERNANCE & Max. Plot Min. Plot Area Min. Plot Min. Street Min. Side Min. Rear Min. FAR Max. FAR Min. Height Max. Height Coverage (m²) Width (m) Setback Setback Setback 40% 400 8 0.25 0.75 1 3 5 5 10 60% 150 6 0.75 1.5 2 4 3* 0 10 75% 400 10 1.5 2.5 2 5 3* 0 5 80% 800 20 2.5 4 5 10 5 0 5 80% 1500 30 4 5 10 15+ 5 0 5 PILOT PROJECTS 80% 1500 30 3.5 6.5 10 20+ 5 0 5 80% 1500 30 3.5 6.5 8 15+ 5 0 5 80% 1500 30 3.5 6.5 8 15+ 5 0 5 * Plots that face on to narrow streets (less than 9 m right-of-way) will be required to have a bigger setback 110 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Built Form Parameters: Key Principles Building Strategy Dwelling Type The most fundamental requirement in structuring For multi-family blocks three main dwelling types built form within development blocks is to make have been incorporated within each typology, a clear distinction between public and private these consist of: spaces. This can be achieved with a variety of 1 Single Aspect apartment (windows facing in a building forms and strategies. The most common single direction) forms of building are courtyard, street and stand 2 Dual Aspect apartment (windows facing more alone blocks, each of which bring different than one direction) characteristics to private space and public realm. 3 Maisonette (accommodation arranged over two levels) Building scale can define certain characters for any given area, for example, low rise, permeable blocks ‘ Modern apartments can offer better security than tend to be found in suburban residential areas and many detached houses. They can also provide high rise towers in more urban settings. A mix of affordable, usable outside space, often in the form higher and lower buildings can provide variation of shared gardens or a balcony. Most people want and diversity to Dar es Salaam’s skyline. Higher to live in somewhere distinctive and with character, buildings can provide legibility that is important in which can be provided if housing is well-designed. terms of orientation and sense of place. Everyone wants privacy, which is why sound insulation is important, and layout that is designed ‘ In many urban situations, medium rise, higher to avoid problems of overlooking.’ density buildings (of about 3-4 storeys) provide the optimum form that maximises density whilst CABE Better Neighbourhoods: minimising perceived intensity or overcrowding. Making higher densities work They can also be designed to be attractive, energy efficient and mixed use whilst: • Reducing costs of land acquisition and site infrastructure • Avoiding costs of lifts and other services • Providing a robust form that allows for changes in use over time • Forming terraces or low rise flats, the most cost effective building form in housing • Increasing energy efficiency and the ability to be oriented for passive solar gain CABE Better Neighbourhoods: Making higher densities work Figure 2.1.21 Dual aspect block, configured as paired single aspect units Figure 2.1.22 Apartment block configured with Figure 2.1.23 Dual aspect unit within an apartment ground floor maisonette unit Strategies 111 2.1 CONTEXT & VISION ‘Successful higher density housing has four key factors – location and sense of place, a successful allocation policy and occupancy, successful management approach and good design.’ Capital Gains: Making High Density Housing Work in London, Helen Cope Public Private and Communal Space Communal Space STRATEGIES The majority of residential developments consist of The boundaries of communal space are especially a mix of public, private and communal spaces. The important. Where communal space is provided clarity of definition of each type of space is essential as a courtyard design, care needs to be taken to and the nature of the boundaries that exist between ensure amenity value to dwellings that face onto the the types is important. Space that is ‘left over’ can communal garden. This can be achieved effectively quickly become a source of nuisance. by private buffer gardens, defining the boundary between private and shared spaces. Public Space ECONOMIC IMPACT The best open spaces are those which encourage Private Space safe play, exercise and relaxation and also include Private space in apartment dwellings is always a sense of identity and community. Careful design challenging. Usually the most effective and practical needs to ensure these spaces are well maintained and method is the provision of individual balconies. therefore encourage use. These can then be tailored to the needs of the dwelling users, whether as a small garden or simply used as outdoor space. Balconies should be usable and not only decorative. Orientation, views, solar & visual shading are all relevant aspects when IMPLEMENTATION GOVERNANCE & considering private space. PILOT PROJECTS SEMI - COMMUNAL PRIVATE PUBLIC PRIVATE Courtyard Garden Building Private Publicly Accessible Green Space Terrace Figure 2.1.24 Public vs Private Space 112 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Built Form Parameters: Key Principles Sustainability Solar Shading Building sustainably is important anywhere in the world Protection from solar gain is one of the most important but takes on a special importance where resources aspects of sustainable building. Shading that is are limited and supply of water and power unreliable designed as part of the development allows the and under-provided for such is the situation in buildings protect themselves from the heat of the day Dar es Salaam. Therefore special consideration should and minimises the need for energy intensive solutions be given to building forms that help reduce energy such as air conditioning. Shading can be designed consumption. for different orientations based on exposure and the The four main considerations are sun, rainwater, ground, position of the sun in the sky. and wind. Sustainable building is firstly about reducing energy consumption and secondly about looking at renewable sources. In addition, ideas such as reduction of car use ( a key TOD principle) and effective recycling strategies can all be beneficial in creating a community that understands the need for sustainable building. Orientation The orientation of a building determines the level of ventilation, insulation, solar shading as well as day lighting within a building. In Dar es Salaam sunshine is relatively strong throughout the year with an annual average of 7.6 hours of bright sunshine per day. The incidence of solar radiation is therefore high and means serious consideration must be taken of building orientation, facade treatment and building fabric. Ideas such as thermal mass can be employed to store daytime heat and release this slowly during the cooler winter nights. Building facade designed so that the solar shading responds The potential for natural ventilation of buildings can to different orientation and conditions © Broadway Malyan also be harnessed to prevent the need for heating and cooling and building orientation is critical for optimising a building’s potential for this. The predominant wind direction in the city varies throughout the year making it more difficult to orientate buildings in Dar es Salaam. Instead focus should be given to the design of the building facade and ensuring the depth of the floorplate isn’t too deep so that cross ventilation through the opening of windows is possible. Large roof overhangs help to create solar shading as well as covered outdoor spaces © Broadway Malyan Strategies 113 2.1 CONTEXT & VISION Renewable Technologies Rainwater Collection Proper site planning of major new communities and The tropical climate of Dar es Salaam means the neighbourhoods create opportunities for the future reduction of water usage is of paramount importance. installation of renewable energy technologies. For Incorporating conservation strategies at the design example, ground source heat pumps use the temperature stages is therefore crucial to make sure that the differential between the ground and the air to generate limited water supply can stretch as far as possible. heat / cooling transfer. Robust and simple technologies Dar es Salaam does receive regular rain in April / May such as rooftop solar and November / December so collectors can provide water rainwater harvesting solutions heated from the energy or using drought tolerant STRATEGIES of the sun directly into plants for landscaping within dwellings, reducing the load individual developments could on the energy network to ease the problem. provide electricity for air Green roofs have multiple conditionaing - one of the benefits including help with largest domestic consumers the mitigation of stormwater of electricity. These elements runoff, increasing biodiversity, can combine to lower the Photovoltaic panels on the roof of an apartment building which conserving energy and base demand and reduce the also incorporates a green roof system © Broadway Malyan ECONOMIC IMPACT providing amenity space as overall energy contribution to landscaped roof gardens. carbon emissions. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Principles of sustainable building design including natural ventilation, solar shading and renewable energy © Broadway Malyan 114 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Built Form Parameters: Key Principles Building Form The proposed typologies fall into four categories; Townhouses, Residential Courtyards (dwellings arranged around a shared / semi public courtyard), ‘Mansion’ blocks (an individual block of 6-8 dwellings arranged around a core) and Individual apartment block (residential block arranged in an open space setting). Townhouses Townhouses are a common typology in many European cities and offer a good balance of dense urban living and sense of private space as each unit is self-contained and has access to its own private outdoor space. They are efficient in their design as they can be arranged in rows, compactly, sharing party walls. This typology can usually be found in the city centres of more wealthy neighbourhoods but due to its efficiency some architects have used it as the basis for re-housing projects such as the project shown below in Chile. Modern mansion block © Broadway Malyan Mansion Blocks Mansion type design allows a lower scale, more open development to occur whilst maintaining the definition of local roads and routes. Individual blocks are positioned separately where a lower density can be accommodated or is desired. Each block can consist of purely apartments or a combination of maisonettes with apartments above. At ground level, maisonettes are able to be provided with private gardens and Townhouse designed as an incremental apartments above with balconies. social housing unit © ELEMENTAL When placed individually, there can be an increased sense of identity for residents; alternatively this design can exist to create a continuous or semi-detached impression. Mansion blocks also have the advantage that they can be located on smaller plots or in combination with other residential types, again varying the street scene. Strategies 115 2.1 ‘ A key aspect of any tall building is how it is brought down to the ground. The base needs to make sense in the context of the rest of the building’s lower floors and to have a relationship with the scale of architecture nearby. A strong landscape design strategy can help to make sense of where the towers land and how the ground floor CONTEXT & VISION relates to the external spaces. Landscape treatment of the ground-plane needs to be of the highest quality – a place to enjoy, pedestrian friendly and not dominated by vehicle circulation. This is often best achieved by the early involvement of a landscape designer. It is important to be sure what the ground floor of a tower will be used for, in order to achieve satisfactory relationships between the public realm, the neighbourhood realm and the private realm and how all three operate and inter-relate. These relationships, together with that between the ground plane and the landscape proposals, need to be analysed, and illustrated on plans and drawings’. CABE , Design Reviewed, Urban Housing Courtyard Apartment Block STRATEGIES This form of building has a key advantage in that the building structure naturally encloses space. This can be achieved through various ways such as the organisation of a series of linear blocks to within a site to create an enclosed courtyard space at the centre or by using L-shaped blocks or podiums. Uses such as gardens, play areas and shading structures can all be contained, creating an actively used courtyard that has genuine ECONOMIC IMPACT benefit for the residents. Upper units should employ usable and shaded balconies for amenity value. The courtyard may exist at ground or elevated levels if car parking numbers are required on more dense plots. It is possible to bring some off-street parking partially into courtyards that are at ground level but this should be carefully controlled so as not to compromise the amenity value of the space and place. The street elevations will vary depending on whether built form or courtyard is positioned at the plot edges. This can create a diverse IMPLEMENTATION GOVERNANCE & range of edge conditions, complementing the desire to Residential-led mixed use tower © Broadway Malyan make varying street scenes. Tower Blocks Individual apartment blocks are another way of increasing building density and have the advantage that they can be made as efficient as possible with a tower type footprint. With this type of block in particular, at ground level, there should be a clear distinction between what is private or communal space, in the PILOT PROJECTS form of terraces, gardens and shared courtyards, and which might be expected to be public such as streets and public squares. Again, upper levels should employ usable balconies for external amenity purposes. For individual apartment blocks and towers to be a successful design type, the physical quality of the A semi-public courtyard in an apartment block complex in UK buildings and immediate surroundings require special provides a communal space for residents © Broadway Malyan attention. 116 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Typology A: Townhouses HIgh Density (Single family) 4 2 Low Height 3 4 2 Low-Med Income 1 Figure 2.1.25 Typology A - Perspective View Key 1 Access to rear parking 2 Private Garden 3 On-Street Parking 4 Entrance Principles • Narrow plots provide high density single family housing • Flexible and can be combined with other typologies • Street parking or potential to provide access to rear via access lane • Private gardens • Can include ground floor live-work or retail uses Townhouse typology with communal children’s play area © Broadway Malyan Strategies 117 2.1 CONTEXT & VISION KEY Residential Commercial Parking Pedestrian Access Retail Flexible Uses Vehicular Access Key Data STRATEGIES Relevant Zoning: RES02 PRIVATE GARDENS Minimum Plot Size: 150 m² Plot Coverage: 60% 10m min. PRIVATE GARDENS Maximum FAR: 1.5 6-10 m Height (max. storeys): 4 ECONOMIC IMPACT Min. Street Setback: 3m / 5m Min. Side Setback: 0m Min. Rear Setback: 10m 3-5m A ON-STREET PARKING TERTIARY ROAD ON-STREET PARKING Figure 2.1.26 Typology A - Dimensions & Setbacks Plan IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Low income townhouse typology in Mexico © ELEMENTAL Solar energy capture to be promoted in this typology with appropriate roof inclination © Broadway Malyan 118 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Typology B: Mansion Terraced Block Low-Med Density (Multi-family) 1 5 4 Medium Height 2 1 4 3 Medium Income 2 1 Figure 2.1.27 Typology B - Perspective View Key 1 Communal Amenity 2 Private Amenity 3 Parking 4 Entrance Principles • Flexible volumetry • Human scale • Semi private patio • Street parking • Open street scape • Enhanced permeability High quality open space in front of mansion blocks © Broadway Malyan Strategies 119 2.1 CONTEXT & VISION KEY Residential Commercial Parking Pedestrian Access Retail Flexible Uses Vehicular Access SEMI-PRIVATE PATIO SEMI-PRIVATE PATIO SEMI-PRIVATE PATIO Key Data STRATEGIES min. 20m 13-20 m Relevant Zoning: RES03 10-13 m Minimum Plot Size: 400 m² Plot Coverage: 75% 3-5m Maximum FAR: 2.5 Height (max. storeys): 5 ECONOMIC IMPACT PARKING PARKING Min. Street Setback: 3 m / 5m Min. Side Setback: 0m Min. Rear Setback: 5m TERTIARY ROAD Figure 2.1.28 Typology B - Dimensions & Setbacks Plan IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Mansion Blocks back to back potential solution © Broadway Malyan Example of semiprivate patios in Mansion Blocks © Broadway Malyan 120 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Typology C: Mansion Detached Block Low Density (Multi-family) 1 4 2 Medium Height 3 Medium Income 2 4 Figure 2.1.29 Typology C - Perspective View Key 1 Communal Amenity 4-8 FLOORS 2 Private Amenity 3 Parking RESIDENTIAL 4 Entrance 9 - 34 m SEMI PRIVATE PATIO Principles Figure 2.1.30 Typology C - Section AA with Max. Height • Flexible volumetry • Human scale • Semi private patio • Street parking • Open street scape • Enhanced permeability High quality open space in front of mansion blocks © Broadway Malyan Strategies 121 2.1 CONTEXT & VISION KEY Residential Commercial Parking Pedestrian Access Retail Flexible Uses Vehicular Access TERTIARY ROAD Key Data STRATEGIES A Relevant Zoning: RES03 Minimum Plot Size: 400 m² Plot Coverage: 75% SEMI-PRIVATE PATIO SEMI-PRIVATE PATIO Maximum FAR: 2.5 10-13 m min. 20m Height (max. storeys): 5 with windows ECONOMIC IMPACT 13-20 m PARKING Min. Street Setback: 3 m / 5m B B Min. Side Setback: 0m 3-5m 3-5m Min. Rear Setback: 5m A TERTIARY ROAD Figure 2.1.31 Typology C - Dimensions & Setbacks Plan 4-8 FLOORS min. 20m 4-8 FLOORS IMPLEMENTATION GOVERNANCE & 9 - 34 m RESIDENTIAL RESIDENTIAL SURFACE PARKING Figure 2.1.32 Typology C - Section BB with Max. Height PILOT PROJECTS Front entrance to detached mansion blocks © Broadway Malyan 122 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Typology D: Linear Apartment Blocks 5 Low-Med Density (Multi-family) 4 3 2 2 4 Medium Height 2 6 1 2 3 Medium Income 6 TYPOLOGY WITH PROPOSED SURROUNDINGS Figure 2.1.33 Typology D - Perspective View Key min. 20 m 1 Communal Amenity 4-8 FLOORS 2 Private Amenity RESIDENTIAL 4-10 FLOORS 12-32 m 3 Parking 4 Entrance 12 - 40 m PUBLIC OPEN SPACE Principles Figure 2.1.34 Typology D - Section AA with Max. Height • Public green open space • Human Scale • Adapted to existing topography • Street Parking • Flexible Streetscape • Enhanced permeability • Possible Retail on Ground Floor Linear blocks can create interesting vistas along a street © Broadway Malyan Strategies 123 2.1 CONTEXT & VISION KEY Residential Commercial Parking Pedestrian Access Retail Flexible Uses Vehicular Access TERTIARY ROAD Key Data A 5m STRATEGIES PARKING PARKING Relevant Zoning: 4m RES03 / RES04 / MU TERTIARY ROAD Minimum Plot Size: 400 m² Plot Coverage: 75-80% Maximum FAR: 6.5 (with windows) Single Aspect min. 20m 12 m max. Dual Aspect Height (max. storeys): 10 16 m max. min. 20m ECONOMIC IMPACT (with windows) PARKING Min. Street Setback: 5m B B Min. Side Setback: 0m 5m Min. Rear Setback: 5m A TERTIARY ROAD Figure 2.1.35 Typology D - Dimensions & Setbacks Plan min. 20 m 4-8 FLOORS IMPLEMENTATION GOVERNANCE & RESIDENTIAL 12 - 40 m RETAIL Figure 2.1.36 Typology D - Section BB with Max. Height PILOT PROJECTS Linear block typology allows for different configurations and high Linear block maximises vistas © Broadway Malyan quality public realm solutions © Broadway Malyan 124 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Typology E: Courtyard Podium Block 2 Medium Density (Multi-family) 1 5 Med-Tall Height 6 3 4 6 Medium Income 6 Figure 2.1.37 Typology E - Perspective View Key 3-8 FLOORS 1 Communal Amenity (Podium) RESIDENTIAL 2 Private Amenity 9 - 40 m PRIVATE COURTYARD 3 Parking (Under Podium) 4 Entrance 1-2 FLOORS / PAVIMENTOS 6-10 m FLEXIBLE USES RETAIL PARKING RETAIL Principles Figure 2.1.38 Typology E - Section AA with Max. Height • Communal private courtyard on Podium • Varied range of typologies • Human scale • Podium parking (basement parking where conditions permit) • Positive street scape Take advantage of ground conditions to create landscaped interfaces between public realm and podium level © Broadway Malyan Strategies 125 2.1 CONTEXT & VISION KEY Residential Commercial Parking Pedestrian Access Retail Flexible Uses Vehicular Access TERTIARY ROAD Key Data 5m A Relevant Zoning: STRATEGIES 12-16 m RES04 / RES05 / MU TERTIARY ROAD PRIMARY ROAD Minimum Plot Size: 800 m² COURTYARD Plot Coverage: 80% B B Maximum FAR: 6.5 Height (max. storeys): 15 12-16 m 5m ECONOMIC IMPACT Min. Street Setback: 5m A Min. Side Setback: 0m Min. Rear Setback: 5m SECONDARY ROAD Figure 2.1.39 Typology E - Dimensions & Setbacks Plan 3-13 FLOORS FLEXIBLE USES RESIDENTIAL 3-8 FLOORS 15 - 62 m PRIVATE COURTYARD IMPLEMENTATION GOVERNANCE & RESIDENTIAL 1-2 FLOORS FLEXIBLE USES / ADDITIONAL PARKING FLEXIBLE USES RETAIL PARKING RETAIL Figure 2.1.40 Typology E - Section BB with Max. Height RETAIL+PARKING PILOT PROJECTS PARKING (where applicable) Exploded perspective view with uses Parking podium with active frontages © Broadway Malyan 126 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Typology F: Podium Tower Block High Density (Multi-family) 6 5 6 3 Medi-Tall Height 5 4 1 Med-High 2 6 Income 1 Figure 2.1.41 Typology F - Perspective View Key 1 Communal Amenity 2 Public Amenity FLEXIBLE 3 Private Amenity 6 - 12 FLOORS 4 Parking 16 - 50 m 5 Entrance 6 Community Facility 4 - 14 m PARKING RETAIL PARKING Principles Figure 2.1.42 Typology F - Section AA with Max. Height Adapted to existing topography • Undercroft / Podium Parking • Semi Private communal gardens on podium • Varied unit typologies • Can include commercial uses within podium Podium can accomodate Varied massing respects privacy different uses © CC0 © Parkrand CC by 2.0 Strategies 127 2.1 CONTEXT & VISION KEY RESIDENTIAL COMMERCIAL PARKING PEDESTRIAN ACCESS RETAIL FLEXIBLE USES VEHICULAR ACCESS Key Data 10-18m A Relevant Zoning: RES04 / RES05 / MU STRATEGIES Typical Plot Size: 7,500-15,000 m² Plot Coverage: 80% 10-18m Maximum FAR: 6.5 Height (max. storeys): 15 + min. 20m ACCESS ROAD Parking Provision: TBC B B min. 20m Min. Street Setback: 5m Min. Side Setback: 0m ECONOMIC IMPACT Min. Rear Setback: 5m A 4m Typical Mix: N/a SECONDARY ROAD Figure 2.1.43 Typology F - Dimensions & Setbacks Plan FLEXIBLE RESIDENTIAL RESIDENTIAL IMPLEMENTATION 6 - 12 FLOORS GOVERNANCE & FLEXIBLE 6 - 12 FLOORS 16 - 50 m COURTYARD 4 - 14 m RETAIL PARKING PARKING PARKING Figure 2.1.44 Typology F - Section BB with Max. Height PILOT PROJECTS RETAIL PARKING Retail and offices on ground floor Mixed use building in Luanda: terrace can be used Exploded perspective view with uses © Broadway Malyan as private or public open space © Broadway Malyan 128 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Built Form Parameters: Increasing Density The Stage 1 baseline assessment shows that However, the rate of change is not quick enough the city is suffering from high population for Dar es Salaam to fulfil its potential and to growth which means that housing delivery capitalise on the investment made in the BRT is unable to keep up with demand. The net Phase 1. The CDS seeks to expedite the change Helping Dar move result of this is an explosion of unplanned and provide the city with a framework to stimulate through the gears settlements developing as a ring around the the real estate market, attract investment formal city centre which transitions into low and ensure the city is able to house a growing density suburban sprawl as the city grows population. outward from the centre. In the Phase 1 Below is a typical example of a low density single corridor this manifests itself in the high density family block in Dar es Salaam which is in close informal areas of Manzese and Urafiki in the proximity to the BRT route. The plot ratio for this middle of the corridor which gets gradually less block is 0.57 with plots which are on average dense and consolidated as it moves westward 480 m² with a plot coverage of 57%. There is also towards Ubungo and Kimara. evidence of over development of plots which do The problem is compounded by poor land not adhere to setbacks and parameters stipulated management which has resulted in low density in the Space Planning Standards (2011) as well planned development being allowed in prime as plots which are under developed or mostly areas of the city such as along Kawawa Road from vacant. Retail uses have started to develop in Magomeni to Morocco. There is evidence that this high footfall areas but the block (and wider is changing with new higher density development area) lacks any amenity space such as parks. replacing the low-rise single family plots with Because the buildings are predominantly single multi-family and mixed use developments in storey their density is much lower than would emerging hotspots such as Sinza and gradually be recommended as TOD supportive, despite along Kawawa Road as Bagamoyo Road starts to not providing a mixture of uses nor social develop into a key commercial corridor for the city. infrastructure. Therefore the owners of these plots should be encouraged to redevelop their plots and this could be achieved through various different mechanisms. Illegal party wall sharing 160 m Under-utilised plot Over developed plot Local retail on corner m 60 Plot Area Plot Width Plot Coverage FAR 385-620 m² 16m 57% 0.1 to 0.87 Average Average = 0.57 Figure 2.1.45 Illustration of typical low density residential block in Dar es Salaam Strategies 129 2.1 FAR CONTEXT & VISION Plot Subdivision In an urban setting, a plot size of 480 m² is considered a luxury with such pressing housing needs. By 1.5 dividing the plots into smaller plots of 180-240 m² Incremental Change: and developing over multiple floors as a townhouse Plot Subdivision typology the density can significantly increase the density to approximately 1.5 FAR. This type of development would be compatible with RES02 zoning and is consistent with the Tanzanian Urban STRATEGIES Planning Space Standards. The owner of the plot has the potential to fund their redevelopment through selling one of the plots once completed. However, this process could be slow unless incentives are applied. Plots subdivided to create 2 townhouse plots FAR Plot Amalgamation ECONOMIC IMPACT Achieving a similar FAR, but with a different configuration and potential for a higher number of dwellings, is a terraced mansion block typology. 1.7 Incremental Change: To enable this type of development a small group Plot Amalgamation of owners who live adjacent to each other would need to amalgamate their plots to create parcels of approximately 1200 m² upwards. This typology of building would be facilitated by the relaxation of side setback rules to allow for a party wall to link multiple buildings in a linear arrangement. This would be IMPLEMENTATION GOVERNANCE & allowed if the block was designated as RES03 in our proposed zoning ordinance. This typology is suited to a building height of 4 floors which negates the FAR requirement for a lift and makes the unit cheaper to build and therefore suitable for low income housing. If the owner wants to achieve even an even higher FAR and lives in a RES04 zone then an apartment 3.0 block typology would be suitable and could be possible through grouping 8 plots together as a PILOT PROJECTS cluster. A 5-floor apartment building could achieve a net FAR as high as 4, and accommodate community uses, retail or food and beverage at the ground floor level to activate the frontage. Depending on the configuration of the plot, recreation space could be provided in the courtyard pace created by the blocks which could we private or public space. Plots amalgamated in a cluster to facilitate terraced mansion blocks (top) and apartment block typology 130 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Comprehensive Redevelopment Alternatively, if the resulting land value is high enough a developer may seek to purchase the In some cases the change in zoning will be so the plots from the owners, whio could pool their considerable that the street network of the land as a combined sale. In special cases (such neighbourhood will not be compatible with the as land close to important BRT stations) the local Comprehensive type of building typology required to achieve the authorities may state the site is important enough Redevelopment necessary densities. This would be the case if to justiofy compulsory purchase (compensating the existing low density residential was rezoned the land owners). as RES05 or any of the MU zoning categories. For example, the original depth of the block (in In the example below, the site has been this instance 60 m) would make it inefficient redeveloped with an adjustment in the access road for a typology which has a podium. When this arrangement and been developed to achieve FAR is the case incremental and organic change 6 with a full mixture of residential, office, retail and will not possible and a more radical approach community uses. is required. If the community is well organised Note: for public authorities, land value is and empowered by authorities, the group of extended to include its future tax revenue, which plot owners could pool their land and create a is considerable where high density development community land trust to redevelop the whole area. occurs (as practiced in TIF schemes in the US). FAR 5.5 16 0m 0m 30 Figure 2.1.46 Reorganisation and consolidation of urban block to facilitate higher density development Strategies 131 Testing the Strategy at Plot Level 2.1 Aim of This Exercise CONTEXT & VISION This tests the proposed densities and the use-mix within the key parcels. 300m The site chosen represents a generic site by the BRT. Average plot is 350 m² with FAR 0.55, coverage 46%. Kagera Station There is evidence of uncontrolled development in the plots and issues of encroachment into the public space. 140m The sample solution seeks to align the densities and mix to TOD principles, to create a more liveable place with an improved quality of urban space in a composition that boosts local BRT ridership. STRATEGIES Mwembechai Station Land Ownership and Plot Amalgamation The example could be implemented incrementally only if Aerial Image of existing condition the existing plot owners adhere to the new regulations when redeveloping their plots. Their applications must comply with the authorities’ approved strategy. ECONOMIC IMPACT As the land is in fragmented ownership and the plots are too small to be developed into TOD compliant typologies, Key Data (Existing): it is likely that the plots will need to joined to offer better development opportunities with an extensive mix of uses. Density Plot Coverage FAR GFA This can be achieved with: • Land pooling by the plot owners • Incremental plot amalgamation 118 PPH 46% 0.55 18,300 m² • Area redevelopment by one investor IMPLEMENTATION GOVERNANCE & Key Issues: Lack of open space by station Lack of active frontages on main road Sprawling ancillary buildings Low quality Unstructured parking public space Under-utilised plots Buildings encroaching onto public space PILOT PROJECTS Low building heights / density Vehicular access from primary roads Figure 2.1.47 Massing model of existing condition 132 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 FAR 3.0 FAR 5.4 FAR 5.5 FAR FAR 4.1 5.2 FAR 6.5 Figure 2.1.48 Existing plots layout FAR 0.55 Figure 2.1.49 Proposed amalgamated plots with FARs 3.0 - 6.5 Podium Public Plaza Setbacks Recessed Colonnade Uses and Mix 60% Residential 20% Retail 15% Office 5% Other Figure 2.1.50 Example Massing to meet strategy standards Key Data (Proposed): model for the corridor to ensure that FAR GFA Conclusions the developments are viable in terms of This hypothetical study shows how building height, FAR and land use mix. a small, under-utilised area near the This thinking has influenced the pilot BRT corridor can be restructured as a projects at Ubungo and Gerezani, and Average 4.9 150,000 m² vibrant mixed-use area with densities has helped to shape the land value Density which support TOD, while adding Plot Coverage capture techniques applied in both public realm interventions to improve instances approaches as a possible the area. regeneration model for Dar es Salaam. This worked example (supported by other studies) has been used to test 585 PPH 80% assumptions made in the land use CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 133 2.1 Strategies Mixed-use TOD node in Calgary, Canada © Broadway Malyan 134 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Recreation & Open Space Strategy The Open Space Strategy associated with the BRT lines These standards for open space have been determined and TOD principles, establishes a series of strategic to relate to the type of development they are situated in: recommendations that are applicable to each of the • Public open space in low-mid density BRT stations and their catchment zones. The current residential areas >20% open space in Dar es Salaam is limited and has, in some • Public open space in mid-high density instances, been encroached on due to pressures of residential areas >15% residential demand and lack of affordable housing in the • Public open space in city. The opening of BRT Phase 1 has increased mobility BRT Phase 1 Corridor Focus Areas >10% and significantly increased access to the open space. • Public open space in Although the Land Use Framework only shows the major BRT Phase 1 Corridor Station Core Areas >5% open space, the urban areas allocate varying open • Public open space in city centre: pedestrian space density requirements, that would need to be oriented zone. considered while defining regeneration areas and during establishment of the new plans. Key Objectives & Themes HEADERS HARD TO READ The suggested open space typologies tackle from the TOD perspective the following objectives and themes: Environmental Networks Active Connectivity Ensure the preservation of environmental networks, Designate safe routes for alternative ‘soft’ to protect green space, improve air quality, reduce mobility allowing local communities to have pollutants & soil erosion, protect wildlife habitats access to larger areas and easier major public and therefore maintain a healthy city. transport systems. Flood Alleviation Sport Areas The redistribution of uses and densities based on Provide a range of recreational spaces for TOD principles, will allow for better management different sports that are connected to the TOD of stormwater and rainwater retention which can zones for anticipated large number of users. help with the protection of flood prone areas. Events Well-Being - Social Inclusion Providing highly accessible spaces that can Safe routes and spaces that promote family accommodate events and public gatherings. activities and access to wider opportunities that These should be safely connected through the city has to offer. dedicated routes to BRT stations. Pedestrian Flow Management Retail Activities Provide active and secure spaces in proximity of Safe and formal spaces for retail and commercial the BRT stations particularly during peak hours activities. TOD densities and mixes of uses to avoid overcrowding and improve safety. increases the potential market offer and demand. Enhance Sustainable Initiatives Regeneration Catalyst Protection of local identity with new spaces that Shared spaces enhance social inclusion. can be used for the promotion of sustainable and Improvement of accessibility unlocks previously responsible initiatives. degraded areas. Strategies 135 Open Space Typologies 2.1 Characteristics environmental projects with a learning Typology 01 centre and related field uses. The park’s A landmark social destination space City Park CONTEXT & VISION redevelopment may reflect the approach by reflecting a unique character that enhances cities like Singapore and Curitiba which see identity and facilitates interaction. Hosting Users the transformation of their major parks as diverse activities that encourage the intensive City Residents, central to the urban regeneratyion process. use of the space all year round. With capacity Visitors & Tourists for large events and public functions. Catchment radius Preferably connected by the main public Regional / Provincial City Centre Recreation Area: the collection transport systems and active mobility routes. of spaces composed of the Gymkhana Club, Dimension Study Area Locations the Botanic Gardens, waterfront promenade 50+ Ha and historic centre pedestrian zones also Service Population Msimbazi / Jangwani Park: currently show potential as regional and international 500,000+ people undergoing a regeneration process, the STRATEGIES destination spaces. Msimbazi River is an excellent location for Activities / Program the establishment of a landmark sports and The establishment of a dedicated body recreational destination. Jangwani BRT would distribute the revenues from the station could become the main park gateway transformation of uses and densities connected with sport facilities and the wider associated to BRT projects. active mobility network. Jangwani Park can host interpretative ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Photo: Curitiba, © Pixabay Curitiba, Brazil - Environmental policies and open space accessible to all To improve the quality of life within the city absorbing overflow water, while avoiding PILOT PROJECTS and to prevent flooding issues, Curitiba downstream flooding and preserving decided to enhance its green areas and natural ecosystem. recreational facilities by creating natural drainage systems. Urban Drainage Master Plan was put in place, with network of parks, often located in low lying land, 136 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Open Space Typologies Characteristics Study Area Locations Typology 02 District Park Districts parks are the second type of park in The most relevant suggested district parks are: a city hierarchy. They have enough size for City Centre: The golf course has the potential the celebration of sport activities and large to be redesigned creating adequate spaces for Users amount of visitor’s events. They need to be public use in connection with the waterfront City Residents, highly accessible to the public transport hubs upgraded promenade and streetscape Visitors & Tourists and local centres and have a good pedestrian pedestrianization projects. Catchment radius interconnectivity with community facilities Municipality and with schools in particular. Kinondoni: There are 2 possible sites for Residents & Visitors medium size District parks in the area of The open space may include shared or Dimension Kinondoni related to flood zones and an 10+ Ha segregated zones. They vary from the arrival existing graveyard. The are also have several points at the public transport stations, drop Service Population large schools which would benefit from them. 250,000+ people off areas or fringe parking zones to more commercial streets, central squares and Argentina: The upgraded river and creeks Activities / Program cultural facilities. Regarding the program, network with expanded areas such as the a series of seasonal and specific events are one suggested n the north of Argentina BRT recommended such as sport, music and F&B station can help alleviate multiple city issues. areas completing the cultural and civic offer. The area, highly densified, requires some large relieve areas for sport, leisure and flood alleviation. Ubungo: The area has 2 flood alleviation ponds as part of the DMDP project. An integrated strategy connecting the new city centrality in Ubungo with the river network, the ponds and the university would bring multiple benefits to the area. Photo: Uhuru Park, ©Wu - CC by 2.0 Uhuru Park Uhuru Park is located in the centre of There are currently plans for a renovation Nairobi, near its CBD. It was opened in 1969 together with the implementation of nearby and extends for 12.9 Ha. The park holds parks, which create a city green corridor. with several facilities: an artificial lake, several national museums and outdoor events area. It constitutes a main city destination for leisure and family activities among which skating is one of the most popular. CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 137 2.1 Photo: Uhuru Park, ©Wikipedia - CC by 2.0 Strategies 138 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Open Space Typologies Typology 03 Characteristics Open space network to focus on the Historic City Centre Cities throughout the world have established connection of key places / squares and market Pedestrian Zone a series of policies that have allowed the areas with the surrounding open spaces and renovation of the open space and a rich the BRT stations and PT interchanges and Users diversity of building stock. These areas are parking areas. City Residents, accessible with extensive catchments making Historic centre: charismatic colonial buildings Visitors & Tourists them attractive for investment. and pleasant urban street spaces can be linked Catchment Radius The open space network contains different and enhanced to strengthen the touristic offer Regional / street characters including pedstrian routes with retail, cultural and F&B activity. Provincial / International which concentrate social, commercial and These would support the emerging BRT retail activities. Service Population network in particular: 250,000+ people They include squares, plazas, commercial • BRT Phase 1: creates a central spine Activities / Program streets. They contain cultural facilities and increasing accessibility to the waterfront can be programmed with seasonal events • BRT Phase 3: completes the waterfront for sports and music. Street-based F&B is and allows the regeneration of railway presently rare in Dar and there is scope for this station area to complement the present offer. • BRT Phase 4: consolidates the Study Area Locations regeneration zone along Bibi Titi Str. Outer City centre: (between Msimbazi river and Bibi Titi Mohammed Str). Highly accessible zone with strong economic potential and wide range of uses and activities. Photo: Curitiba, © Pixabay - CC by 2.0 Curitiba, Brasil. Heritage Preservation Strategy Heritage Preservation Strategy - Rethinking other areas in the city. They also identified public transport and road hierarchy allowed special preservation units, money earned for some of the vehicular streets in the city from selling development rights over these centre to be converted into pedestrian were used to preserve heritage buildings. zones. Under Curitiba’s ‘77 Metropolitan This stimulated new heritage restoration Area Heritage Plan, 363 buildings were funds to bring about the regeneration of identified for preservation. Most of these the city core without burdening the public buildings were privately owned. The city purse. adopted a policy under which development or building rights may be transferred to Strategies 139 2.1 Characteristics Study Area Locations Typology 04 Potentially combining public amenity River Msimbazi flood plains and associated leisure with nature conservation/interpretation, CONTEXT & VISION Channel Corridors zones (refer to City Park) flood alleviation and urban regeneration objectives. River creeks: Dar es Salaam’s highest Users dense areas are traversed by several river City Residents & visitors They can facilitate soft mobility links creek / streams that flow into Msimbazi River. Catchment radius betyween homes, schools and recreation These may become a regenerator catalyst Local / 1 km / 30 min hr areas where served by public transport. establishing safe easements, and associated Service Population community features. 10,000 - 50,000 people Activities / Program Seoul, South Korea The Cheonggycheon River restoration STRATEGIES project in Seoul has become a worldwide precedent for urban river renewal with multiple benefits that include the significant increase in overall biodiversity, a reduction in air pollution and urban heat island effect, improvement in public transit ridership and bettering the quality of life of residents and stimulating new economic ECONOMIC IMPACT activity. Photo: © Stari4k - CC by 2.0 Characteristics Study Area Locations Typology 05 Public and private institutions with available Institutional Campus DSM University & new Aga Khan Campus land and special designations may establish connected to Ubungo BRT Station and future private open space zones with public BRT routes. Users use rights that can be used by the wider population. Associated destination uses such National Institute of Transport campus City & Regional Residents as cultural areas, civic and sport facilities to associated to industrial zones in Ubungo Catchment Radius IMPLEMENTATION GOVERNANCE & be connected to the public transport and Aga Khan Hospital in Upanga. Municipality / 5 km / 1 hr active mobility networks. Service Population 100,000 - 500,000 people Stellenbosch University, South Africa Activities / Program ​ he historic oak-lined university town T amongst the Boland Mountains in the wine-lands of the Western Cape creates a unique campus atmosphere, which attracts local and foreign students alike. The campus features shaded walkways that connect PILOT PROJECTS the historic and new campus buildings in a natural scenic context with state-of-the-art facilities. The site has evolved as an R&D hub with a Photo: ©Eiffel11 - CC by 3.0 high value-added performance. 140 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Open Space Typologies Characteristics may provide space for seasonal events, Typology 06 street markets and other activities that take BRT Station BRT stations should incorporate an advantage of the high footfalls. Square / Public Realm adequately sized open space near the entrance to accommodate pedetrian Users circulation and transfer of passengers to Study Area Locations City Residents & visitors other transport modes to manage the Catchment radius pedestrian flows at peak hours. Every BRT station Municipality / They need to faciltate drop-off, parking 5 km / 45 min hr and loading, and connectivity with other Service Population modes/BRT routes. The larger stations 10,000 - 50,000 people Activities / Program King’s Cross Station, UK. Photo: © Hector - CC by 4.0 Multi-modal Interchange Part of the success of King’s Cross is from the generous size of its open spaces that provide safe and comfortable zones for commuters and visitors. They are completed with food and beverage outlets and landmark elements such as historic buildings and structures or public art which help make the it a destination in its own right. Characteristics with retail and commercial ground floor uses Typology 07 Safe walking routes connecting local centres enclosing the footway. Last Mile with the BRT and its feeders. Connector Routes Study Area Locations FGhe preference is for provide high quality Station TOD zones, particularly around Users pedestrian routes with shared surfaces, BRT stations, interchanges and major road All& visitors integrated designated cycle lanes, junctions. Catchment Radius signs and lighting. Active frintages are Municipality / recommednded in the more central areas 2 km / 30 min hr Service Population Singapore. Enhanced walkability 20,000 - 50,000 people To improve the pedestrian experience, Activities / Program Singapore extended its sheltered walkway network to connect MRT stations to key footfall generators such as schools, health centres, public amenities, offices and residential developments within 400 m of the stations. Guidelines encourage provision of new, through-block pedestrian links and view corridors. Photo: © Pixabay - CC by 3.0 Strategies 141 2.1 Characteristics oriented activities, commercial uses and Typology 08 These areas are intended to become social initiatives such as waste collection Local regeneration / social inclusion catalysts. points, playgrounds and learning centres. CONTEXT & VISION Centres / Regeneration Comprising scondary centres away from the Users BRT station areas but connected by feeder, as Study Area Locations Local residents & visitors active pedestrian routes (last mile links). Catchment Radius Local centres within the desgnated 1 km Local open space network to focus in Local / 2 km / 30 min hr station area activating civic areas with space for family- Service Population 20,000-50,000 people Photo: © Albeiror24 - CC by 2.0 Activities / Program S.D. Savio Medellin, Colombia Medellin’s disconnected slum STRATEGIES neighbourhoods were targeted by its Mayor in his determination to reduce crime and invigorate the city’s economy. He instigated a new transit system of cable cars and feeder buses connecting to new civic amenity projects such as the Library Park (left), as well as schools, colleges, sports centres and museums providing new activity, employment, training and pride of ECONOMIC IMPACT place. Characteristics sport activities. Areas anticipating high Typology 09 City wide assets that may be a landmark for footfals should be scaled to accommodate Waterfront local residents and visitors. These should be more open space for circulation. considered when planning the BRT and ferry Study Area Locations Users interchanges near teh downtown. Waterfront BRT stations and ferry City Residents, Visitors & Includes a wide range of uses and public interchanges. Tourists realm areas to accommodate events and IMPLEMENTATION GOVERNANCE & Catchment Radius Regional / Provincial Service Population Photo: © Stanley - CC by 2.0 Luanda, Angola 500,000+ people Luanda’s bayside has been regenerated with Activities / Program a generous privately built and managed public space which has become the go-to destination for the city’s residents and visitors as a prestigious international promamade space. PILOT PROJECTS It incorporates space for active recreation, events, sports, skate and outdoor dining. It includes utility and services consolidation and accommodates a bus, coach, taxi and ferry transit stops. 142 BRT Phase 1 Corridor Development Strategy | Strategies 2.1 Proposed Strategy Open Space The strategy seeks to connect the OS General District Parks Open Space within network of existing greenspaces and Zone Population 0.56 Ha / 1000p 0.12 Ha / 1000p* Number other Land Uses waterfront areas and increase its 1 387,750 217 Ha 47 Ha 3 158 ha biodiversity value through the inclusion of new parks, gardens, tree planting to 2 411,750 231 Ha 49 Ha 2 141 ha improve the living standards by allowing 3 482,000 270 Ha 58 Ha 5 193 ha local residents and visitors to the city 4 184,750 103 Ha 22 Ha 3 129 ha better access to green space. 5 341,750 191 Ha 41 Ha 4 185 ha The DMDP seeks to clean and enhance Total 1,807,750 1,012 Ha 217 Ha 17 806 ha the existing river valleys (notably the Mzambese River). These will be Figure 2.1.51 Open Space Provisions preserved along with the linear pylon * Based on South Africa Standards. Areas represented the total in the map easements, the downtown country (not the minimum in the standards) club, neighbourhood greens, piazzas, green streets and squares, recreational facilities, lakes and water bodies. These form the corridor’s greenspace network, to be maintained in perpetuity as a key urban resource. KOROGWE KIMARA TERMINAL Highlight features include the main BUCHA BARUTI KONA urban waterfront to be enhanced as a KIBO UBUNGO TERMINAL UBUNGO historic promenade. MAJI SHEKILANGO Legend URA Phase 01 BRT Stations Phase 01 BRT Corridor Study Area Boundary Public open Space in low-mid Residential Areas >20% Public open Space in mid-high Residential Areas >15% Public open Space in BRT Phase 1 Focus Areas >10% Public open Space in BRT Phase 1 Station Core Areas >5% Public open Space in city Centre, Pedestrian Oriented zone. Jangwani / Msimbazi River Park Utilities / Power line Corridors University Campus Industrial Areas Community Facilities Waterfront Edges Figure 2.1.52 Proposed Recreation & Open Space Strategy - (Broadway Malyan) Strategies 143 Recreation & Open Space 2.1 Main Park Areas CONTEXT & VISION Main Sport Areas Markets Main Health Facilities Universities Railway Station Heritage zone STRATEGIES Dedicated Parking Park & Ride MOROCCO TERMINAL ECONOMIC IMPACT KINONDONI MWANAMBOKA MKWAJUNI TIP TOP AFIKI ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI IMPLEMENTATION FIRE GOVERNANCE & STATION DIT KISUTU MSIMBAZI POLICE POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL PILOT PROJECTS 144 BRT Phase 1 Corridor Development Strategy | Strategies Strategies 145 CONTEXT & VISION STRATEGIES 2.2 ECONOMIC IMPACT Strategies - Transport & Connectivity The proposed transport framework aims to support a IMPLEMENTATION Corridor Development Strategy to allow the maximization GOVERNANCE & of the benefits capitalizing on BRT Phase 1 line. The connectivity network is focused on personal mobility to attain a cost-effective and equitable system, which provide a sustainable improvement in the mobility of people and goods within the wider corridor area and the city of Dar es Salaam itself. PILOT PROJECTS 146 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Planning for Transport Integration This comparison puts in a different light any Focusing 1 negative impact that the BRT system can have on on Moving the urban tissue of the city. People, not The corridor development strategy along BRT Vehicles Phase 1, includes and defines a set of integrated interventions on mobility, which will increase opportunities for Dar es Salaam’s residents to have The key objective of the Strategy is to deliver access to work, education, leisure, health and the economic balance across multiple transport other fundamental activities that the city offers, modes to provide best value on state investment. and will offer in the future. The current under-provided road network will be re-cast to provide for the anticipated traffic levels One of the main issues that have emerged during and mobility needs, and the design standards the surveys undertaken in the first stage of work is adapted to accommodate a more comprehensive the limited availability of public road space, and and penetrative system. Public transport parking in particular, has become an increasingly innovations will incorporate new systems to complex and controversial issue for residents, extend physical coverage while minimising commuters, visitors and businesses. journey times between main activity nodes. The entire transportation system will be tailored to the Parking is needs of a “Transit Oriented Development” (TOD), 1 a Crucial which fosters the use of mass transportation and Leverage for active mobility over the use of private cars and Urban Mobility “uncontrolled” small collective transport vehicles. A great effort has been put in introducing the BRT The proposed strategy sets out a series of express public transport system in Dar es Salaam. measures to regulate street parking through a Implementing the BRT network has required variable pricing policy, with the aim to optimise a significant investment not only in terms of its land take and occupation levels and, indirectly, finance, but also in the land and city space control car access to specific key areas along that have been dedicated to the system. A bold the BRT corridor and related secondary road choice has been made not to dedicate all the connections, as well as at the station’s core itself. street space to private cars and “informal” public Part of the parking spaces spared will be replaced transportation. with “park and ride” facilities at peripheral Once fully implemented, Phase 1 BRT corridor will locations, near BRT stations such as Kimara and move as many as twenty-thousand passengers Morocco. per hour per direction, which is equivalent to the A larger quota of parking will simply not be capacity of seven highway lanes. This corridor necessary, since many trips that would have been can potentially replace not only a huge transport made by car, are made by public transportation infrastructure, but also the need to provide instead. Thanks to the BRT, it will not be necessary thousands of parking spaces at destination, since to set aside great surfaces of land for parking in the the buses do not park. more valuable areas of the city centre. Strategies 147 2.2 CONTEXT & VISION Dar es Salaam’s BRT completed network will be an effective system bringing transport coverage Expand BRT 1 within reach of a significant proportion of its Accessibility residents and businesses. In time this will result with Feeder in competition between station areas to attract Lines new investment and commercial development activity. The proposed mobility strategy considers STRATEGIES the key multi-modal transport corridors as the The areas around the feeder line stops will also catalysts for dense, high quality urban form. enjoy the densification and mix of uses that is These development corridors are constituted by provided to the surroundings of the BRT stops, improved roads and high-performance public according to the principled of the TOD. The level transport facilities and utility infrastructure of density achieved will be proportioned to the provision as a clear framework for regenerative capacity of the feeder lines, and the mix of uses development. will reduce the need for motorized trips to gain access to opportunities. The BRT system and the The land along the main transport corridors will feeder lines will allow for easy interchanges by ECONOMIC IMPACT be built with a high density and mix of uses, to providing close stops, direct and safe pedestrian provide the BRT service with a substantial city life corridors, as well as an integrated fare system. within the catchment area of its stations, and to guarantee that many day-to-day activities can A core objective of the Corridor Development be reached on foot, not requiring any motorized Strategy is a high density of public transport means of transport. But to exploit fully the services, such that at least 80% of people have potential offered by a high capacity BRT system, access to public transport routes. This entails an it is fundamental that its services are made integrated, subsidised system with high capacity available to the people that live and work in a primary corridors, numerous urban secondary much vaster area. Therefore, the proposed public routes and a capillary feeder network with IMPLEMENTATION GOVERNANCE & transport network foresees a “secondary level” maximum outreach and ridership. of feeder lines, which cover the territory up to a great distance from the BRT Phase 1 line in order The proposed mobility framework for to stimulate the growth of a TOD. BRT Phase 1 Corridor development area addresses also the issues of personal vehicle The feeder lines will provide a lower capacity, mobility: the fundamental step to achieve a frequency of rides and speed of travel than good distribution of vehicular trips, is to define the BRT, but they will be available on most a hierarchy of roads and streets so that each second-level arterial and collector roads. They will one is specialized to provide a determined function. Road and public transport corridors PILOT PROJECTS be connected to the territory by a large number of stations. The feeder bus lines will act, literally, play a significant role in connecting a currently as “amplifiers” of the BRT system, carrying its fragmented area, creating economic growth while services to a distance from its stops at which it developing clear regenerative spatial linkages would not otherwise be available. that capitalise on ongoing plans and investments. 148 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 They will be thoroughly connected with local A grid-like 1 access streets and with the urban activities by Network, means of frequent intersections and the possibility with a role to stop and park vehicles along their length. for each road They will be designed for slow and low intensity traffic, so that also pollution, noise and danger to pedestrians and cyclists will be reduced. City life, Roads and streets for vehicle traffic accomplish two that takes place at the margins of the streets, will contradicting tasks: guarantee “mobility” or fast thrive, and interact with the mobility function. transfer over long distances, and “permeability” with the city. They allow vehicles and persons to The resulting network will provide multiple enter or exit at short intervals the traffic flow on alternatives of fast inter-district connection, which a given road or street. The compromise between will add robustness against interruptions caused these functions is to be achieved through the by road works or traffic jams, as well as a high implementation of a resilient transport framework directness of itineraries. Long detours to reach few which comprises the construction of new arterial roads will not be needed, especially for roads and the widening of existing routes, the short distance trips, and several alternative routes implementation of new mass transit and feeder will always be possible. routes in accordance with a new hierarchical scheme which reflects an efficient metropolitan The network will also provide a thick network of connectivity framework. local access streets, protected from the fast and The connectivity network will Improve the intense flow that engages in the major connection efficiency of the whole transport system, so that roads. The density of high-level and low-level street the overall time spent for transportation of people will be strictly related to the urban density and the and goods, and relative costs, are minimised. size of the blocks. The roads of higher hierarchical level will Faced with the challenges of urban mobility, guarantee fast vehicular connection over long Dar es Salaam has experienced a rapid distances and to do so, they will necessarily motorisation rate, resulting in chronic traffic sacrifice accessibility, allowing for few and congestion and high levels of local pollution. far-spaced intersections. Nevertheless, the overwhelming majority of urban The streets that penetrate within the urban inhabitants rely on non-motorised modes of districts will guarantee the maximum permeability, transport for their everyday mobility. Preventing as well as providing as little severance of the urban current non motorised transport users from shifting fabric as possible. to private motorised vehicles is essential. At the same time, non motorised transport attractiveness and safety provisions will be enhanced. 1 Conceptual Diagram Illustrating the Hierarchy of Road Network Strategies 149 2.2 CONTEXT & VISION Capitalise on The BRT Phase 1 Corridor has the potential to 1 the Strong bring about a safer pedestrian environment role Active along its course, starting from providing Transport has in controlled crossings and appropriately Dar es Salaam scaled sidewalks. Furthermore, the possible introduction of bike mobility, with cycle lanes Active mobility is another fundamental along the corridor and bicycle parking at the element that drove the shape of the stations, will also take into consideration the ease proposed mobility framework for the Corridor of pedestrian accessibility to the transit line. Development area. Walking is thoroughly STRATEGIES associated with public transportation: reaching Although cycling is an individual means of the stops, and walking away from them, must transport that requires limited space and be a safe, easy and hassle-free activity. A good personal investment, it requires that a high walking environment invites people to walk level of safety is guaranteed to cyclists who more and for longer distance, as the distance can share the space with motor-vehicles, perceived shrinks. A sidewalk the width of a car only on low-speed and low-traffic local lane, can potentially carry a flow of persons streets. A strategy to promote cycling will equivalent to nine car lanes. If moving such an be highly beneficial in the creation of a intense flow is not necessary, a wide sidewalk ECONOMIC IMPACT Transit Oriented Development, and it will can become a high-quality public space, which require that an important effort is placed in can host a thriving street activity, which is the creating a widespread, well connected and essence of the life of a city. safe network of cycling infrastructure. The very perception of quality will have a great influence on how many people will walk, and how far they will go. This, in turn, will greatly influence the success of the integrated development strategy. Wide and uncrowded sidewalks are a necessary feature IMPLEMENTATION GOVERNANCE & of a high-quality pedestrian environment, it is also essential allowing the movement of large masses of people and support market related street activities. The BRT line and related feeders represent a severance of the urban fabric - it is of the utmost importance to ensure that the highest level of connectivity is maintained across its routes, especially for pedestrians. This will be PILOT PROJECTS accomplished by means of signalized at-level crossings or pedestrian bridges, and through the creation of accessible crossings for persons with walking impediments. 150 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Connectivity & Accessibility Road Network To improve the conditions of the road system and to support future mobility patterns within the corridor development area - its capacity to guarantee mobility and accessibility to an area with rapidly growing population - a proposal for a densification, restructuring and hierarchizing of the road and street network has been developed. Overview This proposal is based on the following objectives: In particular, within the local urban settlements where the majority of the population currently • Enhancing the connectivity and continuity lives, the proposed road network aims to promote of the main road and street network, by streets for all and make those areas become improving the characteristics of the secondary more pedestrian and cyclist-friendly by reducing arterial roads where they are insufficient, and motorized transport, especially related to long extending the grid to connect all main arterial distance trips that cross a district. These trips will roads of the city-wide grid be concentrated on the few major roads. • Enhancing the connectivity of the “intermediate Within the existing street network, the proposed level” streets, classified as “collectors”. This strategies consist of re-designing the streets by is done mostly by improving and extending allocating more space for walking, cycling and some local streets so that together with the promoting the use of public spaces. The minor existing “intermediate level” streets, they form a roads and local streets become the drivers of connected grid urban prosperity, helping to rationalize the layout • Defining a hierarchy of the intersections, by of informal settlements subject to upgrading and blocking the ones that connect streets of very consolidation. different hierarchical level, and detouring This is an incremental development strategy that them to the nearest street of appropriate level, builds on streets that are prioritized based on their or finally, improving the characteristics of attributes to generate the highest impact in terms streets of lower hierarchical level so that they of connectivity to the city networks, public space, can be re-classified at a higher level. infrastructure provision, land regularization and Targets are applied for the development of new security of tenure, and the economic opportunities roads and the widening / enhancement of the for businesses and small-scale enterprises. Streets main secondary and tertiary roads, to ensure the are treated as the primary conduits for social and optimal connectivity and reduction of total travel economic transformation that benefit the city as a time, as well as the alleviation of primary arterial whole. corridors from high traffic flows. Strategies 151 2.2 CONTEXT & VISION Implications The identification of the above mentioned corridor Road hierarchy and network structure are intimately challenges needs to take into account current linked. Any amendment on the road profiles and performance and future changes. The corridor related road alignment within the study area will land use framework seeks to pre-empt and imply several implications in terms of: accommodate part of the forecasted population • Land consumption and occupation growth of Dar es Salaams’ city, while developing clear regenerative spatial strategies that capitalise on past • Land parcel and property boundaries for all STRATEGIES and ongoing plans and investments. private and public land Therefore it is critical to contain a full implementation • Rehousing strategy for the transformation of the transport • Changes in property value due to the benefits system by identifying short, medium and long term and detriments induced by the presence of investment priorities that contribute to the objectives roads. and address the challenges. ECONOMIC IMPACT Incorporating natural features in the network design IMPLEMENTATION Street-led upgrading approach GOVERNANCE & PILOT PROJECTS Figure 2.2.1 Integrated network design principles (© Mobility In Chain). 152 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Main Interventions As Dar es Salaam continues to grow, the efficient Further to these interventions, the densification and operation of the city’s transportation system will rationalization of the network will include the following require additional roadway infrastructure, as well as interventions: improvements in traffic and roadway management. • Enhancement of the existing north-south / The Corridor Development Strategy fosters roadway east-west local road connections to offer seamless improvements and additional road capacity to facilitate connectivity as a means to generate activity at the and optimize movements of goods, services and heart of the local conurbation within the corridor transit vehicles. At the same time, the road network is area, while alleviating pressure on Morogoro Road, hierarchized to avoid “the invasion of crossing traffic” in Nelson Mandela Road, Sam Nujoma Road, Kawawa local access streets, which could threaten the onset of Road, Kigogo Road and Bagamoyo Road. TODs. • Definition of a thick “intermediate level” network Several ongoing / planned city initiatives have been of collector roads, obtained by upgrading several included within the proposed road connectivity network local streets and closing the gaps that interrupt the that will necessarily have an impact on the Corridor network to create a truly well connected system project implementation. In particular: that can distribute flows of vehicles around the local • Intersections improvement along Morogoro Road at districts and to higher level streets Ubungo, Magomeni, Morocco, United Nations and Fire • A better organization of intersections, obtained by • Express route links: ring road system aiming to building service streets alongside the arterial streets detour through traffic and relief urban settlements where to collect all lower hierarchy streets that from congestion and heavy traffic cannot be directly linked to the arterials. • DMDP road upgrades: Kimara-Kibaha Road, Mwai These interventions are consistent with the chosen Kibaki Road and New Bagamoyo Road will be “hybrid” strategy to create a continuous TOD along the widened and improved along with the rehabilitation Morogoro Road corridor and around major BRT nodes, of several other local roads enhancing accessibility to in particular Ubungo intermodal node. The strategy in local neighbourhoods fact, calls for a radical redistribution of vehicular traffic in order to avoid that local access streets are used as • Future BRT Phases and related feeder lines. thoroughfares, preventing street life and vice versa, major roads are used for local access, slowing long distance traffic. Strategies 153 2.2 CONTEXT & VISION Hierarchy and Rationale The proposed connectivity model focuses on a corridors, to promote other centralities and high grid structure with North-South and East-West urban densities along the corridors and traffic free connectivity, relying on improved internal internal streets. Freeing the fine grid from crossing connections and a smart, integrated approach to traffic is one of the most important actions needed for renewal and urban improvement. The road network the success of a TOD strategy. is represented by a comprehensive grid, that re-distribute the major traffic flows on designated Methodology STRATEGIES The definition of the road and street network follows a single district, or over a short distance between a set of defined criteria depending on the distances two neighbouring districts. that the roads need to serve and the type traffic they To accommodate and separate these three categories need to accommodate, namely: of traffic, allowing the best conditions for each, • Long distance traffic is made of vehicles urban roads and streets have been divided in three (private or collective transport) that travel across corresponding categories, consistent with the current the entire city, or from / to suburbs that are international best practice. ECONOMIC IMPACT separated from the main built area Arterial roads of high hierarchical level are designed • Inter-district traffic is made of vehicles that to guarantee fast vehicular connection over long travel from one district to a neighbouring one, or distances; these roads will necessarily sacrifice their one that lies not too far from it permeability towards the land they cross, and they can constitute an important severance in the urban • Local traffic is made of vehicles that travel within tissue. They will carry the long distance traffic at high IMPLEMENTATION GOVERNANCE & Legend Primary Arterial road Secondary Arterial road PILOT PROJECTS Collector road Tertiary road Local road Figure 2.2.2 Levels of the road hierarchy (© Mobility In Chain) 154 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 speed, interrupted only by few intersections. People engaging in long journeys will choose to travel on these roads taking advantage of their higher speed and reliability of travel time. Also the BRT main lines will travel on these roads. Collectors are specialized to carry medium-distance traffic, either directed to a nearby district, or to a road or street of adjacent category. They collect traffic from local streets to distribute it away from the local district, and from the arterials, to the fine network of local streets. Collectors act as “filters” between local circulation and long-distance circulation. They Figure 2.2.3 Arterial roads (© Mobility In Chain). balance the requirements of mobility with the needs of access. The design speed limit should not be higher than 50 km / h. Tertiary access roads and local streets that penetrate within the urban districts are thoroughly connected with the urban tissue and with local access streets that guarantee short distance accessibility. They are designed to carry slow local traffic, so that also the pollution, noise and danger to pedestrians will be reduced, the urban severance caused by these streets will be minimized. Local streets prioritize accessibility over mobility. They connect only with other local streets and with collectors. The design Figure 2.2.4 Collector roads (© Mobility In Chain). speed limit will be low and traffic calming measures can be considered. The capacity of the streets diminishes as their hierarchical level becomes lower. Not only because streets of low hierarchical level typically have less lanes than roads of a higher level, but because the more frequent obstacles to free flow will reduce the capacity of each lane to carry intense flows of crossing traffic. The resulting densified network according to the rules above, will deliver an improvement in the performance to cope with the forecasted increase in population of the district, as well as limiting traffic on local streets. The re-designed road grid will provide: Figure 2.2.5 Tertiary roads (© Mobility In Chain). Strategies 155 2.2 CONTEXT & VISION • Better traffic flow, thanks to the distribution of traffic on more streets • Better accessibility to places that lack proper connections • Greater robustness of the network: for example, by making alternatives available in case road works will interrupt an arterial street or reduce its capacity STRATEGIES • More possibilities to route public transport, thanks to the availability of alternative connected routes • Possibility to avoid large interventions such as overpasses and tunnels to connect arterials. A proper network of collectors can replace very expensive and impacting interventions and connect two arterials just as efficiently as an ECONOMIC IMPACT expensive bypass • Concentration of through crossing traffic on the arterial roads, leaving the local access streets free for local traffic and different uses of the public space. Primary IMPLEMENTATION GOVERNANCE & arterial Secondary roads arterial roads Collector roads Tertiary roads 423.64 km 34.49 78.55 133.65 176.95 0 km 100 km 200 km 300 km 400 km PILOT PROJECTS Figure 2.2.6 Overall proposed road network length by hierarchy level (© Mobility In Chain). 156 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Ia Ib 34.5 KM 78.5 KM Primary Arterial Secondary Arterial Roads Roads II d oa 133.6 KM gR Rin Collector Roads le dd Mi III 176.9 KM Tertiary Roads Ne lso nM an de la 423.64 KM Rd Legend Middle ring Road Primary Arterials Secondary Arterials Collector Roads Tertiary Roads Project Boundary N 0 500m 1 1.5 2km Figure 2.2.7 Road Hierarchy (© Mobility In Chain) CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 157 2.2 Strategies Road Hierarchy d i T ed R m iti n am assa Ali H h b yi Rd o Bi Mwin M Rd Kawawa Rd Bagamoyo Rd ogo Kig Rd goro Moro d aR j om Nu m Sa 158 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 A Road Network for all: Typological Road Sections An appropriate balance of arterials, collector roads, other hand, activities connected with mobility such as and local streets, forming a connected, hierarchized parking and delivery, often overflow the designated and robust grid, capable of providing multiple direct road surface to occupy part of the public space. A routes to all destinations, is necessary to make sure compromise is then necessary, which will be different that an adequate level of mobility is guaranteed. It depending on the hierarchical level of the road or also needs to be ensured that each hierarchy level street and its position in relation with the use of the performs its designated functions without hosting land and the presence of public transportation nodes, traffic that does not belong to it, for example keeping in particular BRT intermodal stations. away local traffic from arterials and crossing traffic Since the road and street grid within the corridor from local streets. development area is in great part built over a For the street grid to be functional and efficient, it is pre-existing grid, and it serves a territory that already important that the hierarchy is not only formal, but has a consolidated pattern of construction and also geometrical: the roads and streets must have ownership of the land, some compromises will be profiles adequate for the traffic that they will carry, required. However, some minimum requirements will as well as to provide the level of service that matches have to be respected so that the grid can be efficient their function. The collector street grid must generate and deliver the mobility it is designated to provide. routes that cross several districts and connect with the arterial roads at both ends. Only the local access streets can present dead ends for vehicular traffic (but not for pedestrians). Roads and streets in the district are not used only for mobility: there is a thriving public life at road side, which often invades the road surface. Roadside public life is a vital part of the life of a city and cannot be completely sacrificed to enhance mobility; on the Public life on Dar es Salaam streets (© Mobility In Chain). Strategies 159 2.2 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Figure 2.2.8 Complete streets handle much higher flows than car-centric ones, if the number of people moved is considered instead of vehicular capacity (© Mobility In Chain). Hierarchical level Level of permeability Roadside parking, stop Public transportation with street life for pick-up and delivery Arterial road Complete separation Not allowed On dedicated, segregated lanes PILOT PROJECTS Collector street Partial separation Allowed at designated On dedicated lanes positions Local street No physical separation Allowed Mixed Figure 2.2.9 Features of different road hierarchy levels (© Mobility In Chain). 160 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Road Classification Arterials: they are the main streets of a city, and carry long distance traffic. Primary arterials: these are the roads of the highest is present on these streets, and travels on dedicated level, with two or more lanes per direction, ample lanes. If parking is allowed, it takes place in protected side safety lanes and intermediate division between “pockets” or on “service lanes” separated from the the opposite flows. Side shoulders are protected by main carriageway. Cyclists will travel on protected guard-rails, service lanes can flank a primary arterial bike lanes. These are the roads of highest hierarchical on both sides. In urban areas, cyclists will travel on level that still have a connected relationship with protected bike lanes built along the service lanes. the urban context. The overall extension of the Left turns are not allowed and all intersections with secondary arterial road network is 78.5 km. other arterials should be at multiple levels. Public Collectors: they collect traffic from the local streets transport travels on segregated lanes and has few, of a district and carry it to the neighbouring districts, distant stops. Parking, pedestrians and bicycles are or to the arterials. They are streets of intermediate not allowed. Primary arterials carry long distance hierarchical level, they preferably have two lanes traffic across rural or built areas, and have little direct per direction, or one but wide and with shoulders. relationship with the context they cross. They are Intersections are regulated by traffic lights, stops or essentially, extra-urban roads. The overall extension roundabouts. Public transport travels on dedicated of the primary arterial road network with in the lanes at the sides, roadside parking is permitted. study area is 34.5 km. Where the urban context does not allow wide profiles, Secondary arterials: they are arterials of lower collectors can assume characteristics closer to local level, with at least two lanes per direction. A streets. Collectors create continuous routes across central divide is not necessary and left turns can the built area, connect with the arterials and with the be allowed at intersections. All intersections will be local streets. The overall extension of the collector either at split-levels or regulated by traffic lights, or road network is 133.6 km. roundabouts of adequate capacity. Public transport Collector road in Dar es Salaam (© Mobility In Chain). Strategies 161 2.2 CONTEXT & VISION Local streets: the tertiary and local road networks Local access streets: one lane per direction, guarantee safe movements for different modes of intersections regulated with stops, yield sign or transport, have stringent speed limits and adequate small roundabouts. Cycle lanes are not needed spacing / priority paths for pedestrian movements. as vehicular speed is limited to 30 km / h. Can Kerb parking is allowed nearly everywhere on this feature “shared space” with pedestrians. No public network, and space is provided for stops and lanes for transport, roadside parking permitted where the the local bus services. They are at the beginning and profile is sufficient. If local access streets are be end of almost any trip. dead ends for motor vehicles, they should allow through access to pedestrians and bicycles. Tertiary access streets: they have one lane per STRATEGIES direction, intersections are regulated with traffic lights, stop signs or roundabouts. No public transport In the following pages it is shown how the roads travels on these streets, except for last-mile services. may be implemented within different designations Roadside parking is permitted, bicycles may have of varying roadway widths and city wide hierarchy. dedicated cycle lanes or not. The overall extension of the tertiary road network is 176.9 km. ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Local streets in Dar es Salaam (© Mobility In Chain). 162 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 d aR jom Nu m Sa Ne lso nM an de la Rd Legend Primary Arterial - 90 m ROW Primary Arterial - 60 m ROW Primary Arterial - 45 m ROW Primary Arterial - 40 m ROW Primary Arterial - 30 m ROW Secondary Arterial, Transit Enhanced - 30 m ROW Collector road, Transit Enhanced - 23 m ROW Secondary Arterial, Vehicular Enhanced - 24 m ROW Collector road, Vehicular Enhanced - 15 m ROW Tertiary road - 16 m ROW N 0 500m 1 1.5 2km Figure 2.2.10 RoW Hierarchy (© Mobility In Chain). CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 163 2.2 Strategies Right of Way (ROW) Hierarchy n assa Ali H Tit ed ha d yi Rd m R Mwin m i o i ib M B Rd ogo Kawawa Rd Bagamoyo Rd Kig Rd goro Moro 164 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Legend Secondary Arterial, Transit Enhanced - 30 m ROW Secondary Arterial, Vehicular Enhanced - 24 m ROW Figure 2.2.11 Transit and vehicular enhanced secondary arterial roads in the planned road network (© Mobility In Chain). 1 Secondary Arterial Roads with feeder lines Transit enhanced Transit enhanced with planned BRT lines Strategies 165 2.2 CONTEXT & VISION STRATEGIES Current configuration of a secondary arterial with BRT line (© Mobility In Chain). ECONOMIC IMPACT Vehicular enhanced IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 166 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Legend Collector road, Transit Enhanced - 23 m ROW Collector road, Vehicular Enhanced - 15 m ROW Figure 2.2.12 Transit and vehicular enhanced collector roads in the planned road network. Collector Roads 1 Transit enhanced with feeder lines Transit enhanced with planned BRT lines Strategies 167 2.2 CONTEXT & VISION STRATEGIES Current configuration of a collector road (© Mobility In Chain). ECONOMIC IMPACT Vehicular enhanced IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 168 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Legend Tertiary road - 16 m ROW Figure 2.2.13 Tertiary roads in the planned road network (© Mobility In Chain). 1 Tertiary Roads Accomodation for: • on street parking • street trade activites Local roads Strategies 169 2.2 Junction Typologies CONTEXT & VISION The sections where the capacity of a road is the least, The type of junction that minimizes the loss of are normally the intersections. An intersection must capacity is the grade separated intersection, where guarantee the continuity of flow along two different the flows are affected only by the manoeuvres, and roads as well as the manoeuvres between them. also these are guided in such a way to minimize the disturbance to direct flows. But split-level All manoeuvres reduce the capacity and the flow intersections are expensive, occupy vast expanses speed and increase the chance of flow instability of land and cause significant visual impact. They are when nearing capacity. Intersection that minimize therefore very difficult to incorporate in an urban these disturbances are expensive and can be very area and will be suggested only on primary and impacting in an urban context. For this reason, the secondary arterial road connections. The design proposed strategy defines carefully, for each pair of these intersections will be subject to particular of streets that intersect, what type of junction will STRATEGIES analysis and optimization to verify their consistency provide the best level of service. The choice of the and impact when inserted in a TOD. For example, type of intersection at each specific location will also the intersection between Morogoro Road, Nelson depend on the use of the land near the intersecting Mandela Road and Sam Nujoma Road. The junction roads, as well as on the presence and type of public will be assessed based on its impact on the territory transport that travels on them. and its permeabilty (or lack thereof) for pedestrians Along with the ongoing improvements on road and cycle mobility. interchanges along Morogoro Road, such as at At level intersections, where two roads meet on Ubungo, Magomeni, Morocco, United Nations and ECONOMIC IMPACT the same plan, can be resolved with traffic lights, Fire, the mobility strategy envisages several different roundabouts, stop or give way signs. Traffic lights will junction typologies to address safety concerns and better serve intersecting roads of different hierarchical transit priorities on major and local road connections. levels, while roundabouts are best suited where The following description concerns the different the hierarchical levels of the intersecting roads are typologies of interchanges and intersections within similar. Traffic lights are also to be preferred over different designations of corridor - and city wide road roundabouts when one of the intersecting roads hierarchy. carries a dedicated BRT route, so that the BRT will not have to go around the circulatory ring, with loss of speed and of comfort for the passengers. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Grade separated intersection. (Wikimedia At level intersection. (Wikimedia Commons) Commons) 170 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Stop and give way signs will be employed on local Standard Types streets that carry low speed, low volume traffic. In some cases, when connection must be provided of Intersections between roads of very different hierarchical level, the Grade separated intersection: consisting of one or road of lower level will be granted only left turns at more ramps, permits traffic on at least one primary the intersection, in order to minimize disturbance to road to pass through the junction without directly flow on the road of higher level. crossing any other traffic stream. Manoeuvres are The interchange between primary (Morogoro Road, guided through entry and exit ramps, of sufficient Nelson Manela Road, Kawawa Road) and local level length to allow the required speed changes. A streets will not be direct and seamless; when allowed, multi-level junction can occupy an area of several tertiary roads will interconnect through side roads hectares and the elevated structure have the height to the main road corridors without disrupting main of three building floors. Its insertion along the main traffic flows. Otherwise the connectivity will rely on corridors and within the urban area must be strictly the local connection or terminate as dead ends with limited, especially within TODs. a circular end, allowing for easy turning at the end Signalized intersection (traffic lights): the of the road. This last configuration will limit through intersecting roads share a common surface. The traffic mainly in residential areas but still foresees traffic signals make sure that this surface is used a filtered permeability allowing pedestrian, cyclists by one flow at the time to avoid points of conflict. or other non –automotive traffic to pass through Where capacity is to be enhanced, turning flows can connecting easements or paths. intersect, provided they do so at low speed. The A catalogue of “standard” intersections is proposed intersection can also have turn lanes, which allow for the Corridor Development Strategy. Since the road vehicles to do direct left turns without engaging the and street grid is in great part built over a pre-existing signalized intersection. This is especially useful when grid, and it serves a territory that already has a turn manoeuvres are frequent. The signal timing can consolidated pattern of construction and ownership be tailored to the flows of the two intersecting roads, of the land, compromises will be required and the and can change with the hours of the day, or even best choice of intersection may not always be made. adapt automatically to traffic. Traffic signals can be For this reason, several alternatives are provided. adapted to cause minimal interruption in the flow of However, some minimum requirements will have a road of high hierarchical level when it is crossed by to be respected so that the grid can be efficient and a road of lower level. Through “active signal priority”, deliver the mobility it is designated to provide. traffic signal phasing can be made to change when BRT vehicles are observed to be approaching the intersection, giving priority to the BRT system over mixed traffic within the same corridor. Strategies 171 2.2 Roundabout: this is an alternative to a signalized Only left turns: this type of intersection bans intersection, its main advantage being that of not through movements and right turns on one of the two CONTEXT & VISION requiring electric power to function efficiently and intersecting roads. It is best adopted where two roads safely. Traffic in a roundabout is self-regulated and a of very different hierarchical level cross, for example properly designed roundabout will never experience an arterial and a tertiary street. The through flow in a traffic lock. This intersection can be provided with the road of lower level will be detoured to the nearest turn lanes to allow vehicles to make direct left turns intersection of higher level. Clearly, this detour must do without engaging the roundabout. Roundabouts not be unacceptably long. The left-turn lanes can be function better than signalized intersections with low completed with acceleration lanes of suitable length. traffic flows, but they occupy a larger area. They are Stop or give-way signs: the simplest and most best exploited when the intersecting roads are of the compact type of intersection, it is best implemented same hierarchical level and carry similar volumes on intersections between lower-level roads with of traffic and their efficiency can become low when modest volume of traffic. Local streets, where traffic is STRATEGIES the intersecting roads carry very different volumes of calmed and speed limits are lower, can be regulated traffic by give-way signs on the street of lower category, while stop signs will be necessary at intersections between higher level streets. They can be replaced by mini-roundabouts in calmed local street. These have a modest space occupation increase the safety of pedestrians and cyclists. ECONOMIC IMPACT Grade separated intersection. (Wikimedia IMPLEMENTATION Commons) GOVERNANCE & PILOT PROJECTS Signalized intersection. (Pixnio) Roundabout intersection. (Wikimedia Commons) 172 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Land Take & Connectivity speed, causing less hindrance, other corridors will Different intersections can be chosen depending provide a lower transport performance but reduce on whether priority is given to connectivity or the consumption of urban space. “Space optimized” space use: a compact intersection, maximizing the intersections will be preferred within TODs, while economy of urban space use, will necessarily sacrifice “connectivity optimized” will be preferably built connectivity. A larger intersection, which prioritizes outside of the TODs. connectivity, will use more space and have a greater The proposed connectivity network is based on impact on the urban fabric. parameters that have been adjusted to the existing A compromise between these requirements is to road framework in order to accommodate future alternate intersections of one type with intersections traffic demand as a basis for regulated and balanced of the other, so as to create a “hierarchy” also in urban expansion to meet the needs of the population the use of the corridors: some will provide a greater across the entire corridor development areas. The connectivity and will be able to carry greater network will not only provide better connectivity, but volumes of traffic, guaranteeing a better average it will also interact with land use, in order to make the TOD strategy successful. Compact intersections foster active modes of transport and help developing a successful urban environment Prioritizing connectivity results in higher land take, but it is necessary at times for providing adequate vehicular accessibility. Figure 2.2.14 Finding the balance between the need for high connectivity and containing land consumption. Strategies 173 2.2 CONTEXT & VISION The matrix below shows possible applications of The intersections listed correspond to the ideal junction typologies in relation to the hierarchy of intersections for each specific application. In a the intersecting roads: top-right half of the matrix real-life context, each intersection will be designed includes solutions that maximize permeability and considering the local constraints and specific minimize land take, while intersection types in the situation. The resulting choice may not be one of the bottom-left half of the matrix focus on vehicular intersections below, but a different one. connectivity. STRATEGIES Primary arterial Secondary Collector road Tertiary road Local street arterial Primary arterial Traffic light with Left turns only Split level dedicated turn not allowed not allowed junction ECONOMIC IMPACT lanes Roundabout Compact Traffic light with Only left turns Secondary or Traffic lights multi-level dedicated turn or Through not allowed arterial with dedicated interchange lanes side road turn lanes Traffic light with Roundabout Stop Collector road Traffic light dedicated turn Roundabout or Traffic light or intersection lanes intersection Give way IMPLEMENTATION GOVERNANCE & Through Roundabout side road or or Traffic lights Traffic light, Roundabout Tertiary road dead-end street with dedicated Roundabout roundabout or Give way turn lanes or stop sign Give way or Local street not allowed * not allowed * Roundabout Roundabout ‘mini-roundabout’ long distance connectivity distribution local access PILOT PROJECTS * indirect access through a service-road might occasionally be allowed Figure 2.2.15 Possible applications of intersection typologies. 174 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Legend Maximum Connectivity Minimum Land Take Primary - Primary Split Level Junction Compact Multi-Level Interchange Primary - Secondary Compact Multi-Level Interchange Traffic Light with turn Lanes Primary - Collector Traffic Light with Turn Lanes Lanes Left Turns only Secondary - Secondary Roundabout Traffic Light with turn Lanes Secondary - Collector Roundabout Traffic Light with turn Lanes Secondary - Tertiary Roundabout or Traffic Light Left Turns only or Through side road Collector - Collector Roundabout Traffic Light Collector - Tertiary Roundabout Traffic Light d aR jom Nu m Sa Legend Primary Arterial Roads Ne Secondary Arterial Roads lso nM Collector Roads an de Tertiary Roads la Rd Interchange with Primary Network Access to Primary road Network • not Allowed (dead end - only Filtered Permeability Allowing Pedestrians / Cyclists to Access • Allowed Through side Access road Kimara Ubungo Terminal Magomeni N 0 500m 1 1.5 2km Figure 2.2.16 Road network intersections (© Mobility In Chain). CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 175 2.2 Strategies Junction Typologies n assa Ali H Tit ed ha d yi Rd m R Mwin m i o i ib M B Rd ogo Kawawa Rd Bagamoyo Rd Kig Rd goro Moro Morocco 176 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Junction Spacing In addition to selecting the appropriate type of within dense neighbourhoods the intersections will be intersection per each couple of intersecting roads, it spaced more closely than in low-density urban areas. is important that the distance between two adjacent The proposed connectivity network is based on intersections along the roads falls within a definite parameters that have been adjusted to the existing range, which depends on the type of road and the road framework in order to accommodate future use of the land adjacent to it. If the intersections are traffic demand as a basis for regulated and balanced too close, they may constitute an excessive hindrance urban expansion to meet the needs of the population to traffic flow, if they are too far, the accessibility to across the entire corridor development areas. The the territory crossed by the road may be excessively network will not only provide better connectivity, but limited. Along major roads, which specialize for it will also interact with land use, in order to make the connectivity, the intersections will be further spaced TOD strategy successful. than along minor roads which instead provide access; Legend Primary Arterial road Secondary Arterial road Collector road Tertiary road Local Street TYPE OF ROAD Distance between intersections minimum maximum Primary arterial 1 km 2.5 km Secondary arterial 500 m 750 m Collector 250 m 500 m Tertiary access street 125 m 300 m Local street 80 m 150 m Figure 2.2.17 Distance between intersection at the different hierarchy levels. CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 177 2.2 Strategies Local road junction in Dar es Salaam (© Mobility In Chain). 178 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Connectivity and Accessibility Public Transport Network The public transport system in Dar es Salaam is planned to provide a high level of performance and efficiency to its customers, at the highest level among African cities. People wishing to travel over short and long distances within the urban area of Dar es Salaam, shall find in public transportation a level of performance that matches that of private cars, taxis or other on-demand transportation. Overview Providing a high level of service is the The predicted population growth, as well as fundamental condition that will allow to the plan to develop a TOD, justifies a new attract a large share of travels towards public integrated mass transit system in the corridor transportation, put in force restriction to development area, promoting high capacity the use of the car, and limit the spreading of systems that are able to provide the necessary “informal”, uncontrolled collective transport urban connectivity, while functioning as systems, reducing traffic on the roads, danger, development corridors drawing real estate pollution and the individual and social costs of investment and land use redistribution at the mobility. wider level. These are necessary conditions for The proposed connectivity framework the implementation and success of a within BRT Phase 1 Corridor can succeed in Transit Oriented Development (TOD). This is maintaining a balanced modal share between also the way to make public transportation private and collective trips and reduce the appealing to all people and most social car pressure on the road network. Achieving classes, including the middle-class that is this target will depend on the development increasingly making use of the private car of a streamlined, hierarchical and connected to fulfil its mobility requirements. Quoting public transport system that addresses various Enrique Peñalosa: “a developed city is not mobility needs: one where also the poor drive cars, but one • Efficient travel connections between where the also rich ride public transport”. A key attractions and destinations across good quality of public transportation, used by BRT Phase 1 Corridor influence area all, will also constitute a great step towards a better social equity, since also the poorest will • Effective short distance connections within be able to enjoy a high quality mobility service. neighbourhoods • Easy connections to principal and secondary public transport routes via multi-modal interchanges. Strategies 179 2.2 CONTEXT & VISION To reach these goals, the public transportation system • Long daily service spans, to guarantee travel at all must accomplish: hours • High speed of travel over long distances, • Availability of stops at walking distance from comparable to the time taken to make the same any location in high and medium density trip by car neighbourhoods within a TOD. • High capacity, so that no one is left on the A single public transport mode will not reach all these ground, and the vehicles are never uncomfortably achievements: for example, Dala Dala buses cannot crowded attain the service speed that would make them STRATEGIES competitive with the car, and the BRT cannot provide • High frequency of rides, to minimize waiting time stops at walking distance from any location. The at stations overall public transport system will follow a hierarchy • High level of reliability of rides: minimal delays, no of interconnected sub-systems. missed rides ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Phase 1 BRT Corridor (© Mobility In Chain). 180 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Public Transport Levels The proposed public transport network represents a The organization of the public transport system must high-level approach to assessing capacity and defining necessarily account for these interchanges in its service standards across the network within the design, and in the assessment of its performance. The corridor development area, but also at the wider scale. placing and timing of the interchanges will require the It also allows the authorities to prioritise future same attention as the performance and routing of the transport investments and policies to meet the needs lines. of a growing population and growing economy and to ensure the development of an integrated and A hierarchical public transport effective network. The proposed public transport network for BRT Phase 1 Corridor development area defines three Finally, it allows to implement a sustainable system broad levels of service requirements: of mobility that provides a good level of service and allows to reduce car traffic, supporting the Level-I aims to provide fast urban and suburban development of TODs. connections between main attractors and the most densely populated areas. This is constituted The overall design philosophy is based on: by the existing BRT lines that run on Morogoro Road, Kawawa Road and Msimbazi Street, and • The implementation of the current and future subsequently, also along other arterial roads, and planned primary transport system that connects by the commuter railway running from the Central the major attractors and destinations of railway station to the interchange node of Ubungo, Dar es Salaam’s metropolitan area and eventually its extension beyond this location. • The creation of major transportation hubs in different parts of the city in order to create multimodal interchanges from cars to public transport. In the transportation hubs several public transport lines interchange • The creation of a comprehensive network of feeder systems, acting as a “middle level” connection between the primary public transport systems and the local level public transport. Using a hierarchized public transportation system requires that some trips are accomplished by making a transfer from one type of service to another. For example, a trip may start with boarding a local bus within a medium density neighbourhood, reaching a high capacity corridor, boarding a high capacity and high speed long distance service, then boarding again a local bus that takes the passengers to their final Figure 2.2.18 Public transport Level I (© destination. Mobility In Chain) Strategies 181 2.2 CONTEXT & VISION Level-II systems guarantee high standard, medium Level-III services are local distribution lines range, urban connectivity with dense coverage of represented by the Dala Dala lines crossing the formal service along the BRT and the railway lines. They BRT feeder lines and connecting with them. These have the double role of providing the accessibility provide a high density but low capacity and low to the higher level systems and of maximising the speed public transportation service throughout all global outreach of public transport. The level II bus the neighbourhoods of the TODs. The Dala Dala lines STRATEGIES system provides an ideal extension to the public are complemented by the lower capacity “informal” transport network in locations where travel needs do public transportation systems such as taxis, the Bajaji not require the capacity provided by the BRT and the three wheelers and Boda Boda motorcycle taxis. railway. These systems are characterised by principal feeder lines running on several arterial and collector roads along the corridor, with the scope of collecting passengers in the high-density areas along the ECONOMIC IMPACT corridor, but too far to be served directly by the BRT that runs on the primary arterials such as Morogoro Road. Also included in level II public transportation are the ferry lines that connect the two sides of the harbour and the mainland with the islands of Mafia and Zanzibar. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.2.19 Public transport Level II Figure 2.2.20 Public transport Level III (© Mobility In Chain) (© Mobility In Chain) 182 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Ubungo BRT Terminal (© Mobility In Chain). Level I Public Transport Systems Level I public transport systems are be based on high less. To achieve this, all the signalized intersections capacity vehicles, they will travel on reserved and must give priority to the buses, showing a red light segregated right-of-way and all intersections with to intersecting roads every time a bus approaches other traffic will be controlled by traffic lights that give the intersection; the buses must be fitted with a priority to the mass transport system. positioning system that communicates with the stations and following buses to avoid platooning. The BRT along Morogoro Road and BRT Phase 1 and proposed future phases (2,3,4,5,6) other primary arterial roads represent the backbone of the public transport The BRT system, informally known as “Mwendokasi”, framework of the corridor development strategy. currently provides a high quality service operated These priority development corridors are constituted by articulated buses along Morogoro Road, Kawawa by improved roads and public transport facilities and Road and Msimbazi Street with a capacity of 140 utility infrastructure provision as a clear framework for passengers each. The system has removed or TOD oriented regenerative development. minimized most delays by running the buses on The commuter train from Central Station to Ubungo dedicated, segregated lanes, with stations fitted to provide quick boarding and alighting as well as The commuter train line, informally known as Treni ya overtake lanes for buses that do not stop. In order Mwakyembe, runs from Dar es Salaam Central Station to exploit the full potential of the infrastructure, to Ubungo interchange Station. It currently relies and especially the corridors and the stations, the on long trains, composed of up to 10 cars, driven buses can travel at an interval of 90 seconds or by diesel locomotives, capable of carrying 500-750 passengers each, but travelling with long headways. If the full potential of the commuter rail is to be exploited as a high performance mobility system, the service will have to be radically transformed to remove or minimize all delays deriving from Strategies 183 2.2 CONTEXT & VISION STRATEGIES TRL carriages (Wikimedia Commons). ECONOMIC IMPACT interference with traffic, intersections and passenger The presence of the train line, operating as a proper boarding. The proposed strategy takes on board the high frequency commuter service, can boost the future rehabilitation of the railway: smaller trains will potential of Ubungo as an interchange station be put in service, travelling at a higher frequency, between modes: BRT, train, Extraurban buses, ideally not less than one ride every 10 minutes. The feeder bus lines and local transit. This will make capacity of each train will be enhanced by increasing Ubungo one of the most important transport nodes the density of places and will reach 400-500 in Dar es Salaam, not only at the service of the TOD passengers per train. maxi-district that surrounds it, but of the whole city. All its stations will allow fast boarding and alighting In a subsequent phase of development, the IMPLEMENTATION GOVERNANCE & of passengers; with platforms at level with the train commuter train line can be extended to the doors; intersections with roads will be controlled North-East of Ubungo, increasing its potential and the automatically, and the signalling system will connectivity of the node. In addition to the existing guarantee the safety of the system and the regular stations of Ubungo, Mabibo, Relini, Tabata Relini, spacing of the trains. Ideally, the line will be electrified Kamata and Central, more stations shoud be built: so that electric self-propelling carriages can be one between Ubungo and Mabibo, within the TOD employed. and others to serve the developed areas of Kilawani, Bungoni and Buguruni. The commuter rail will then resemble a “light rail” service, where passengers are not concerned about PILOT PROJECTS the timetable, but will have a train available at short intervals and for a long daily span. 184 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Level II Public Transport Systems Level II systems will be based on feeder lines operated Some of the feeder lines, especially those travelling with medium-capacity non-articulated buses on secondary arterials will, in the future be replaced providing 75 to 90 places each. They will travel on by dedicated BRT lines. To do so, the road network dedicated lanes marked on the sides of secondary has been planned in a way to allow a progressive arterials and collector roads. The minimum peak hour implementation to accommodate future BRT headway achievable will be of about 2.5 to 3 minutes. corridors by shifting the lanes dedicated to public The feeder lines will intersect the BRT and railway transport vehicles to the centre of their profile, lines allowing to distribute its passengers over a vast allowing space for the stations and overtake lanes, built surface and thus increasing its catchment area. and the land use strategy accounts for a densification of the built environment around these lines. In order to facilitate the interchange between feeders and BRT and vice-versa, the stops are within a short The ferry lines are considered “level II public transport distance one from another, the pedestrian path systems” and should receive the same quality connecting the two stops direct, safe and easy to treatment of the feeder buses. They will be accounted recognize, information on arrivals of both the feeder by all means as “feeder lines” connected with the land line and the BRT line must be provided at both public transport lines at interchange hubs. stops and ticketing must be integrated so that it is Just as interchanges between two land transport not necessary to purchase a new ticket to board the systems, to facilitate the transfer, the port of arrival second ride. and the interchanging stop must be within a short distance one from another, the pedestrian paths connecting the two locations must be direct, safe and easy to recognize, information on arrivals of both the ferry line and the land connection line must be provided at both stops and ticketing must be integrated so that it is not necessary to purchase a new ticket to board the second ride. BRT Feeder Buses, one of the level II public transport systems (ITDP). Strategies 185 2.2 Level III Public Transport Systems CONTEXT & VISION Level 3 public transport, will run on fixed routes with designated stops, as the upper levels. Its lines will connect with the two upper levels of hierarchy and will rely on the same fare structure so as to allow an easy and seamless interchange. This level of public transport system will mainly rely on the Dala dala minibuses, offering about 30 places and travelling on shared lanes with general traffic. The minimum headway that is reasonably achievable in lack of any reduction of the delays, will be of about 5-8 minutes. STRATEGIES These lines will serve the local neighbourhoods within the TODs, offering both the connection with the upper-level public transport and complete trips of short distance within one neighbourhood or between two adjacent neighbourhoods. Level III public transport also comprises public ECONOMIC IMPACT transportation systems that have a less formal structure, such as the “Bajaji” three-wheelers and the “Boda boda” motorcycle taxis. These too will be able to provide connection with other public transportation services as well as complete trips, providing low capacity but great diffusion over the territory and a personalized door-to-door service. They will not be allowed however, to share the dedicated lanes with feeder buses and BRT and their operations will be subject to a greater control. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Level III public transport systems (Mobility In Chain, Wikimedia Commons). 186 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 The Interchange Nodes Improving the operation of interchanges will offer to In some particularly important nodes more than two regular public transport users more comfortable and lines meet and then the plan for he node will also call pleasant journeys, and will encourage more people to for park and ride stations where cars can be left before travel by public transport. taking public transportation to complete a trip to the city centre. These nodes will become true “mobility Transport hubs form infrastructural nodes for large hubs” and they will assume a special importance in and highly populated catchment areas, where transfer the organization of public transportation in the city. from one mode of transport or interchange between In addition to the amenities listed above, they will transport modes are required. The realization of also provide bar, or fast food facilities and protected interchange nodes and hubs is just as essential as parking for cars. the corridors and the vehicles for the success of an efficient, hierarchic public transport system. The interchange node can then become the centre of growth-for a TOD, providing a multiplicity of public To guarantee a high frequency of rides on each transport connections with many locations within public transport line, the number of lines must and outside the TOD. Offering the highest level of be minimized, giving up the idea of a network of connectivity, it can be the place where the dwelling buses that offers ad-hoc lines leading to all major density and the mix are the highest. destinations. The interchange between lines multiplies the alternatives and allows to split routes The Mobility Strategy for BRT Phase 1 Corridor into many combinations. It also allows to hierarchize development area encapsulates six main interchange the public transport system, specializing each line, locations: or group of lines, to a specific role. To incorporate an • Ubungo Terminal Station, where interchange in an efficient public transport network, BRT Phase 1 converges with the rail and various the design of the nodes of interchange must receive feeder services. Also present at this node is an the same attention as the corridors. In particular, important terminal bus station. This node will transfer and wait times must be minimized and the be fitted with pedestrian connections that will reliability of total travel time must be maximized. allow easy and direct transfer from one mode The systems that interchange in a public transport to the other, as well as connections with the node must call at the same stop or, if this is not surrounding development. All the amenities listed feasible, the respective stops must be placed within will be present, since the wait time for extra-urban 50-100 m and clearly visible and recognizable one connections may be significant. This node is from the other. Amenities to allow the passengers a bound to increase its importance as it is at the comfortable wait time may include: crossroads of the BRT line on Morogoro Road with the planned line on Nelson Mandela Road and • Protection from sun and weather (cover) Sam Nujoma Road • Information about the lines that concur at the node • Purchase of tickets and subscriptions • Purchase of newspaper and other goods. Strategies 187 2.2 The upcountry bus terminal, which is currently located next to Ubungo CONTEXT & VISION • Magomeni Station, at the intersection of Terminal, is planned to be moved BRT Phase 1 line and future BRT Phase 2, 6 and to Mbezi Luis. The extension of the related urban feeder connections BRT Phase 1 Corridor from Kimara • Morocco Station, current business hub at the up to Mbezi Luis takes advantage of crossroad between BRT Phase 1 and future BRT the ongoing road upgrade and could Phase 4. therefore be recommended, to provide • Fire Station, located at the heart of the city center an interchange that guarantees a at the crossing point with one of the main feeder seamless connectivity of the city’s public stations of Phase 1 BRT Corridor transport systems. • Gerezani Station, the multi-line BRT interchange STRATEGIES where current BRT Phase 1 will intersect future BRT Phase 2 and 3 • Kivukoni Station, where ferry and Phase 1 BRT transport facilities are be subsumed. All the interchange nodes listed above are “growth centres” of a TOD development. The land use development will feature high density, especially in ECONOMIC IMPACT a 500 m radius around the node; high mix of uses, with commercial uses denser around the node; pedestrianized or pedestrian friendly streets, well connected multiple and direct connections for pedestrians and cycles, to enhance soft mobility. DALA DALA CYCLING FEEDER BUS TAXI DROP OFF / PICK UP IMPLEMENTATION GOVERNANCE & BRT INTERCHANGE STATION Connecting the modes P PILOT PROJECTS PEDESTRIANS CAR PARKS RAILWAY FERRY BAJAJI / BODA BODA Figure 2.2.21 BRT Interchange Station - Connecting the modes (© Mobility In Chain). 188 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Best Practice Bordeaux public transport interchange station • This is the interchange station to take the bus to the airport: rails are in the middle, buses at the sides. The interchange is made easy. • A kiosk allows to purchase goods and to relax at a bar. The exchange station is a little marketplace. Bike sharing and parking for bicycles are available at the station for last-mile connectivity. • All stops are fitted with electronic information panels that provide passage times; maps of the entire network with connections; a map of the surrounding with indicated the distances on foot; ticket selling machines. Wayfinding system (Luca Guala) Interchange as public space (Luca Guala) Seamless interchanging between different public transport modes (Luca Guala) Strategies 189 2.2 CONTEXT & VISION The Public Transport Routes The first and second level public transport routes are The performance parameters of the public drawn to cover the territory evenly, accounting for transport systems density of settlements: higher density within the TODs Each level of public transport must attain certain will require that the routes are drawn closer together. minimum performance parameters. The feeder lines cross each other, and cross the BRT lines near their stops, to allow an easy connection STRATEGIES The proposed public transport connectivity network, between the systems. recommends the following service parameters described in the next pages. The average distance between the stops will depend on the hierarchical level of the service: too close and the service will slow down excessively, too far apart and the connectivity with the territory and with the other services will suffer. ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Figure 2.2.22 Considering a 250 m walking distance, the feeder buses network helps extending the impact of the BRT network to non-directly accessible areas. PILOT PROJECTS 190 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Segregation Station Spacing Vehicles Passengers per vehicle Level I-a BRT system BRT Longitudinal and transversal 140 segregated 0.5 - 1 Km Level I-b Commuter railway system Longitudinal and transversal 300-600 segregated 0.75 - 1.5 Km Level II Feeder systems: Feeder buses and Ferry lines 80 Longitudinal segregated and at grade crossing 250 - 500 m Level III Paratransit and informal systems 30 Predominantly at grade crossing Variable Figure 2.2.23 Summary of the main features and performance of the transport levels Note: reaching the higher levels of capacity requires a profound revision of the infrastructure, signaling and vehicles, in order to reach the frequency and speed needed Strategies 191 2.2 CONTEXT & VISION Capacity Commercial Speed Frequency = 1.000 pphpd = 15 Km / h = 1 hour STRATEGIES 10,000-20,000 21 Km / h 60 Bus / H ECONOMIC IMPACT 5,000-10,000 35 Km / h 10 Trains / h IMPLEMENTATION GOVERNANCE & 2,000-3,000 16 Km / h 30 Bus / h 300-500 PILOT PROJECTS 12 Km / h Variable 192 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 BRT 20.6 KM Phase 1 BRT 5.6 KM Railway network 82 KM 54.7 KM RA we MA g ro ji KI Ko Ma a T. ch Feeder lines na bo go ti GO Bu ru Ko Ki un Phase 1 & NEW UN Ba Ub UB ila ek Sh Ubungo Maziwa 163.0 KM Mabibo Legend BRT Terminal BRT Feeder Station BRT Station Future Feeder Lines Stations Phase 1 BRT Corridor Phase 1 Feeder Lines Phase 2 Feeder Lines New Proposed Feeder Lines Railway Ferry Main HUBS N 0 500m 1 1.5 2km Figure 2.2.24 Phase 1 public transport network (© Mobility In Chain). an go Ur af iki Ti p To Tabata Mwananchi p Buguruni Mnyamani Ma nz es e Tabata Matumbi Ar ge n tin a Ma Ka go Us ge a ra Ma men lam Mw go iH a em m os en pi be Buguruni Bahkresa iM ta ch ap l ai ip a Ms Mo im ro ba cc o Mk M Ki no MO GE z iP Ho wa wan nd RO RE ol te ju an CC ZA ice l ni m on i O N Ja bo T. I ng wa ka ni Fir e DI T Ki Kamata Kariakoo su tu Stesheni Po sta ya City Council Za m an i KI VU KO NI Strategies Public Transport Network 2.2 193 PILOT PROJECTS IMPLEMENTATION STRATEGIES CONTEXT & VISION GOVERNANCE & ECONOMIC IMPACT 194 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 The final implementation phase will result in an integrated and connected network of the three levels of public transportation, including a main 5.6 KM network of high frequency lines (BRT and feeder Railway network lines) complemented by a thick network of medium-frequency lines. The map shows the high frequency lines which are the ones that best serve BRT the population and the territory as a replacement of private mobility. These are the lines that will shape 109.3 KM the urban development of the corridor. BRT Phases 86.9 KM RA we MA g ro ji KI Ko Ma a ch na bo go Feeder lines ti Bu Ko ru Ki un Ba Ub ila ek Sh 202.0 KM Ubungo Maziwa Mabibo Legend Phase 1 BRT Terminal Phase 1 BRT Feeder Station Phase 1 BRT Station Future / Planned BRT Stations Future Feeder Lines Stations Phase 1 BRT Corridor Future / Planned BRT Corridors Feeder Lines Railway Ferry N 0 500m 1 1.5 2km Figure 2.2.25 Full implementation of public transport network within the BRT Phase 1 Corridor Development Area - Map of high frequency services (© Mobility In Chain) an go Ur af iki Ti p To Tabata Mwananchi p Buguruni Mnyamani Ma nz es e Tabata Matumbi Ar ge n tin a Ma Ka go Us ge al ra Ma men am Mw go m iH a em os en pi be Buguruni Bahkresa iM ta ch ap l ai ip a Ms Mo im ro ba cc o Mk M Ki no MO GE z iP Ho wa wan nd RO RE ol te ju an CC ZA ice l ni m on i O N Ja bo T. I ng wa ka ni Fir e DI T Ki Kamata Kariakoo su tu Stesheni Po sta ya City Council Za m an i KI VU KO NI Strategies Final Implementation 2.2 195 PILOT PROJECTS IMPLEMENTATION STRATEGIES CONTEXT & VISION GOVERNANCE & ECONOMIC IMPACT 196 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Connectivity & Accessibility Active Mobility One of key objectives of the Corridor Development Strategy is to provide a green transportation network, that connects existing neighbourhoods and new community sub-centers, through the existing network of roads, rivers, utility leaveways and public amenity spaces. The proposed strategies aim to create a common and other main arterial roads, separate lanes for body of knowledge regarding transit oriented cyclists and pedestrians are absent, and this helps principles that can be used to inform future to make cycling unpopular and pedestrians suffer discussions and planning, such as: from safety issues. Moreover, most of the roads do not have footways and are inadequate to satisfy Walking is the most natural, affordable, healthy the demand for active travelling. and clean mode of travel for short distances, and a necessary component of the vast majority of The active mobility strategy proposed for the transit trips corridor development area points at contributing to the creation of a pedestrian and bicycle culture Cycling combines the convenience of and spread more consciousness and respect door-to-door travel, the route and schedule towards the needs of pedestrian and bicycles as flexibility of walking, and the range and speed of an essential component of the alternative and many local transit services. sustainable mobility. It is of paramount importance that urban space Safe, Inclusive & Effective devoted to motorized transport is redistributed with increasing shares for pedestrian and Despite its economic importance to the cyclists through a progression of interventions poor - both as a mode of transport and a source targeting vehicular speed reduction and traffic of income - and its environmental advantages, rationalization. In Dar es Salaam, there is already the potential of soft mobility modes (i.e. walking a high dependence on walking representing the and cycling) is often unmobilised or even actively major mobility mode across the local residents. suppressed. A combination of infrastructure In this context, in particular, the bicycle will the investment, traffic management, and financial opportunity to strategically change consolidated measures can make non-motorised transport safer and integrated the current mobility patterns. and more attractive, to the benefit of everyone. Despite its well-known advantages, the road network in most part of the city does not encourage the use of non motorised transport. Apart from some provision along Morogoro Road Strategies 197 2.2 CONTEXT & VISION Active Mobility as the Primary BRT Feeder All transport journeys start and end with a walk open spaces. The potential contribution of a and journeys that only involve walking reduce resilient active travel network in Dar es Salaam are congestion. When homes and jobs are within threefold: first, soft mobility may provide better walking distance of each other and within easy access to activities and facilities such as education, walking distance of public transport, accessibility medical services, education, employment, to jobs and services increases and our commute shopping and basic commercial and social is easier. More people walking to catch the BRT activities. Second, light infrastructure networks STRATEGIES or related feeder lines will mean less pressure on may enhance the creation of more employment Morogoro Road and secondary road connections, opportunities, which is vital in maintaining busy bus services and commuter car parking along incomes for the most vulnerable urban population. the main road corridors. Third, they enhance the maintenance of social networks and community cohesion. The proposed interventions are aiming at increasing the existing pedestrian permeability A network soft mobility infrastructures for and therefore also increase pedestrian safety. pedestrian and bicycles is proposed in the Corridor Along with a revised road hierarchy and open development area connectivity network in order ECONOMIC IMPACT space strategy, a specific attention has been paid to promote the use of active travelling as a mean to provide multimodal streets to strengthen and of transport and at the same time, increase the extend pedestrian permeability across the existing range of “active mobility” which would otherwise fine grained urban settlements and environmental be limited to local mobility, and reduce traffic, as corridors. well as the crowding of public transportation, by offering means of transport which can perform The introduction of revised road layouts and short and medium distance trips. intersections is the first element that insures a safe and efficient relation between car and In particular, the network will be composed of pedestrian flows, without any introduction of connected infrastructures, so that every place traffic flows on the road network. The proposed that is accessible by foot or by motor-vehicle, IMPLEMENTATION GOVERNANCE & connectivity framework has been designed to is safely accessible also by bicycle. The green be pedestrian friendly with high density, leisure transportation network will be different place by oriented neighbourhoods and a grid of pedestrian place, depending on the most convenient layout, walkways. given the local constraints, the type of urban setting and the safety of pedestrian and cyclists. The proposed approach places pedestrians, bicyclists, and transit users on equal footing with The overall network comprises the following motor vehicle users, and embraces innovative components and levels of infrastructure: designs to address climate change and promote • Walking and cycling paths along major active healthy communities in light of a “walking environmental corridors PILOT PROJECTS city”, taking advantage of the current predominant mode of travel which is represented by walking. • Protected cycle tracks: infrastructure for medium and long distance trips (over 5 km), Dar es Salaam has a distinctive flavour: this legacy running along primary and secondary arterial of vibrant, walkable public spaces provides an roads that are at street level and use a variety of ideal platform to foster a consistent integration methods for physical protection from traffic in the proposed street design and designed 198 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Bike lanes: infrastructure for medium and short speeding, or traffic calming measures are distance trips within the main inhabited areas. The implemented to prevent speeding. main bike lanes run along collector roads, and are Through the development of a resilient and defined as a portion of the roadway that has been permeable active mobility network, incorporating designated by striping, signage, and pavement first and last mile connections at the BRT and markings for the preferential or exclusive use of feeder stations, the corridor development area bicyclists will foster a revitalization of the urban fabric and Cycle and provision on local streets: bicycles enhance economic vitality as well as generating will travel mixed with motor-vehicle traffic, transit ridership by lowering car dependency provided that the street does not promote Protected cycle tracks (Flickr) Bike lanes (Wikimedia Commons) Pedestrian & cycle trails (Flickr) Figure 2.2.26 Greenway network: Protected cycle tracks serve the primary roads, bike lanes densify the network on collector roads and additional pedestrian & cycle trails run along green corridors and rivers. Strategies 199 2.2 Cycling is not just about cycling In order for cycling to be an effective auxiliary feeder Terminals and BRT Interchange stations, so that CONTEXT & VISION system to the BRT, adequate parking facilities must be secure and ordered long-term parking is encouraged. provided at the stations. Bicycle parking should anyway be diffuse across Bike racks, or similar short-term bicycle parking the entire corridor area, for encouraging cycling for systems, are proposed to be installed be installed at errands and other purposes. Cycle parking areas shall every BRT station for guaranteeing a basic level of be provided off road / cycle track to avoid obstruction bicycle accessibility. More structured bicycle parking to vehicular, pedestrian and cycle traffic. forms are necessary at the main stations, such as STRATEGIES BRT Interchange BRT Feeder BRT Terminal BRT Station Station Station ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.2.27 Cycle network: Dedicated parking facilities at different BRT station typologies 200 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Well-Connected and Fine-Grained Pedestrian Network Dar es Salaam has a historical inventory with the potential to lend character to each station area. From a mobility perspective the inclusion of squares, green corridors, pedestrian walkways and cycle lanes could possibly be planned as a vehicle-free environment to enhance the pedestrian connectivity between activity areas around key BRT station areas or in the city centre. The aim is to regenerate critical components (historic building clusters, the preservation of historic streetscape, signing, monuments and specimen trees) of heritage value. Pedestrian zones could link different parts within Short term cycle parking. (Wikimedia Commons) the city centre such as Kariakoo Market, Gerezani, the waterfront, and existing historic buildings. The BRT Phase 1 Corridor presents very different levels of block permeability along its development. In the downtown, a dense network of streets and local paths connects the informal neighbourhoods, guaranteeing a high permeability. High quality public realm serves to guide pedestrians to key locations such as interchanges and key entrances plazas. However most locations are characterised by low street density, where new safe pedestrian routes will improve the legibility and Long term cycle parking - Multi level. (Flickr) performance of the area. Public realm can help to support transit use by enhancing connections between the community and its transit network, integrating stations into their surroundings and improving the experience for transit users. It can support the operation of the station by creating space near the entrances to absorb congestion within the station / stops at peak times and also provides social spaces to enable people to linger and enjoy the area as a place. Pedestrianisation of roads. (Wikimedia Commons) Strategies 201 2.2 CONTEXT & VISION Best Practice Barcelona’s Superblocks • Barcelona has implemented the idea of “superblocks:” a car-free area designed to maximize public space combining small blocks into a pedestrian-friendly mini grid, with drivers forced to go around the outside. • Superblocks aren’t a new concept in Barcelona — the first one was created in 1993 near a historic church in the Gràcia neighborhood of the city center. A research about the Superblocks found that STRATEGIES walking increased by 10% and cycling by 30% between 2007 and 2016. At the same time, driving decreased by 26% overall, and by 40% on the internal streets, which are marked in green above. • Barcelona’s new plan consists of creating big “supeblocks” through a series of gradual interventions that will repurpose existing infrastructure, starting with traffic management to changing road signs and bus routes. Superblocks will be smaller than neighbourhoods, but bigger than actual blocks. • “Superblocks” will lower pollution levels nearly three-fold, since the plan makes pedestrians and cyclists the priority. If successful, it would mean cars could be exiled from up to 120 intersections and 60% of Barcelona’s roads (including the four superblocks that already exist). ECONOMIC IMPACT • To help people travel without cars, the proposed city-wide superblock plan also calls for 124 more miles of bike lanes by 2018. IMPLEMENTATION GOVERNANCE & 400m PILOT PROJECTS Local Network (10 km / h) Main Vehicular Connectivity Figure 2.2.28 Superblocks of Barcelona: Overall view and circulation scheme 202 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Greenway Network The map shows the proposed bicycle network, designed according to a three - level hierarchy that includes: • protected cycle routes along the arterial roads • bike lanes along the collector roads • leisure routes, following rivers and green corridors. In addition to the infrastructure represented in the map, a more dense network is envisaged for tertiary and local streets. The local network will provide adequate space RA and connectivity for both pedestrians and we MA g ro bicyclists, encouraging the shared use of KI Ko T. bo either the sidewalk (on tertiary streets) or ti GO ru Ki UN Ba traffic lanes (on local streets). UB Ubungo Maziwa Mabibo 117.18 KM 135.35 KM 38.70 KM 291.23 KM Cycle tracks Bicycle lanes Pedestrian & cycle trails Legend Cycle Tracks Bike Lanes Pedestrian & Cycle Trails BRT Station with long term Bicycle Parking N 0 500m 1 1.5 2km Figure 2.2.29 Greenway network hierarchy and typologies - (© Mobility In Chain) CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 203 2.2 Strategies Active Mobility NI KO VU KI City Council e Fir ka I T. bo N O m ZA CC an RE RO an GE MO Mw a ip ap iM en m go Ma ra ge Ka e es nz Ma iki af Ur 204 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Connectivity and Accessibility Parking Strategy Parking and access strategy are fundamental elements of the overall Corridor Development area mobility picture. Properly managed parking provision is one of the key mobility strategies for the Corridor and the BRT the station areas to shift users away from automobile towards more sustainable modes, allowing less parking supply compared to non-TOD areas. Corridor Scale Parking Provision A specific parking strategy that coordinates both Moreover, the implementation of an on and off street parking and that sets maximum efficient interchange car park system for requirements is a major driver of the success of the BRT Phase 1 Corridor Development area that corridor urban regeneration. works in synergy with the high capacity transit is Measures to manage parking and control car here explored in greater detail: the strategy implies dependency start from a clear definition of that the location of parking facilities should be parking areas. Even though the car ownership located in correspondence of intersection points level of Dar es Salaam is low, it has shown a fast between the primary road infrastructure and the growth, which must be controlled. The strategy high capacity BRT system, namely at Kimara, indicates comprehensive parking requirements Ubungo and Morocco. This configuration would and regulated parking arrangements for the entire allow an efficient trip solution for the user who Corridor, with required parking to be provided will tend to leave his car at the car park. Of course within the entire corridor area and in proximity to pricing and distance from the final destination are the station areas. other two fundamental elements for the successful implementation of the strategy: the distance of the There are several new possibilities for the parking ring should in fact be big enough so to not definition of the parking provision at the corridor be perceived by the user as short drive away. scale, which are oriented to a more innovative and sustainable approach to mobility. It is widely recognized how the availability of parking at destination is one of the most powerful drivers for the mode of transport choice. Strategies 205 2.2 CONTEXT & VISION Current Condition 1 The map shows the current parking distribution in the corridor area with the displacement of evenly distributed destination parking areas that generate a significant amount of traffic and have a negative impact on the surroundings (lack of parking enforcement strategy). STRATEGIES Legend P Concentrated Parking Facilities Vehicular Flows Distribution ECONOMIC IMPACT Proposed TOD Strategy 1 The map shows the proposed parking strategy for the corridor development area: • Mobility Hubs offer to users a choice of sustainable transport modes to navigate through the internal road network IMPLEMENTATION GOVERNANCE & • Parking can be integrated into Mobility Hubs as Park & Ride facilities, • District parking facilities (public) and dedicated on site parking (private) • Demand based parking pricing. Legend P Public District Parking Facilities PILOT PROJECTS P+R Park & Ride Vehicular Flows Distribution Parking Pricing Strategy: Demand Based Zoning System Figure 2.2.30 Parking and vehicular access: current condition vs. proposed TOD development strategy (© Mobility In Chain) 206 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 In case specific areas within the interchange car TYPOLOGY B – DISTRICT PARKING park ring require some dedicated parking facilities The primary activity centres have locally centralised or the presence of an on-site provision, then the fee parking areas at strategic locations within each zone imposed should be carefully tuned in relation to the which are easily accessible. This allows private car wider system’s pricing, in order to avoid the creation users to get close to their final point of destination of a more convenient alternative that would make the but still minimises the impact of private consolidated vehicular penetration more appealing. car parking requirements. This approach is will be Mobility hubs and consequent integration of Park & applied mainly within mixed use developments Ride facilities offers to users a choice of sustainable along the BRT and feeder corridors. Public parking transport modes to navigate through the internal is considered as a potential reduction of the on-site road network. Along with this, the proposed strategy parking demand, furthermore exploiting the principle foresees a controlled supply of district parking that envisages a shared use of a parking facility by facilities (public) and dedicated on site parkings more than one user’s segment. (private) in order to define a vehicular penetration Following a zoning parking pricing, the proposed gradient from the outskirts towards the main city’s solution envisages a series of scattered public parking attractors, preserving the corridor development facilities that all together guarantee a good coverage area from major flows whilst improving the overall of the corridor area. District parking could be in the circulation and accessibility. form of at-grade parking or multi-storey facilities The following parking typologies will meet the integrated in the building or in the landscape design. proposed development density in form of, podium, TYPOLOGY C – dedicated parking structure or surface level, shaded DEDICATED (OR BUILDING / PLOT) PARKING parking (in lower-density areas). This is where separate parking areas are developed At the Corridor scale the car park strategy is based on within an individual plot or building footprint and the following three typologies: are generally dedicated to specific groups of users. TYPOLOGY A – This is probably the most common form of parking in SITE WIDE CENTRALISED PARKING (Park and Ride) Dar es Salaam at present and allows private car users direct access to their final point of destination. This It is considered to be a park and ride type approach can have significant advantages for property values for the whole development area, whereby private cars for sale / rental revenues. However, as each individual are held at two large scale strategic locations at the plot requires private vehicle access, this can increase perimeter of the corridor development area (Kimara the extent of the internal road network that has to be and Morocco) and at one of the main interchange provided within each zone and generate traffic within hubs (Ubungo) along BRT Phase 1. The scale of the the zones (particularly during peak travel periods), parking provision and location away from the central reducing the availability for public open space. This activity nodes of development associated with this approach can be used for private plots, especially the approach generally dictates that surface or multi residential units. storey parking is the format adopted. This typology will be essential with the development of the future BRT phases as well as the railway rehabilitation. Strategies 207 2.2 CONTEXT & VISION ON STREET PARKING The on-street parking component is fundamental The proposed Corridor Parking Strategy recognises to ensure the balance is achieved between street that the Corridor Development area is a diverse piece life, related activities and the car. The road side of city that requires a flexible approach to identifying parking is an integral part of the public realm appropriate levels of car parking provision across the design and, although not quantitatively significant, corridor area boundaries. This means ensuring a level if well managed, it can represent a valuable asset of accessibility by private car consistent with the overall to support street activities. balance of the transport system at the local level. STRATEGIES To be efficient and effective, on street parking has The strategy provides a set of rates suitable for TOD to be managed in close synergy with the overall mixed-use developments according to the following parking management strategy. Specifically it principle: should be subject to regulation, such as pricing, duration, typology of vehicles etc... in order to • Fixed upper limit – a recommended rate prevent people from considering it an easy and representing the unconstrained parking demand primary choice for parking. In all cases, a high of a land use. The limitation of the amount of turnover should be the goal. On street parking is parking (intended as maximum allowed provision) an extremely limited, therefore valuable, resource that may be built on a site, in line with congestion ECONOMIC IMPACT and its exploitation by a multitude of users management, environmental or economic throughout the day should be enhanced. On street development goals. Parking requirements will set by parking is mainly located on the secondary and Ministry of Lands policy, which is implemented by local network, with the aim to avoid a capacity the municipalities. reduction on the primary network due to parking manoeuvres and circulation. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.2.31 Relation between parking requirements (min. and max.) and traffic growth 208 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 • TOD proximity discount – depending on the distance from the station (the public transport accessibility level of the station area), the parking provision of the land sue functions will change accordingly. To encourage the use of public transport, the general principle is to provide less parking in places with good public transport. (Places that are less well-connected to public transport get more parking spaces). This Strategy, developed by Transport for London, is successfully applied worlwide, becoming a critical planning tool deeply embedded in strategic and local planning. Figure 2.2.32 PTAL - Public Transport Accessibility level, Transport for London • Pricing - set prices to achieve 85% occupancy target. This means using variable rates to encourage shifts from congested to uncongested times and locations, typology of vehicles etc... in order to prevent people from considering it an easy and primary choice for parking. In all cases, a high turnover should be the goal. On street parking is an extremely limited, therefore valuable, resource and its exploitation by a multitude of users throughout the day should be enhanced. On street parking is mainly located on the tertiary and local network, with the aim to avoid a capacity reduction on the primary network due to parking manoeuvres and circulation. Figure 2.2.33 Demand based pricing strategy at the corridor and node scale Strategies 209 2.2 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Figure 2.2.34 Parking strategy for mono-functional developments (© Mobility In Chain) Landuse Concept Strategy IMPLEMENTATION a high pedestrian accessibility level as well as a good GOVERNANCE & In this frame, the proposed corridor development parking strategy defines a dedicated parking provision coverage of the whole corridor influence area. The (on site) for the residential, civic, commercial and fundamental advantage related to this approach, industrial facilities. A percentage of the parking is that it detaches the car park from the land use demand associated to residential and civic and function allowing the full exploitation of the proposed commercial uses will rely on a portion of the on-street public parking decks, which parking supply is shared provision. between different functions. Shared parking facilities will allow to optimise the parking efficiency by The parking demand for other commercial functions, maximizing the occupancy of the available parking as well as the institutional-civic and office landuse spaces throughout the day, exploiting the difference will rely also on a set of shared public parking PILOT PROJECTS in the occupancy peaks depending on the land use. structures scattered across the site, so to guarantee 210 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Hence, the mixed land use-based strategy, is underpinned by the following principles in order to reduce the overall parking provision: • Cross visitation factor: given the mix of uses, multiple destinations occur in the development. As a result one function covers different visitor destinations and a subsequent reduction of parking spaces • Profile optimization: shared parking facilities will allow to optimise the parking efficiency by maximizing the occupancy of the available Figure 2.2.36 Mixed use developments encourage parking spaces throughout the day, exploiting the cross visitation and minimize the overall difference in the occupancy peaks depending on parking provision (© Mobility In Chain). the land use • Unbundled parking: parking spaces rented, leased, or sold as an option rather than a requirement of the rental, lease, or purchase of a dwelling unit or non residential floor space. Figure 2.2.35 Parking strategy for mixed-use developments - exploiting occupancy profiles of different landuse functions (© Mobility In Chain) Strategies 211 2.2 Node Scale CONTEXT & VISION Visioning the Station Areas In close proximity to the station core, on-street parking By taking advantage of the presence of the BRT and provision around the BRT station is proposed to be related feeder as well as dala dala routes, the parking metered for short-term turnover rather than all-day use strategy at the station area is two folded according to to provide a liveable and active environment. the different pedestrian catchment areas around the station core (500 m and 1000 m). Limiting on-street parking will unlock space for public realm, create a liveable pedestrian environment and Given the high level of public transport accessibility maximize the available space for the nature reserve at of the area itself, the 500 meter buffer area allows ground level. STRATEGIES a considerable reduction in the number of vehicles inside the area aside from the public transport and Off-street parking should be provided in form of compact private transport destination traffic (mainly related and centralized parking facilities properly sized based on to the residential uses). Considering the station areas the actual demand and within the maximum provision as high activity nodes the vehicular circulation layout allowed. Encouraging the development of centralized reduces to the minimum the necessity of driving parking areas, will result in more efficient traffic flow though the site, confining the access paths to the site with less number of accesses and a more efficient border (within the area between 500 and 100 mm) management. and encouraging the access and percolation of active ECONOMIC IMPACT Where possible above-ground parking facilities should travelling at the station core. be screened behind a building or at least provide The envisaged circulation at the node takes into an active ground-floor frontage with retail or other account the access to the different buildings, as well compatible uses. These parking facilities should be as to the parking facilities, considering that each integrated within the buildings and / or landscape area building’s drop-off should have a direct relationship minimising as much as possible underground parking with both the tertiary and local road network and the structures due to high level of flood risk. relevant parking facilities. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.2.37 Public District parking configuration in urban block around station area (© Mobility In Chain) 212 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Figure 2.2.38 Parking and access strategy at the node scale (© Mobility In Chain) Taxi, pick up and drop off zones The reduction of parking provision at the station and Therefore each building’s drop-off should have a its influence area will allow for higher density, reduced direct relationship with both the road network and development costs resulting in a vibrant mixed-use the relevant parking facilities. pedestrian environment with a high quality public Moreover, both drop-off and car park should have space. access to and from the street. Public parking access The envisaged circulation strategy solution at the points are generally located on the tertiary or local BRT node takes into account also the access to the roads, in order to avoid producing excessive friction different parcels, as well as to the parking facilities. on the main traffic corridors. The drop-off layouts will focused on combining a Dala dala, boda boda and bajaji termini preferably functional solution with a strong sense of arrival for be provided off-street to avoid causing congestion on the site’s users. the main roads and should be incorporated into the Considering the potential commercial and public main BRT interchanges. Where off-street space is not functions installed within the station influence available, on street termini may be provided but they area, the necessity of providing ad efficient relation should preferably be physically segregated from other between the external road network and the parking traffic in lay-bys with specific entry and exit points of accesses, as well as between these ones and the the station area. drop-off areas is of paramount importance in order to guarantee a smooth circulation within the site. Strategies 213 2.2 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Figure 2.2.39 Servicing through the local road network (© Mobility In Chain). Servicing Detouring servicing traffic from the main corridor to the parallel tertiary roads will facilitate the access to loading bays for servicing within the pedestrian IMPLEMENTATION GOVERNANCE & catchment area avoiding wherever possible the interruption of the active fronts. Availability of loading bays is limited and for specified periods only to restrict disruption to the local network across the station area. PILOT PROJECTS 214 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Land Use and Trip Generation Overview Internal Area (GIA), the number of dwelling units and the number of hotel rooms have been used as The land use model of the BRT Phase 1 Corridor main input for the population model assumptions Development Strategy is the fundamental to develop the trip generation model. quantitative input for the development of a The trip generation rates and parameters used population and trip generation model. in the computation were mainly taken or derived The trip generation model produces estimates from local sources and international standards, of the number of person trips attracted and adapted to the conditions in Dar es Salaam. generated by each single plot and land use function during the average weekday and peak The computational process involves in this time periods. sequence: The quantification helps to verify the geometric • Estimation of population willing to access / exit nature of the infrastructures for different transport each plot within the BRT Phase 1 Corridor modes and informs the definition of a consistent development area, and their daily person trip proposal in terms of accessibility to and within the needs corridor development area. • The implementation of a PHF - Peak Hour Factor (AM-PM) - addressing the share of daily Land Use person trips occurring during the peak hour object of the analysis Distribution & Population • A directional split between entering / exiting The land use plan envisages a total GFA of trips from each plots, in respect of the peak 63,970,500 square metres of which 52,119,250 hour considered are residential and 11,788,250 are split among other functions (office, hospitality, retail, civic, • A mode share distribution, and a vehicular industrial, infrastructure and open space), having occupancy factor where relevant. the following distribution in absolute values and percentages: The average Floor Area Ratio (FAR) values, Gross Infrastructure 0.5% Hospitality Industrial Open Space 1% 0.4% 0.3% 82% 7% 5% 5% Residential Office Retail Civic 100% 10% 20% 30% 40% 50% 60% 70% 80% 90% 0% Zone Residential Office Hospitality Retail Civic Industrial Infrastructure Open Space 1 11.507.250 2.190.750 362.000 869.250 1.324.750 - 67.000 33.000 2 11.650.750 499.000 92.250 502.000 539.250 - 6.000 25.250 3 13.880.250 601.250 86.000 576.500 428.500 131.000 49.250 38.750 4 5.661.000 527.000 102.250 593.750 560.500 91.500 41.750 30.250 5 9.420.000 386.750 159.500 438.750 221.750 28.000 144.500 40.250 Total 52.119.250 4.204.750 802.000 2.980.250 3.074.750 250.500 308.500 167.500 Figure 2.2.40 Proposed Gross Floor Area - Median Strategies 215 2.2 Population Model CONTEXT & VISION The population has been organized in the model in three main categories, reflecting three main mobility behaviours: • Residents or permanent population • Workforce, the people employed in the office functions, the service personnel, etc. • Visitors, expressing the daily attendance to the different attractions and retail functions. The population estimates have been evaluated for STRATEGIES each single land use plot based on the defined rates and the GFA as follows: ECONOMIC IMPACT POPULATION EMPLOYEES VISITOR Land Use Household / sqm GIA / emp sqm GIA / vis Dwelling Unit RES1 6 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) RES2 5.5 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) RES3 5 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) IMPLEMENTATION GOVERNANCE & RES4 4.5 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) RES5 4 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) MU1 4 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) MU2 4 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) MU3 4 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) COM1 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) COM² 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) COM3 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) COM4 n° of guests n° of guests COM5 20(civic), 11(office), 16(retail), 30 (hospitality) 100(civic), 110(office), 5(retail), 50 (hospitality) PILOT PROJECTS IND1 45 500 IND2 45 500 IND3 45 110 CIV1 20 45 CIV2 20 5 CIV3 20 100 Figure 2.2.41 Land use rates for the definition of the population model 216 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Population of Users – Residents The outcome of this is a total resident population of 1,808,000 units assuming average FAR values. Out of the total, it was assumed that 80% will be active with approximately (45%) half of these working within the Corridor Development area. The remaining 20% of adult population is assumed being inactive (not performing any trip during the time interval taken into account). Population - Residents density low medium medium-high high Figure 2.2.42 Total provision of residents within the Corridor Development area Population of Users – Workers Total amount of workforce generated among the different function of the proposed landuse is estimated in approximately 1,155,500 units, of which 651,250 are represented by formal jobs and the remaining part (504,250) is represented by informal jobs. Population - Workers density low medium medium-high high Figure 2.2.43 Total provision of workers within the Corridor Development area Strategies 217 2.2 Population of Users - Visitors CONTEXT & VISION Total amount of visitors generated from the land use functions, including also those generated by informal jobs, are estimated at approximately 2,126,521 units. STRATEGIES ECONOMIC IMPACT Population - Vistors density low medium medium-high high Figure 2.2.44 Total provision of visitors within the Corridor Development area IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 218 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Different functions are characterized by different The combination of the attraction and generation user behaviours and different distribution of trips profile generates the occupancy profile. For each throughout the day. These access profiles have been function the profile identify the number of people considered to calculate occupancy profiles of the occupying the different land use functions spaces. different functions. In the trip generation model, by Figure 2.2.45, Figure 2.2.46, & Figure 2.2.47 represent applying user specific hourly profiles to the total the trend of trips going in and out from the different population figures, the total number of person trips plots of the corridor development area , during the attracted and generated by the different land use average weekday. functions has been calculated for the average day duration. 1000000 800000 600000 400000 200000 0 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Inbound Outbound Figure 2.2.45 Daily Occupancy Profile, Residents 1000000 800000 600000 400000 200000 0 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Inbound Outbound Figure 2.2.46 Daily Occupancy Profile, Workers 1000000 800000 600000 400000 200000 0 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Inbound Outbound Figure 2.2.47 Daily Occupancy Profile, Visitors Strategies 219 2.2 The quantification of the attracted and generated The following diagrams show the estimated hourly person trips per each plot will define the relative values of person trips for both the AM and PM peaks. CONTEXT & VISION impact of the different plot of the corridor Translated into vehicle trips, the load on development area in terms of demand for mobility. the road network is quantified as shown in By assuming a mode share distribution, and a Figure 2.2.48 & Figure 2.2.49. vehicular occupancy factor as described in the diagrams below, the total amount of persons trips by mode as and the overall amount vehicle trips have been quantified for the AM and the PM peak hour. BRT STRATEGIES 25% 35% Non motorised trips 15% Car 25% ECONOMIC IMPACT Dala dala Figure 2.2.48 Future Modal Share (MIC assumption) 140 45 IMPLEMENTATION GOVERNANCE & 1 2.5 PILOT PROJECTS Car Dala dala BRT Non motorised trips Figure 2.2.49 Occupancy Rates for each transport mode (MIC assumption) 220 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 AM PM IN 481.291 1.114.760 OUT 795.129 597.791 Figure 2.2.50 Motorised Trips loading the network in AM and PM peak hours 1,963,723 person trips / h of which approximately 37% inbound AM IN 726,578 person trips / h Trip density low medium-low medium medium-high high Figure 2.2.52 AM Peak - Inbound Trips 1,963,723 person trips / h of which approximately 63% outbound AM OUT 1,237,145 person trips / h Trips density low medium-low medium medium-high high Figure 2.2.51 AM Peak - Outbound trips Strategies 221 2.2 Daily Trips IN Daily Trips OUT AM Trips IN AM Trips OUT PM Trips IN PM Trips OUT NMT 35% 2.015.112 2.015.112 259.157 428.146 600.255 321.887 CONTEXT & VISION Car 25% 1.439.366 1.439.366 185.112 305.819 428.754 229.919 Dala dala 15% 863.620 863.620 111.067 183.491 257.252 137.952 BRT 25% 1.439.366 1.439.366 185.112 305.819 428.754 229.919 Figure 2.2.53 Total Trips by Mode Daily Trips IN Daily Trips OUT AM Trips IN AM Trips OUT PM Trips IN PM Trips OUT NMT 1 2.015.112 2.015.112 259.157 428.146 600.255 321.887 Car 2,5 575.746 575.746 74.045 122.328 171.502 91.968 Dala dala 45 19.192 19.192 2.468 4.078 5.717 3.066 BRT 140 10.281 10.281 1.322 2.184 3.063 1.642 Figure 2.2.56 Total Vehicle Trips STRATEGIES 2,634,693 person trips / h of which approximately 65% inbound PM IN 1,712,550 person trips / h ECONOMIC IMPACT Trips density low medium-low medium medium-high high Figure 2.2.54 PM Peak - Inbound Trips IMPLEMENTATION 2,634,693 person trips / h GOVERNANCE & of which approximately 35% outbound PM OUT 922,143 person trips / h PILOT PROJECTS Trip density low medium-low medium medium-high high Figure 2.2.55 PM Peak - Outbound Trips 222 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 Parking Generation Following the same set of assumptions which led to the requirements for car parking. Although the standards determination of the trip generation model, the parking provided will be expected to be met, they are provision was assessed while attempting to minimize intended as guidance and are not, therefore inflexible. the overall amount. The first goal is that of reducing the This guidance will have to be reviewed from time to number of car parks required by the proposed land use time and updated accordingly by the authorities in quantities, still of course guaranteeing a provision which charge. The parking standards apply to all Station remains consistent with the transit oriented vocation of typologies within the entire Corridor Development the proposed framework. The analysis was conducted area. in order to obtain an estimate of the required number of Beyond a limit of 1 km from the BRT station areas, car parking stalls within the Corridor Development area, parking requirements will be assessed independently for each plot and associated function. from the station typology on a case by case basis. The The parking assessment derives the required provision assessment will take into consideration the type of from the population data, applying different rates development proposed, its impacts on the character for different land uses and function typology within of the area, the surrounding uses and the existing the study area. The parking standards set out in road network as well as the accessibility of the site to this guidance are intended to ensure that a new public transport and pedestrians. development, including the change of use or extension of existing uses, adequately addresses the likely CBD / Downtown Centre CBD Commercial (A) CBD Neighbourhood (B) District Centre Gateway Centre City Gateway (C) City Edge Gateway (B) Service Centre Transit Neighbourhood Consolidated Neighbourhood (E) City Shanty Neighbourhood (F) Suburban Neighbourhood (G) Figure 2.2.57 Station typologies along BRT Phase 1 Corridor Strategies 223 2.2 CONTEXT & VISION The following minimum and maximum standard requirements were considered in terms of parking bays per unit of design standard variable: Maximum Parking Rates RESI CIVIC OFFICE RETAIL HOTEL IND CIV INFRA OS cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 (cps / du) sqm sqm sqm sqm sqm sqm sqm sqm STRATEGIES CBD A 1.15 1.25 1.25 1.00 1.15 0.75 1.25 0.00 0.10 CBD B 1.15 1.25 1.00 0.50 1.15 0.75 1.25 0.00 0.10 GATEWAY C 1.15 1.00 1.75 2.00 1.15 0.75 1.00 0.00 0.10 GATEWAY D 1.25 1.75 1.25 1.00 1.15 0.75 1.75 0.00 0.10 DISTRICT CENTRE 1.25 1.25 1.50 2.00 1.15 0.75 1.25 0.00 0.10 SERVICE CENTRE 1.35 1.50 1.25 1.25 1.15 0.75 1.50 0.00 0.10 ECONOMIC IMPACT TRANSIT NEIGHBOURHOOD E 1.35 1.50 1.50 1.50 1.15 0.75 1.50 0.00 0.10 TRANSIT NEIGHBOURHOOD F 1.35 1.75 1.75 1.75 1.15 0.75 1.75 0.00 0.10 TRANSIT NEIGHBOURHOOD G 1.35 2.00 1.75 2.00 1.15 0.75 2.00 0.00 0.10 >1000 m from station core 1.50 2.00 2.00 2.00 1.15 0.75 2.00 0.00 0.10 Figure 2.2.58 Maximum Parking Rates for the definition of the parking demand for each land use type Minimum Parking Rates IMPLEMENTATION GOVERNANCE & RESI CIVIC OFFICE RETAIL HOTEL IND CIVIC INFRA OS cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 cps / 100 (cps / du) sqm sqm sqm sqm sqm sqm sqm sqm CBD A 0.00 0.20 0.20 0.25 0.25 0.75 0.20 0.00 0.10 CBD B 0.00 0.20 0.20 0.25 0.25 0.75 0.20 0.00 0.10 GATEWAY C 0.25 0.30 0.30 0.50 0.50 0.75 0.30 0.00 0.10 GATEWAY D 0.25 0.30 0.30 0.25 0,25 0.75 0.30 0.00 0.10 DISTRICT CENTRE 0.30 0.40 0.40 0.50 0.50 0.75 0.40 0.00 0.10 PILOT PROJECTS SERVICE CENTRE 0.35 0.50 0.50 0.30 0.30 0.75 0.50 0.00 0.10 TRANSIT NEIGHBOURHOOD E 0.35 0.50 0.50 0.30 0.30 0.75 0.50 0.00 0.10 TRANSIT NEIGHBOURHOOD F 0.35 0.50 0.50 0.30 0.30 0.75 0.50 0.00 0.10 TRANSIT NEIGHBOURHOOD G 0.35 0.50 0.50 0.50 0.50 0.75 0.50 0.00 0.10 >1000 m from station core 0.50 0.75 0.75 0.50 0.50 0.75 0.75 0.00 0.10 Figure 2.2.59 Minimum Parking Rates for the definition of the parking demand for each land use type 224 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 These assumptions are related to the proposed parking C - 1000 m ass Cl strategy, which defines a dedicated parking provision Cl a and an evenly distributed set of public parking facilities ss B - 500 ss m D shared among the land use functions. la -> C A - 20 A next step has further optimized the parking provision ss 1000m 0m Cla by applying two types of reduction factors: 1. TOD proximity discount – depending on the no - 50% distance from the TOD core and related public reduction transport accessibility level - 25% 2. Mixed use development discount – although each land use has a defined nominal parking rate, - 10% these can be reduced in mixed use developments Figure 2.2.60 TOD core proximity discount by including a combination of major land use types such as residential, retail, office, commercial and civic. The mixture of uses can be horizontal and vertical, but not necessarily in the same building or site. The only condition relies on the proximity of different land uses within a walking distance of 200-250 m. Optimized rates take advantage of the synergy between adjacent uses that is obviously valid only if mutual spatial distance across different - 10% functions. The proposed methodology also takes into account a percentage of shared parking spaces for the complex mixed land use categories. The discount applied for the site classified as Mixed use is 10 % in relation to the total daily amount of parking spaces required by the land use framework. Figure 2.2.61 Mixed use development discount Strategies 225 2.2 CONTEXT & VISION Parking Demand - Results The estimate gives total maximum provision of about 536,641 parking stalls required across the Corridor Development area to accommodate for the expected demand. On the other hand, the minimum provision estimates in total 143,531 car park spaces. Requirements for each land use function are reported STRATEGIES in Figure 2.2.62 MIN parking provision MAX parking provision LAND USE (car par spaces) (car par spaces) Residential 406.434 103.580 ECONOMIC IMPACT Office 32.738 9.367 Civic 15.113 4.659 Retail 27.739 7.123 Hotel 4.864 1.868 Industrial 1.087 1.087 Open Space 111 111 Other 9.919 3.447 IMPLEMENTATION GOVERNANCE & Figure 2.2.62 Maximum and minimum parking demand for each land use function PILOT PROJECTS 226 BRT Phase 1 Corridor Development Strategy | Strategies 2.2 The images below show the amount of parking provision in terms of cps / sqm computed for the Corridor Development area. Thus, the images are representative of the minimum and maximum amount of car parking stalls required per plot, taking in consideration the different functions. Number of parking stalls 0 - 50 51-150 151-400 401-700 701-1200 1201-2670 Figure 2.2.63 Minimum parking demand per each land use plot Number of parking stalls 0 - 50 51-150 151-400 401-700 701-1200 1201-2670 Figure 2.2.64 Maximum parking demand per each land use plot *Please note that the below represented parking demand will inform the overall parking distribution, that will have to be aligned with the proposed parking strategies mentioned at the beginning of the chapter and city-wide policies. Strategies 227 2.2 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Aerial view of BRT Phase 1 Corridor and adjacent urban settlements. (© Mobility In Chain) 228 BRT Phase 1 Corridor Development Strategy | Strategies  Strategies 229 CONTEXT & VISION STRATEGIES 2.3 ECONOMIC IMPACT Strategies - Integrated Infrastructure The integrated infrastructure strategy presents the physical requirements and preferred approach for providing the enabling infrastructure to secure the long-term success and functionality of the current BRT route in Dar es Salaam, as well as to support the IMPLEMENTATION GOVERNANCE & anticipated improvements within the corridor’s area of influence. Dar es Salaam’s BRT corridor represents a significant capital investment that needs to be adequately supported by urban infrastructure that is sufficient, appropriate and ultimately integrated within the corridor to ensure the long-term sustainability of a significant city asset. This strategy builds on the foundation of the outcome of the development scenario strategies as well as the infrastructure findings of the income survey, conducted in September 2017, which provides the basis for understanding how future infrastructure needs to be integrated with the current reality, to address current shortfalls in levels of PILOT PROJECTS service as well as to provide capacity for the envisioned future of the BRT corridor. An overarching message that emerges from the strategy is that the anticipated increase in land use and population will require additional infrastructure, at a significant investment cost. 230 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Integrated Infrastructure Strategy The Dar es Salaam Metropolitan Development Project aims to leverage the principles of Transit Oriented Development to unlock development potential within the BRT Phase 1 Corridor and to bring structured improvements to the rapidly growing city of Dar of Salaam. Infrastructure has a fundamental role to play in ensuring the success of this future vision. It is essential that the provision and roll out of infrastructure adopts an integrated approach that embodies the following approaches. Key Aspects of Infrastructure Strategy Recommendations Improved Levels of Service: Electricity: 01 04 • For all of water, sewer and electricity, • 12 new-build 80 MVA substations are improved levels of service have been recommended to provide the required anticipated, which comes with higher coverage within the corridor. utility demands per capita. This, combined • New 132 kV loop in / loop out overhead with the increase in population density lines will be required to supply these within the corridor, has significant substations, as well as the required implications for the provision of bulk upgrades of existing substations. services within the study corridor. Stormwater: Water: 05 02 • It is proposed that Sustainable • The existing DAWASCO master plan needs Urban Drainage Systems (SUDS) be to be carefully integrated with the vision of implemented at both a plot and regional the BRT corridor and the water and sewer level to mitigate the flooding situation proposals put forward as part of this strategy. experienced in Dar es Salaam. • The change in urban form will require • Such a system requires the institutional the relocation of portions of the water capacity to ensure that building plans distribution network as well as increases have accounted for sufficient on-site in proposed sizing of the network and attenuation and that a corridor wide significant reservoir upgrades, in the stormwater management plan is order of four times the current capacity. developed and consistently updated. Wastewater: • The flood risk map highlights areas 03 within the Phase 1 Corridor that need • It is proposed that the future Jangwani to be reserved to allow natural drainage wastewater treatment works be relocated and flood events to occur, without to the South of Morogoro road, to open inundating human habitation. up the current location for incorporation into a proposed green urban park space. • It is proposed that a new wastewater treatment works be implemented in the University region, to cater to the western portion of the corridor, for which no sewer plans are currently in place. Strategies 231 2.3 CONTEXT VISION & VISION STRATEGIES STRATEGIES ECONOMIC ECONOMIC IMPACT AND FUNDING IMPACT BRT Corridors can act as a conduit for infrastructure provision | Image Credit: ITDP IMPLEMENTATION IMPLEMENTATION GOVERNANCE GOVERNANCE& Solid Waste: Safeguarding of Land: 06 07 • Recommendations have been made • Plans need to be initiated to ensure & for corridor-wide transfer facilities, with the safeguarding of land for future the focus being on community-based reservoir expansions, substations waste collection points for and wastewater treatment works. collection, sorting and recycling. • The recommended waste hierarchy PILOT PILOTPROJECTS of reduce, reuse, recycle, recovery and only ultimately disposal needs to PROJECTS be adopted in order to mitigate solid waste challenges in the corridor. 232 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Key Elements of the TOD Corridor Infrastructure Strategy A successful integrated infrastructure strategy Existing utility requirements in Dar es Salaam will for the Dar es Salaam BRT Phase 1 Corridor be less than this envisioned future, both in terms is dependent on four key elements and their of the quantum that would initially have been alignment with one another. These elements are: planned for, and the reality of services delivered on the ground. 01 An acceptable level of service for each utility 02 Ensuring bulk provision is Figure 2.3.2 highlights a direct comparison sufficient for each utility between a stipulated water demand from the Tanzanian ministry of water and irrigation, per 03 Efficient distribution of the bulk capita, versus commonly accepted ‘improved’ service within the urban form levels of service in Africa (in this case, South Africa), 04 Incrementally upgrading the infrastructure for an equivalent household (middle income, network to ensure feasibility residential 3) These are each expanded on below. This illustrates how current planning in Dar es Salaam caters for a lower water demand Level of Service than an aspirational, and realistic, future water demand. Naturally, there are arguments that The level of service is the anticipated and can be made around future curtailment of planned utility demand that a typical household, utility consumption amid growing stresses on office, commercial unit or industrial operation the extraction of utilities. However, for planning needs to function as required. It is a function purposes for the envisioned future of the corridor, of a number of factors, such as household size, it makes sense to work with a higher level of service income level (higher earners tend to have higher that is in all likelihood a more accurate prediction utility demands), functionality requirements of of the future reality. offices and commercial spaces, and the nature of industrial developments. As such, the proposed Level of Service, for each utility for residential units, is specified in In the case of the TOD corridor, a future level of Figure 2.3.1 service is required to cater for the aspirational requirements of the planned housing and commercial units, and needs to be considered when planning future infrastructure developments and ensuring sufficient bulk capacity is available to supply the anticipated future demand. Proposed Level Utility Element Utility Unit Water demand of Service Level of Service Reference (litre / c / d) l / day / dwelling Water 600 unit l / day / dwelling Tanzanian Ministry of Sewer 500 85 unit Water and Irrigation kVA / Electricity 2.4 Improved Level of Service dwelling unit (Guidelines for Human 150 kg / day / dwelling Settlement Planning and Solid Waste 6.45 unit Design – South Africa) Figure 2.3.1 Proposed level of service Figure 2.3.2 Level of Service comparison – for residential units Tanzania and an improved Level of Service Strategies 233 2.3 Such figures can be refined based on the type of Bulk Provision and Distribution residential unit (Single standing units versus flats), as CONTEXT & VISION well as household income level. However, for planning The reliability of each infrastructure utility is inherently purposes, these numbers are sufficient. linked to the bulk source from which that utility draws itself. Should there be a shortfall in the quantum of supply Similar philosophies have been applied in terms of of raw water or electrical generation, for instance, there demand requirements for offices, commercial units and will naturally be a shortfall in supply to the end-user. industrial land uses. As was highlighted earlier in this section, this is the Making use of these anticipated levels of service will current case in Dar es Salaam, particularly for electricity. ensure that as the upgrading of the corridor unfolds, This concept is illustrated in Figure 2.3.3. sufficient allowance will be made for the anticipated The ultimate delivery of services to a neighbourhood is requirements of the upgraded land uses. It will also dependent on sufficient storage of the raw utility (bulk STRATEGIES highlight the key projects that need to be in place to storage), efficient conveyance of this through a bulk utility unlock the regeneration of the corridor. line and then ultimately the distribution of the utility at the urban block scale. The infrastructure strategy has adopted the following approach to address this. ECONOMIC IMPACT IMPLEMENTATION Figure 2.3.3 Bulk storage, conveyance and distribution GOVERNANCE & 1 Bulk Storage / Generation 2 Utility Conveyance Utility Distribution 3 Based on the 6 zones stipulated in the The conveyance supply to each zone Within a zone of the BRT corridor, land use schedule, a demand analysis has been designed to cater for the specific nodes of supply are required has been carried out for each zone to daily demand and instantaneous peak to be checked that the requirements determine the quantum of potable requirements of that particular zone. of urban blocks can be catered for water, sewage yield, energy demand The nature of this varies by utility, but in by the distribution network. At the PILOT PROJECTS and solid waste generation for each principal the conveyance network needs Zone scale, this is too broad, with zone. These can be combined to to ensure that the future planned vision each zone needing to be broken down produce an overall utility requirement is catered for. into portions that can be individually for the BRT corridor, which can then be analysed. This exercise will be carried verified against Dar es Salaam’s future out as part of the final infrastructure infrastructure planning, and to ensure strategy submission. that this considers the requirements of the corridor. Figure 2.3.4 Infrastructure strategy 234 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Incremental Upgrading of Infrastructure Networks A key element of ensuring a successful infrastructure strategy is the recognition of an incremental approach to improving infrastructure systems, particularly in the case of Dar es Salaam’s BRT corridor which consists of existing urban forms that are going to require a combination of refurbishment, re-alignment and in some cases replacement. This, in alignment with the proposed phasing strategy for the corridor, acknowledges that changing the urban form will be a lengthy and disruptive process, which needs careful planning of new infrastructure roll out, temporary relocation of households and sufficient investment in public infrastructure to cater for the future vision. Incremental Phase 1: The Current Situation There is a backbone of bulk infrastructure that will be maintained and upgraded, as required, to supply the future vision of the corridor. Owing to the rapid urbanisation that has taken place in Dar es Salaam, it is envisaged that significant portions of the existing distribution infrastructure networks may well require replacement, as they will not align with the future urban form and allocated right of ways. Strategies 235 2.3 Incremental Phase 2: Structured Infrastructure Provision CONTEXT & VISION STRATEGIES Manageable work packages are identified and The scale of development will be a function of the prioritised for development. This will require a number of households that can be reasonably portion of residents to be relocated to facilitate the relocated at a time, ensuring suitable decanting land formalisation of infrastructure networks within a new is available to accommodate them and that bulk ECONOMIC IMPACT urban form. infrastructure provision can cater for the anticipated increase in demand. Incremental Phase 3: Formalised Density IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Incremental upgrading of identified packages upgrades proceeding prior to formalisation of the continues, with the targeted high densities of demand-intensive high-density developments. certain areas coming online. This has to be carefully staggered with the required upgrading These key elements are now used to inform the of bulk utility provision (water supply, wastewater specific strategies for each infrastructure type for the treatment, energy supply and distribution), with bulk BRT corridor. 236 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 University Storage Reservoir c=45,400 m3 (Potential Upgrade) Kimara Storage Reservoir c=34,200 m3 (Potential Upgrade) KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI URAFIKI Legend Primary Bulk Supply ≥ 525 mm Ø Secondary Bulk Supply ≥ 225 mm Ø Figure 2.3.5 Location of Kimara and University storage reservoirs, relative to the corridor Strategies 237 Proposed Water Strategy 2.3 CONTEXT & VISION STRATEGIES MOROCCO TERMINAL KINONDONI MWANAMBOKA ECONOMIC IMPACT MKWAJUNI TIP TOP ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL PILOT PROJECTS 238 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Infrastructure Strategy: Water Bulk Provision The water supply strategy for the BRT corridor Dar es Salaam receives its water from a series study area is reliant upon a combination of the key of hinterland reservoirs, with transmission lines following attributes: transferring water to urban-based reservoirs, for distribution. The BRT corridor study area is • Bulk supply and provision of water supplied by the Upper and Lower Ruvu systems. It allocated for the study area is important to note that according to the DAWASA • Distribution network strategy to convey preliminary design report for new water distribution stored water throughout the corridor networks in Dar es Salaam, water balance calculations suggest that all supply sources, with • The anticipated demand for water within the exception of the lower Ruvu system, are likely to the corridor, based on the aspirational level fall short of anticipated demands, at a 2032 horizon. of service and proposed land use schedule As such, while this section deals with the corridor for the future vision of the corridor specifically, the future capacity of these hinterland The key Elements for the Implementation systems, as well as their capacity to treat water, of Each of These is Expanded on Here. needs to be considered to ensure that the corridor can be supplied. The BRT corridor study area is served by two municipal water storage reservoirs, namely: • Kimara reservoir – capacity: 34,200 m3 • University reservoir – capacity: 45,400 m3 Combined, they represent a total of 79,600 m3 available storage capacity for distribution in the corridor. The relative location of these facilities in relation to the corridor is illustrated in Figure 2.3.5. It is important to note that while these reservoirs are primarily reserved for supplying the needs of the existing Morogoro road corridor and portions of the CBD, adjacent areas do draw from them as well, particularly the Masaki Peninsula. Municipal plans also suggest that University Reservoir will be used to supply portions to the north of here, such as Mbezi Beach. Therefore, it cannot be assumed that the full capacity will be reserved for future expansion of the BRT corridor. An integrated infrastructure approach will need to ensure that the future requirements of the corridor, as well as those of adjacent areas, are catered for in any upgrading plans to these two reservoirs. Strategies 239 2.3 Distribution Network Strategy CONTEXT & VISION From the storage reservoirs, water is required to be This philosophy is well demonstrated by conveyed throughout the study area, to supply all Dar es Salaam’s existing water network, as regions, through a series of bulk pipelines, gradually demonstrated in this capture of the city’s existing reducing in size as take-off of water decreases. master plan, from the University Reservoir heading east towards the city Centre. STRATEGIES ECONOMIC IMPACT Figure 2.3.6 Current bulk water supply heading east from University, with declining pipe diameters This network needs to be maintained as much These lines will have their alignments as possible, to maximise the use of existing maintained, but will require an increase in infrastructure prior to the implementation of size to cater for the demand requirements. upgrades and new pipelines. It is however foreseen 03 Shift existing bulk supply line: It is that there will be a requirement for the installation anticipated that certain bulk supply of new distribution networks and the upgrading IMPLEMENTATION lines may require realignment to fit GOVERNANCE & of existing ones, in certain corridors. These are within the future road network of the captured in the water layout at the end of this corridor, where their existing alignment section. contradicts the future road alignment. It is foreseen that a combination of four 04 Shift and capacity check of bulk supply approaches will be required to be implemented on lines planned by the Municipality: The the water distribution network to service the BRT municipality has undertaken planning corridor: in terms of future supply lines within the corridor. While many of these can be 01 Maintain existing bulk supply line as is: maintained, some of them will require PILOT PROJECTS Where the future demand of a zone can shifting and / or capacity increases to be suitably supplied by the residual cater for the anticipated demand. network, such bulk supply lines will simply remain as is going forward. A combination of the above four approaches will be required to distribute water effectively within 02 Upgrade existing bulk supply line: Certain the BRT corridor area. bulk lines have been identified as requiring increased capacity to serve the anticipated demand. 240 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Water Demand Estimate Based on the 6 zones as detailed in the Urban These estimates can then be used to test the Planning component of the strategy, anticipated capacity of the existing storage and conveyance water demand estimates can be generated for networks to provide adequate water. A key each zone within the corridor. These estimates are informant of the demand estimates is the a function of: proposed level of service proposed per capita. As stated previously, current Dar es Salaam standards • Unit water demand, per land use, based on allow for 85 l / c / d, whereas an aspirational the future Level of Service for the corridor developed standard would be approximately 150 • The land use schedule breakdown of the l / c / d. Given this significant variation, both figures zone, in terms of residential units, office, have been assessed, to determine the impact of an commercial, industrial and other land uses. aspirational level of service on the water network, in conjunction with the anticipated densification and increase in population, to determine the overall impact on water demand. Anticipated demands are provided in Figure 2.3.7 BRT Corridor Water Demand ESTIMATE Aspirational Level of Service Current Level of Service Annual Annual Water Average Daily Water Average Daily Land Zone Unit Number Demand / Unit Demand Demand / Unit Demand Description (kl / day) (AADD) (kl / day) (AADD) (kl / day) (kl / day) Residential Population 387,750 0.15 58,163 0.085 32,959 Office, Retail, 1 m² GLA 4,746,750 0.004 18,987 0.004 18,987 industrial Sub-Total 77,150 Sub-Total 51,946 Residential Population 411,750 0.15 61,763 0.085 34,999 Office, retail, 2 m² GLA 1,632,500 0.004 6,530 0.004 6,530 industrial Sub-Total 68,293 Sub-Total 41,529 Residential Population 482,000 0.15 72,300 0.085 40,970 Office, retail, 3 m² GLA 1,823,250 0.004 7,293 0.004 7,293 industrial Sub-Total 79,593 Sub-Total 48,263 Residential Population 184,750 0.15 27,713 0.085 15,704 Office, retail, 4 m² GLA 1,875,000 0.004 7,500 0.004 7,500 industrial Sub-Total 35,213 Sub-Total 23,204 Residential Population 341,750 0.15 51,263 0.085 29,049 Office, retail, 5 m² GLA 1,234,750 0.004 4,939 0.004 4,939 industrial Sub-Total 56,202 Sub-Total 33,988 TOTAL 316,449 TOTAL 198,929 Figure 2.3.7 Water demand estimate, per zone, for the BRT corridor Strategies 241 2.3 CONTEXT & VISION A total daily water demand of approximately 316,500 kl is anticipated for the future BRT corridor. It is important to keep in mind the key assumptions upon which this is based: • Average figures for future population of home-based and work-based needs and GLA of office and commercial • This figure is reasonable and somewhat space have been assumed conservative for a high density urban • Based on an average population estimate setting – reference figures give 600 of 1.808 million, this equates to a daily l / household / day for apartments consumption of 175 l / capita / day, inclusive STRATEGIES Water Demand Analysis It is useful at this point to compare this quantum with the current demand estimate, based on current population figures and current Tanzanian Level of Service standards for water (85 l / c / day). ECONOMIC IMPACT Current Future Level of Service (l / c / day) 85 175 Daily Water Demand (m / day) 93,500 316,500 Figure 2.3.8 Comparison of current and anticipated water demand The demand estimate illustrates the significance A more pertinent question to ask is what level of the shortfall in current bulk storage versus of service should reasonably be targeted, for IMPLEMENTATION GOVERNANCE & future demand. At full capacity, and not taking both the corridor and Dar es Salaam as a whole. into consideration adjacent urban areas serviced Figure 2.3.8 demonstrates the additional storage by the University Reservoir, storage capacity for capacity that will be required at 150 l / c / d, as the corridor sits at 79,600 kl, compared to an opposed to maintaining current levels of service anticipated AADD of 316,449 kl; therefore, the of 85 l / c / d, which is in the order of 60% (316 Ml network’s current storage capacity will be able versus 198 Ml). to cater for just over 25% of the future demand requirements. Interestingly, the current supply of However, it is not only storage facilities that will 79,600 kl is 15% short of current demand (based on need to be upgraded, but the distribution networks current population, and current demand of 85 l / c as well. Improvements will be needed to convey PILOT PROJECTS / d), which aligns with some of the findings of the additional water than was previously anticipated. income survey in terms of water outages within the To assess this, a WADISO model was run on the corridor. existing network with existing demands, and the future network with future demands of 150 l / c / d and 85 l / c / d, to test the impact on the bulk distribution lines. 242 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 The comparative impacts are illustrated here, for the region just East of the Kimara reservoir: The colours refer to the following: Existing bulk supply line Proposed new build DAWASCO supply line, as per DAWASCO’s proposed sizing Proposed new build DAWASCO supply line, as per Aurecon’s proposed sizing Proposed new build supply line, over and above current DAWASCO proposals The difference between the two levels of service can be clearly seen in terms of new build lines required for 150 l / c / d that are not required if the status quo of 85 l / c / d is maintained. This brings into question an important consideration: what is a suitable future level of service for the study area? While the proposals of this strategy have allowed for the aspirational demand of 150 l / c / d, careful consideration should be given to whether such an aspiration can be tempered somewhat, to bring down additional storage and conveyance requirements and their associated cost. The implications of this for the water strategy are: • Careful phasing of the improvements to the corridor, to ensure that demand brought online can be catered for by the current storage capacity • Inevitable increases in capacity at the two storage reservoirs will need to be planned and phased to pre-empt the unlocking of significant new bulk within the corridor. Figure 2.3.9 Comparison of effects of 85 l / c / d (top) and 150 l / c / d CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 243 2.3 Strategies d (bottom) 244 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 University Ground Reservoir C = 45,400 m3 Kimara Ground Reservoir C = 34,200 m3 KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI URAFIKI Legend Existing Bulk Supply Proposed DAWASCO Bulk Supply Figure 2.3.10 Bulk Water Supply DAWASCO Strategy Strategies 245 Bulk Water Supply - DAWASCO Proposal 2.3 CONTEXT & VISION STRATEGIES MOROCCO TERMINAL KINONDONI MWANAMBOKA ECONOMIC IMPACT MKWAJUNI TIP TOP ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL PILOT PROJECTS 246 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 University Ground Reservoir 1200 mm Ø Pipe 1100 mm Ø Pipe C = 45,400 m3 Kimara Ground Reservoir C = 34,200 m3 2 x 1200 mm Ø Pipe KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI URAFIKI 2 x 1200 mm Ø Pipe 1100 mm Ø Pipe 800 mm Ø Pipe 1000 mm Ø Pipe Legend Existing Bulk Supply Proposed Bulk Supply Figure 2.3.11 Bulk Water Supply Proposed Strategy Strategies 247 Bulk Water Supply - Strategy Proposal 2.3 CONTEXT & VISION Note: Refer to drawing “Bulk Water Supply – DAWASCO Proposal”. This proposed network, which has been put forward by DAWASCO for the future of portions of Dar es Salaam, including the study corridor, has been referenced in this study. As a result of the strategy (increase density and level of ser- vice), increases in pipe diameters and new-build pipes have been proposed to cater for the anticipated increase in demand. STRATEGIES MOROCCO Zone TERMINAL AADD Summary: Assume 150 / L / C / D Zone 1 77.150 m3 / d Zone 2 68.293 m3 / d KINONDONI Zone 3 79.593 m3 / d MWANAMBOKA Zone 4 35.213 m3 / d Zone 5 56.202 m3 / d ECONOMIC IMPACT MKWAJUNI Total 316.449 m3 / d TIP TOP ARGENTINA MANZESE Note MOROCCO MWEMBECHAI HOTEL AADD : Annual average daily demand MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL PILOT PROJECTS 248 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Infrastructure Strategy: Sanitation The sanitation strategy for the BRT corridor study Sewage Treatment Work area adopts a different approach to that taken for Location and Size water, owing to the significant factor that current conventional sewerage networks are only present As highlighted previously, Dar es Salaam currently in the old city centre, with the majority of the has no formal sewage treatment works. Discharges corridor not serviced at all. As such, the strategy from the city centre network, as well as collections is less focused on utilising existing infrastructure from conservancy tanks in urban areas are and retrofitting where required, and more focused transported to existing maturation ponds scattered on the new build assets that will comprise a future throughout the city. sewerage network. Advanced plans are afoot for the city to construct The strategy is reliant upon the combination of the a formalised and modern wastewater treatment following key attributes: works in Jangwani, just north of Morogoro Road • The location and capacity of any future sewage opposite the current BRT depot. The proposed treatment works (WWTW), built and functional layout and location of these works is illustrated in Figure 2.3.12. • The sewer reticulation network to convey raw sewage from urban Based on the proposed design of this facility, it areas to the proposed WWTW is assumed that it has sufficient capacity to cater • The anticipated sewage yield within the for the city’s roll out of formalised water-borne corridor, based on the aspirational level of sewage within the corridor, up until Sam Nujoma service and proposed land use schedule Road in Ubungo. It is anticipated that this facility for the future vision of the corridor has not been designed with the future urban vision of the corridor in mind, as described in this study, • Given that it is a water-borne sewerage and has only taken the existing urban form into system, it is also dependent on water account. The location of this facility, relative to the supply being provided to the corridor. corridor, is illustrated in Figure 2.3.13. The key elements for the implementation of each of these is expanded upon here. Figure 2.3.13 also highlights the anticipated need for a secondary WWTW in the west of the corridor, close to the current University estate, to provide treatment to portions west of Sam Nujoma Road, which are not catered for in the current Jangwani WWTW capacity. Strategies 249 2.3 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Figure 2.3.12 Proposed location of the Jangwani WWTW IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Existing water sanitation facility in Dar es Salaam 250 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 The proposed location of the Jangwani WWTW, while making technical sense (lowest point in the catchment, easy Proposed Replacement of discharge to the river), raises significant Ponds With WWTW concerns in terms of best use of land for this open, green portion of land close to the bustling city centre. It does not align with the preferred vision of safeguarding the area for future recreational use. Rising Main to WWTW Proposed Pump Therefore, it is proposed that while the Station Jangwani WWTW cannot be completely removed from any future networks, there is an opportunity to relocate it to the portion of open land just to the south of the existing BRT bus depot. This location will better serve the city in two ways: KOROGWE KIMARA It releases the valuable open land to the TERMINAL KONA BUCHA BARUTI north of Morogoro road for recreational UBUNGO KIBO TERMINAL use UBUNGO MAJI SHEKILANGO The BRT bus depot can act as a buffer, URAFIKI shielding the WWTW from Morogoro road. The proposed relocation of the WWTW is illustrated in Figure 2.3.14 Ubungo Ponds Area Unserviced by Current Proposed Jangwani WWTW Options: 1. Continue with conservancy tank / pit latrine approach 2. Institute waterborne sewerage network with new WWTW Figure 2.3.13 Proposed location of Jangwani WWTW and extent of the conveyance network, and the anticipated future WWTW Strategies 251 Bulk Sewer Strategy 2.3 CONTEXT & VISION STRATEGIES Proposed Pump MOROCCO Station TERMINAL KINONDONI Jangwani WWTW MWANAMBOKA ECONOMIC IMPACT MKWAJUNI TIP TOP ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL Jangwani WWTW PILOT PROJECTS 252 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Figure 2.3.14 Proposed relocation of current planned location of Jangwani WWTW Jangwani WWTW - TOD Assessment & Proposal This relocation needs to be considered in terms of • Option 1: Maintain the design philosophy the broader TOD principals, and combined with the of Jangwani WWTW serving the corridor Study Area Framework. The area can foreseeably between Sam Nujoma Road and the old become a combined infrastructure services hub, city centre, while the corridor portion to inclusive of solid waste facilities and possible the west will be serviced by a new build educational programmes. WWTW within the University vicinity. • Option 2: Investigate options for increasing the It is recommended that this concept be tested with capacity of the Jangwani WWTW (alternative municipal officials as soon as possible, so that any technology, footprint increase), and institute current planning can be modified to better serve conveyance mechanisms to convey all the future purpose of the corridor. sewage within the corridor to Jangwani Figure 2.3.17 also highlights the anticipated need WWTW, thus removing the requirement for for a second WWTW in the west, to cater for that a second WWTW close to the university. portion of the corridor not served by the Jangwani These two concepts are highlighted in the WWTW. sanitation layouts of this chapter. While Option 2 could be preferable, to mitigate the need for a new This however is not set in stone, and it there are WWTW facility within the corridor, it is very much foreseeably two options that can be implemented dependent on the capacity of both the available for bulk sewage treatment: technology and space at Jangwani to potentially increase the capacity of this facility. Such a study should be recommended as part of the outcomes of this strategy, to test with the local authorities and their future plans for the Jangwani WWTW. Sewerage Reticulation Network Strategy Strategies 253 2.3 The sewerage reticulation strategy consists of two environment, certain portions of a development main elements that are required to ensure safe and will require rising mains to evacuate sewage, since CONTEXT & VISION adequate conveyance of sewage generated to the the topography does not allow for gravity flow to future WWTW locations. the WWTW. The combination of this strategy is illustrated in Figure 2.3.15. These are: • Gravity mains, utilising gravity to convey sewage downstream • Rising mains and pump stations, which facilitate the pumping of sewage from natural low points to higher positions, and usually to discharge into a WWTW STRATEGIES Gravity mains are far cheaper and are always prioritised, but it is inevitable that in any urban ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Figure 2.3.15 Combination of gravity and rising main networks PILOT PROJECTS A comparative sewer flow analysis was conducted relevant wastewater drawings of this report. Using to compare flows anticipated based on the strategy local design standards and peak factors, certain versus the design flows that DAWASCO have pipe sizes do change, while others remain constant allowed for in the original design of the Jangwani with the initial DAWASCO design. WWTW. This comparison can be seen in the 254 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Sewage Yield Estimate Based on the 6 zones as detailed in the Urban These estimates can then be used to test the Planning component of the strategy, anticipated capacity of the future planned treatment works to sewage yield estimates can be generated for each handle the anticipated flows. zone within the corridor. These estimates are a function of: Sewage yields are provided in Figure 2.3.16. • Unit sewage yield, per land use, based on the future Level of Service for the corridor • The land use schedule breakdown of the zone, in terms of residential units, office, commercial, industrial and other land uses. • Conversion rates of potable water to sewage, based on land use. BRT Corridor Wastewater Demand Estimate Aspirational Level of Service Current Level of Service Annual Annual Wastewater Wastewater Land Average Daily Average Daily Zone Unit Number Demand / Unit Demand / Unit Description Flow (AADF) Flow (AADF) (kl / day) (kl / day) (kl / day) (kl / day) Residential Population 387,750 0.12 46,530 0.068 26,367 Office, Retail, 1 m² GLA 4,746,750 0.0034 16,139 0.0034 16,139 Industrial Sub-Total 62,669 Sub-total 42,506 Residential Population 411,750 0.12 49,410 0.068 27,999 Office, Retail, 2 m² GLA 1,632,500 0.0034 5,551 0.0034 5,551 Industrial Sub-Total 54,961 Sub-total 33,550 Residential Population 482,000 0.12 57,840 0.068 32,776 Office, Retail, 3 m² GLA 1,823,250 0.0034 6,199 0.0034 6,199 Industrial Sub-Total 64,039 Sub-total 38,975 Residential Population 184,750 0.12 22,170 0.068 12,563 Office, Retail, 4 m² GLA 1,875,000 0.0034 6,375 0.0034 6,375 Industrial Sub-Total 28,545 Sub-total 18,938 Residential Population 341,750 0.12 41,010 0.068 23,239 Office, Retail, 5 m² GLA 1,234,750 0.0034 4,198 0.0034 4,198 Industrial Sub-Total 45,208 Sub-total 27,437 TOTAL 255,422 TOTAL 161,406 Figure 2.3.16 BRT Corridor Water Demand Estimate Strategies 255 2.3 A total daily flow of approximately 255,000 kl is CONTEXT & VISION anticipated for the future BRT corridor. As was highlighted in water, discounting the level of service demonstrates how the overall wastewater yield can be reduced, to 161,000 kl. It is important to keep in mind the key assumptions upon which this is based: • Average figures for future population and GLA of office and commercial space have been assumed STRATEGIES • Based on an average population estimate of 1.808 million, this equates to a daily yield of 141 l / capita / day, inclusive of home-based and work-based needs This yield estimate highlights the quantum of sewage that will require suitable conveyance and treatment, within the corridor. This is a sizable number, and based purely on the volume, suggests ECONOMIC IMPACT that the approach of adopting two WWTW will be required to treat the anticipated flows. It is pertinent to highlight that the currently planned Jangwani WWTW has been designed for a 200 ML capacity. This therefore is aligned with the corridor’s estimate of 241 ML, assuming a portion of the area’s wastewater will be treated at a secondary works. The implications of this are similar to the case of IMPLEMENTATION GOVERNANCE & water, with the exception that significant capital investment will need to be made up front in treatment works, in order to be able to accept flows once the network is formalised. PILOT PROJECTS 256 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Proposed location of new WWTW as per TOD Study C = 45,682 m3 / d Zone 4 Proposed Lifting Station Zone 5 Rising Main KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI URAFIKI Stabilization Ponds C = 8,000 m3 / d Legend Lifting Station Main Network Junction XXX DAWASCO Proposed Gravity Main XXX Aurecon Proposed Upgrade Aurecon Proposed Gravity Main Rising Main Stabilization Ponds Figure 2.3.17 Proposed Bulk Sewer (Option 1) - Conveyance and Treatment Strategies 257 Bulk Sewer Strategy 2.3 CONTEXT & VISION Zone ADF Summary: Assume 120 / L / C / D Zone 1 58.059 m3 / d Zone 2 46.622 m3 / d Zone 3 60.729 m3 / d Zone 2 Zone 4 31.150 m3 / d Zone 5 44.703 m3 / d Total 241.263 m3 / d STRATEGIES Note MOROCCO AADD : Average Daily Flow TERMINAL KINONDONI Proposed Lifting Station MWANAMBOKA ECONOMIC IMPACT MKWAJUNI TIP TOP Proposed Jangwani WWTW ARGENTINA location as per DAWASCO Study MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE Zone 3 GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL Proposed Jangwani WWTW Zone 1 location as per TOD Study C = 200,000 m3 / d PILOT PROJECTS 258 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Infrastructure Strategy: Stormwater This section details the various approaches that Stormwater Management can be adopted to for stormwater management Implementation Philosophy within the BRT corridor study area. After these approaches are unpacked, a recommended To implement a sustainable urban drainage strategy is put forward as the most suitable for the the relevant authorities and other stakeholders corridor. need to agree and define the implementation Sustainable Urban Drainage philosophy that will be applied. Three implementation philosophies can be As highlighted in the baseline assessment, considered for the TOD corridor: Dar es Salaam and the BRT corridor specifically suffer from poor urban stormwater management • The first places emphasis on stormwater; and management. This can be fundamentally management at a plot level attributed to the inability of the built urban form • The second emphasizes management to respond to the rapid urbanisation that has at a regional level occurred, with natural surfaces being covered over and a lack of conveyance infrastructure being • The third approach is a hybrid of the instituted. first and second and considers both plot level and regional interventions. The effective and long term sustainable Stormwater Management at Plot Level management of stormwater in a highly developed urban area such as the corridor relies on the Many cities have implemented stormwater successful adoption of sustainable urban drainage management polices as part of the development principles. A sustainable urban drainage system control processes which require that certain (SUD) is an approach to reduce the potential targets or objectives be demonstrated with regards impact of new and existing developments with to on-site management of stormwater at a plot respect to surface water drainage discharge that level before granting development approval. This considers the following aspects: approach is very effective in mitigating negative • Source control and reduction of runoff impacts as it responds to the principle of control at source and decentralizes both the responsibility • Increasing permeable surfaces and resources required to effectively manage • Stormwater detention urban stormwater. • Promotion of storm water infiltration However, to implement and support such an and Evapotranspiration. approach institutional structures and capability To successfully implement SUDs the above aspects need to be in place to develop the necessary need to inform, and in certain instances lead, standards and, equally as importantly, to ensure development planning and control. compliance. As this is not always possible plot level management can be difficult to implement without institutional capacity and support. Strategies 259 2.3 CONTEXT & VISION Another consideration is areas of dense development where plot coverage is also correspondingly high. Here plot level interventions are not always possible and practical and thus if an area is predominantly compromised of high density development plot level interventions might not always be effective. In the case of the STRATEGIES TOD corridor, portions that have been identified for high density development will experience these challenges at plot level, and may not be able to institute at source conservancy and retention of stormwater. ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Plot Level Stormwater Detention - Biofiltration basin within city centre PILOT PROJECTS 260 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Stormwater Management at a Regional Level This approach relies on managing stormwater at The challenges encountered with this approach a regional or precinct level with less reliance on include: plot level intervention. This approach is fully not • Requires significant resources to aligned with sustainable urban drainage principles implement and manage effectively and places the responsibility on the municipal including large tracts of open space authority to convey and manage stormwater. • Open space could be attractive and There are however significant opportunities become illegally occupied to combine public open space with regional • Potential costly expropriation to acquire detention facilities and to form urban parks which areas in which to best locate facilities are valuable public amenity. It is recommended that open spaces identified within the TOD corridor • Intense maintenance regime to be combined with regional detention facilities, keep facilities functioning where technically and feasibly possible. Regional Stormwater Detention - Urban Park Strategies 261 2.3 Hybrid Approach CONTEXT & VISION The hybrid approach relies on a combination of both plot interventions and regional facilities to manage stormwater within the urban area. Although the constraints and opportunities of both the plot level and regional approach are both applicable, this approach is the most practical approach for managing stormwater in densely populated urban areas where space may not always be readily available. Recommendation STRATEGIES For the TOD corridor, it is recommended that a hybrid approach be adopted to manage stormwater in the study area and be implemented in a phased approach. The following key priority items should then in turn be addressed and require the following: • Cognisance of SUDS principles in ECONOMIC IMPACT developing the detailed overall masterplan and precinct plans • Agreement and support from the affected authorities towards establishing institutional capacity to develop, implement and manage appropriate polices that promotes sustainable urban drainage • Identification and safeguard of space for the development of regional stormwater IMPLEMENTATION GOVERNANCE & attenuation and treatment facilities. A bulk stormwater conveyance network has been proposed, allowing for overflows from plot and regional retention facilities into a bulk stormwater conveyance network. Given the topography of the study area, with multiple natural river courses feeding the Msimbazi River, these courses have been utilised as natural discharge points for stormwater into the natural system. PILOT PROJECTS 262 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI URAFIKI Legend Gravity Main Storm Water Outlet Possible S / W Retention Facility Figure 2.3.18 Proposed Bulk Stormwater Conveyance Strategies 263 Bulk Stormwater 2.3 CONTEXT & VISION Extension of Stormwater Conduits STRATEGIES Required Beyond Corridor MOROCCO TERMINAL Extension of Stormwater Conduits KINONDONI Required Beyond Corridor MWANAMBOKA ECONOMIC IMPACT MKWAJUNI TIP TOP ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL PILOT PROJECTS 264 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Infrastructure Strategy: Electricity The electricity infrastructure strategy provides Load Estimations the load estimations, existing network analysis, proposed technology and ultimately the proposed Taking the estimated number of units derived from upgrades to ensure the TOD corridor has the the dataset and combining it with a typical value requisite electrical infrastructure in place to of 2 kVA / unit, a maximum residential demand ensure adequate delivery of power to residents, cab be derived. This has been combined with a commercial users and industrial areas. While load factor of 65% to obtain the total estimated elements such as renewable and alternative energy residential demand. The load factor makes forms can be investigated, it is essential that the provision for the anticipated residential load curve, base network requirements are implemented which occurs at different times of the day than and are stable, to ensure that base energy can be commercial and industrial load curves. consistently provided to the corridor. For all the other types of loads, the following Network Planning Assumptions tables indicates the total estimated loads using From the data set received the following averages the following typical values for each of the for Zones 1-5 have been derived which will be used non-residential categories: as the basis for the network of a future densified • Office Space - 80 VA / m² area. Non-habitable areas such as roads and public open spaces have also been removed from all • Retail Space - 80 VA / m² items measured in m². • Industrial Space - 120 VA / m² • Remainder space - 60 VA / m² Gross Residential Office Retail Other Industrial Zone Population Internal Units (m²) (m²) (m²) (m²) Area m² (1) 1 90,000 387,750 11,507,250 2,190,750 869,250 1,686,750 0 2 92,500 411,750 11,650,750 499,000 502,000 631,500 0 3 108,000 482,000 13,880,250 601,250 576,500 514,500 131,000 4 43,500 184,750 5,661,000 527,000 593,750 662,750 91,500 5 73,500 341,750 9,420,000 386,750 438,750 381,250 28,000 (1) This value includes allowances for multi-storey developments Figure 2.3.19 Estimated inputs Residential MVA per Total Estimated Zone Total (MVA) Load Factor Units Unit (2) Residential Load (MVA) 1 90,000 0.004 216 0.65 140 2 92,500 0.004 222 0.65 144 3 108,000 0.004 259 0.65 168 4 43,500 0.004 104 0.65 68 5 73,500 0.004 176 0.65 115 (2) 2,4 kVA per unit equals 0.00024 MVA per unit Figure 2.3.20 Estimated residential load Strategies 265 2.3 Estimated Office Total Estimated Zone VA / m² Space m² Office Load (MVA) 1 2,190,750 80 175 CONTEXT & VISION 2 499,000 80 40 3 601,250 80 48 4 527,000 80 42 5 386,750 80 31 Figure 2.3.21 Estimated Office Load Estimated Retail Total Estimated Zone VA / m² Space m² Office Load (MVA) 1 869,250 80 70 2 502,000 80 40 3 576,500 80 46 STRATEGIES 4 593,750 80 48 5 438,750 80 35 Figure 2.3.22 Estimated retail space load Estimated Industrial Total Estimated Zone VA / m² Space m² Office Load (MVA) 1 0 120 0 2 0 120 0 3 131,000 120 16 ECONOMIC IMPACT 4 91,500 120 11 5 28,000 120 3 Figure 2.3.23 Estimated retail space load Estimated Remainder Total Estimated Zone VA / m² Space m² Office Load (MVA) 1 1,686,750 60 101 2 631,500 60 38 3 514,500 60 31 4 662,750 60 40 IMPLEMENTATION GOVERNANCE & 5 381,250 60 23 Figure 2.3.24 Estimated load for remainder Total Estimated Zone Load (MVA) 1 486 2 262 3 309 PILOT PROJECTS 4 208 5 207 Figure 2.3.25 Total Estimated load of all categories in all Zones 266 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Overview of the Existing 80 MVA Known Network • Both the substation sites typically require 100 x100 m. With the available information, the existing network as indicated in the Existing Network The supply for 80 MVA substations at 33 kV will Layout in Fig 2.3.19, can be summarized as follows: not be possible as the power transfer of 33 kV cables is too low for bulk applications. Due to the • Zone 1.1 is Ilala 132 / 33 / 11 kV Substation. shear amount of cables required it will not make From here 33 / 11 kV Substations 1.2 to economic sense as they will have to be supplied 1.5 are supplied via 33 kV cable rings. each with its own radial feeder. The footprint of • Zone 2.1 is Makumbusho 132 / 33 / 11 kV a 33 kV cable trench to accommodate this will Substation. From here 33 / 11 kV Substation typically be 2 m wide and 1 m deep which is 2.2 is supplied via 33 kV cables. acceptable in a city environment. The supply of 80 MVA substations with 132 kV cable will probably • Zone 3.1 is Ubungo 132 / 33 / 11 kV Substation. be the best solution in the city environment. The There is not enough data available in this trench required will be the same but the transfer area to identify 33 / 11 kV substations and capacity of a single core per phase of 132 kV cable it is thus assumed that all the networks is significantly higher than that of a bundled 33 kV in this area are being supplied from installation. Ubungo 132 / 33 / 11 kV Substation. • Supplying the 80 MVA by means of overhead Proposed Technology lines will be possible for both voltage levels. The inherent problem for both 33 and 132 Figure 2.3.26 indicates the amount of 80 and kV making use of lattice or monopole steel 40 MVA load zones required to satisfy the total structures is the footprint required which is estimated load requirement. Each size has its own typically 25 - 30 m wide. In a city environment advantages and disadvantages as follows: due to the cost and availability of land this will not be possible unless servitudes have been set aside for this kind of service. 40 MVA • The supply for 40 MVA at 33 kV will technically • Supplying the 40 MVA by means of overhead be possible but with typically only two lines will be possible for both voltage levels. substations on a 33 kV ring. The footprint of As was the case with 80 MVA, the inherent a 33 kV cable trench to accommodate this problem for both 33 and 132 kV making use will typically be 1.5 m wide and 1 m deep of lattice or monopole steel structures is the which is acceptable in a city environment. footprint required which is typically 25-30 m The supply of 40 MVA substations with 132 kV wide. In a city environment due to the cost cable will probably be the best solution in the and availability of land this will not be possible city environment. The trench required will be unless servitudes have been set aside for this the same but the transfer capacity of a single kind of service. core per phase of 132 kV cable is much higher than that of a bundled 33 kV installation. With If space is available the use of 132 kV overhead 40 MVA load zones the number of substations lines will be the most advantageous. Where new doubles up and so does the potential substations will have to be cut into an existing line problems with cost and availability of land by means of loop in / loop out line configurations and the amount of cables. such as in Zone 3 it must be by means of overhead lines as the use of both cable and overhead lines in radial networks are not advised. Strategies 267 2.3 CONTEXT & VISION Total Estimated Load Zone 80 MVA Load Zones 40 MVA Load Zones (MVA) 1 472 6 12 2 252 3 7 3 297 4 8 4 200 3 5 5 203 3 5 Figure 2.3.26 Total estimated load of all categories STRATEGIES To summarize the following: ECONOMIC IMPACT • For new bulk supply line infrastructure it is recommended to use 132 kV cables and where space is available 132 kV overhead lines. • 80 MVA load zones are the recommended size. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS TANESCO facility at Ubungo intersection 268 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Proposed Upgrade For the proposed upgrades refer to the Proposed For Zone 2 the Following is Proposed: Network Layout. Development zone 6 has not been considered as part of this upgrade. Verify the • The existing Makumbusho 132 / 33 / 11 kV availability on the bulk 400 and 132 kV networks Substation must be upgraded to a firm 80 MVA and upgrade where required for the end state 132 / 11 kV Substation as it will accommodate design. a small portion of Zone 2. Also add additional 132 kV line bays to accommodate new For Zone 1 the Following is Proposed: 132 kV circuits for future substations. • The existing Ilala 132 / 33 / 11 kV Substation • The existing Oyster Bay 33 / 11 kV must be upgraded to a firm 80 MVA Substation must be upgraded to a firm capacity. Additional 132 kV bays must be 80 MVA 132 / 11 kV Substation. added to accommodate the additional • Construct 2 new 80 MVA 132 / 11 kV 132 kV circuits for the future substations Substations and complete the 132 kV circuit • The existing Railway 33 / 11 kV Substation There is no usable data available on any must be upgraded to a firm 80 MVA 132 / 11 substation other than Magomeni Substation kV Substation together with a 132 kV supply. which was previously supplied from Ilala • The existing Sokone 33 / 11 kV Substation Substation and Ubungo Substation which is must be upgraded to a firm 80 MVA 132 / 11 next to the Ubungo gas fired power station. kV Substation together with a 132 kV supply. • The existing City Centre 33 / 11 kV 33 / 11 kV Substation must be upgraded to a firm 80 MVA 132 / 11 kV Substation together with a 132 kV supply. • Construct 2 new 80 MVA 132 / 11 kV Substations and close the 132 kV circuit. 4 5 2 3 1 ZONE Population GFA Units 1 387,750 11,507,250 90,000 2 411,750 11,650,750 92,500 3 482,000 13,880,250 108,000 4 184,750 5,661,000 43,500 5 341,750 9,420,000 73,500 Total 1,807,750 52,119,250 407,500 Figure 2.3.27 Development Zones Strategies 269 2.3 For Zone 3 the Following is Proposed: Proposed Network CONTEXT & VISION • The existing Magomeni 33 / 11 kV Substation A typical substation layout that is foreseen for the must be upgraded to a firm 80 MVA 132 / 11 densification of the BRT study area is indicated in kV Substation and complete the loop in loop Figure 2.3.28 and consist of the following: out 132 kV circuit with the same technology • The black dot is a main 132 / 33 / 11 kV or a as the existing supply. This substation was 132 / 11 kV distribution substation. For the future previously supplied from Ilala substation. The planning scenario, a 3 x 40 MVA configuration 33 kV supply cable between the two substations has been chosen because of the density as can be capped and buried or removed. well as being an existing built-up area where • Construct 3 new 80 MVA 132 / 11 kV Substations servitudes are often non-existent or very and complete the loop in loop out 132 kV STRATEGIES expensive. The 3 x 40 MVA will provide a firm circuits with the same technology as the capacity of 80 MVA in case one transformer existing supply which is an overhead line. fails. This is called N-1 contingency. For Zone 4 the Following is Proposed: • The blue dotted line is a 132 kV cable or overhead line. • Upgrade at Ubungo gas fired power station • The solid black lines represent the distribution and Substation’s 132 kV transformer supply of the bulk MV supply. Currently 33 and 11 capacity to make provision for all the new kV are both used for this purpose. Each downstream 132 kV loads. Add 132 kV ECONOMIC IMPACT will be able to distribute 20 MVA which will bays to make provision for the additional add up to the 80 MVA firm capacity. substations required in Zone 4 and Zone 5. • The magenta dots are the bulk MV distribution • Construct 2 new 80 MVA 132 / 11 kV Substations or switching stations which can be either and complete the loop in loop out 132 kV 11 or 33 kV. The 33 kV is then transformed circuits with the same technology as the again to 11 kV and distributed. existing supply which is an overhead line. • The dotted green lines are the 11 kV For Zone 5 the Following is Proposed: reticulation cables installed between transformers. If the density is high enough, • Construct 3 new 80 MVA 132 / 11 kV Substations IMPLEMENTATION the stands closest to the substation can be GOVERNANCE & • Complete the 132 kV ring network connected directly to the substation. from Ubungo Substation. For all zones, it is recommended that secondary switching stations be constructed as typically indicated in Figure 2.3.28. It is also recommended that the bulk transformer capacity at Ubungo Substation, which represents the key power intake for the city, as well as the 132 PILOT PROJECTS kV supply lines to and from there will have to be upgraded. TANESCO will need to be engaged in terms of future bulk improvements to ensure this is taken into consideration. Figure 2.3.28 Typical main distribution substation 270 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO 3.2 UBUNGO TERMINAL SHEKILANGO MAJI 3.1 URAFIKI 3.2 Ubungo Gas Fired Power Station 3.1 Ubungo 132 / 33 / 11 kV Substation Legend Existing 132 kV Network Existing 220 kV Network Existing 33 kV Network Figure 2.3.29 Existing Electricity Networks Strategies 271 Existing Electricity Networks 2.3 CONTEXT & VISION STRATEGIES 2.1 Makumbusho 132 / 33 / 11 kV Substation MOROCCO TERMINAL 2.2 Oyster Bay 2.1 2.2 33 / 11 kV Substation KINONDONI MWANAMBOKA ECONOMIC IMPACT MKWAJUNI TIP TOP ARGENTINA 1.4 Railway MANZESE MOROCCO 33 / 11 kV Substation MWEMBECHAI HOTEL KAGERA 1.5 MAGOMENI HOSPITAL 1.3 Sokoine USALAMA 1.4 33 / 11 kV Substation MAGOMENI MAPIPA JANGWANI FIRE STATION DIT 1.3 1.5 Magomeni KISUTU 33 / 11 kV Substation MSIMBAZI IMPLEMENTATION POLICE GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI TERMINAL GEREZANI TERMINAL 1.2 COUNCIL 1.1 1.1 Ilala 132 / 33 / 11 kV Substation 1.4 Railway 33 / 11 kV Substation PILOT PROJECTS 272 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Upgrade Makumbusho New 132 kV Loop in Loop to 80 MVA Zone and out From Existing Line Additional 132 kV Bays New 132 kV Circuit New 80 MVA New 80 MVA New 80 MVA KOROGWE KIMARA TERMINAL KONA Existing Ubungo Sub BUCHA BARUTI UBUNGO New KIBO TERMINAL 80 MVA UBUNGO MAJI SHEKILANGO New URAFIKI 80 MVA New New 132 kV Circuit 80 MVA New 132 kV Loop in Loop out From Existing Line New 132 kV Loopin Loop out From Existing Line Legend Existing 132 kV Network New 132 kV Network Existing 220 kV Network Figure 2.3.30 Proposed Electricity Networks Strategies 273 Proposed Electricity Networks 2.3 CONTEXT & VISION New 132 kV Circuit Upgrading Oyster Bay to 80 MVA Zone STRATEGIES MOROCCO TERMINAL New 80 MVA KINONDONI New MWANAMBOKA 80 MVA ECONOMIC IMPACT New TIP TOP 80 MVA New MKWAJUNI 80 MVA ARGENTINA MANZESE MWEMBECHAI MOROCCO Upgrading City Center HOTEL MAGOMENI to 80 MVA Zone KAGERA HOSPITAL New USALAMA New Upgrading Sokoine 80 MVA MAGOMENI 80 MVA to 80 MVA Zone MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE New GOVERNANCE & POSTA YA ZAMANI 80 MVA CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL Upgrading Magomeni to 80 MVA New 80 MVA Upgrading Ilala to 80 MVA Zone and Additional 132 kV Bay PILOT PROJECTS 274 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Infrastructure Strategy: Solid Waste The solid waste strategy for the BRT corridor Anticipated Waste Generation study area combines the findings of the baseline assessment in terms of current waste management To devise a suitable solid waste strategy, the shortfalls with the anticipated requirements anticipated waste generation of the study of the study area, and recommends what area needs to be calculated. This enables the infrastructure is required to adequately respond determination of suitable waste interventions, to these requirements. As is the case with previous in terms of size and number of transfer stations infrastructure elements, the success of a solid required. waste strategy for the corridor is dependent on several key elements, operating at different scales, As per the anticipated level of service, waste that function in an integrated manner to ensure an generation rates per household and 1000 m² adequate response to solid waste: office / commercial / industrial have been estimated, per day. While these are conservative • Adequately sized accepting and assume an average middle-income facilities, particularly landfills, to demographic, they are reasonable for future provide for collected waste planning and represent a figure that a future BRT • Domestic collection / drop-off of corridor should plan for. waste and zonal transfer to landfill sites to efficiently remove solid waste from the urban environment • Pragmatic waste reduction strategies to minimise waste to landfill and provide alternative economic opportunities within the waste economy The key requirements of each of these elements, as well as the anticipated waste generation of the corridor area, are expanded upon here. Strategies 275 2.3 BRT Corridor Solid Waste Generation Estimate CONTEXT & VISION Generation rate Zone Land Description Unit Number Total (ton / day) (kg / hh / 1000 m² / day) Residential Households 90,000 6.45 556 Office, retail, 1 m² GLA 4,746,750 24 114 industrial Sub-Total Sub-total Residential Households 92,500 6.45 590 Office, retail, 2 m² GLA 1,632,500 24 39 industrial Sub-Total Sub-total STRATEGIES Residential Households 108,000 6.45 691 Office, retail, 3 m² GLA 1,823,250 24 44 industrial Sub-Total Sub-total Residential Households 43,500 6.45 265 Office, retail, 4 m² GLA 1,875,000 24 45 industrial ECONOMIC IMPACT Sub-Total Sub-total Residential Households 73,500 6.45 490 Office, retail, 5 m² GLA 1,234,750 24 30 industrial Sub-Total 519 TOTAL 2,863 Figure 2.3.31 Anticipated daily solid waste generation rates, per zone IMPLEMENTATION GOVERNANCE & Some pertinent points emerge from this estimate: • The anticipated daily solid waste estimate is 2,863 tons / day for the study area, compared to the current total city figure of 4,252 tons / day. This represents a 67% of total city waste generation, although this is a final build out figure, by which time the city would have grown, leading to an overall increase in waste generation. It does however demonstrate the significant volume of waste that is anticipated from the future BRT corridor. • Zone 3 generates the highest waste, which is expected, given the relatively high population of this zone compared to the others. PILOT PROJECTS • The figure of 6.45 kg / hh / day represents a future middle class average waste generation rate, as the aspirational target for the corridor in terms of long-term demographics It is therefore anticipated that this waste generation quantum will only be realised at full upgrading and build out of the study area. 276 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Waste Collection and Transfer Waste collection and transfer to landfill are both which will ultimately transfer their waste to a zonal functions of the design level of service for solid Transfer Station, to transfer waste to landfill. waste management, within an urban area. Informal areas which rely on residents to conduct their Based on the anticipated number of households, own waste management traditionally adopt the the recommended number of waste collection approach of locating waste skips at convenient points per zone is provided here. This is based locations within the settlement, no more than on the premise of 1 collection point per 300 200 m from every dwelling unit, and at a density households, for high density areas. of 1 container per 50 households. As collection Such waste collection points need not be large networks are formalised and mechanised, these facilities, but in the region of 100 – 200 m² and can requirements can be loosened as waste collection form part of community facility precincts. They can benefits from economies of scale and efficiency of also be combined with local recycling initiatives. collection. As mentioned, these waste collection points will be It is anticipated that full municipal waste used to feed waste to zonal transfer stations. The collection from private households will take time number of these have been calculated based on to materialise. As such, it is recommended that the waste generation estimates and are illustrated the approach of formalising waste collection on the Solid Waste Strategy layout. Each of these points within each zone be pursued to provide a will consist of a 950 ton / day capacity facility for centralised method of dropping off and collecting transferring waste daily to city-wide landfills. waste. These formalised waste collection points can then feed the existing larger Collection Points, Zone Number of Households (Average) Number of Collection Points 1 86,000 230 2 91,500 240 3 107,111 311 4 41,056 150 5 75,944 230 Figure 2.3.32 Recommended number of waste collection points per zone Strategies 277 2.3 Waste Disposal Facilities CONTEXT & VISION While Dar es Salaam has five registered landfills, Any BRT corridor solid waste strategy needs to only one of them, the Pugu landfill, is currently be supported by adequate disposal facilities, to receiving waste. Given the high levels of dumping ensure that collection of waste is disposed of currently being experienced in Dar es Salaam, it is suitably, and that collection networks can operate estimated that only 51% of daily generated waste efficiently. These facilities are required to cater arrives at this landfill, being the portion of waste to the broader city, and need to be planned and that is currently collected by the municipality or sized based on future development frameworks, their sub-contractors. This represents 2,170 of the inclusive of this BRT strategy. 4,252 tons produced daily in the city (Baseline assessment). It is recommended that new landfill sites be investigated and commissioned, taking into STRATEGIES account the anticipated generation of the BRT corridor and adjacent development trajectories. Waste Reduction Strategies Any solid waste management strategy needs to be The challenge however is to demonstrate informed by the adopted waste hierarchy and the the case for this as households purchasing implications of that adoption on how to handle power improves, which traditionally solid waste. A recommended waste hierarchy is leads to increased waste generation. ECONOMIC IMPACT illustrated in Figure 2.3.33. • Reusing where possible: by-back centres and informal traders can exploit existing Reduction in waste generation needs to be waste streams as a form of income, prioritised as the target, with disposal to landfill generating second uses out of goods that as the final use. This can be achieved via various have been discarded. Policy needs to allow mechanisms: for such activities within the waste cycle. • Reduction in household waste generation: • Recycling: The recommended waste collection largely achieved through education and points in the TOD corridor can be combined policy. The anticipated daily waste generation with local recycling facilities for the separation IMPLEMENTATION estimate, if reduced, can significantly GOVERNANCE & of recyclables and packaging for market. It is decrease volumes despatched to landfill. important to ensure that there is a market that is accessible for recycling entities in order to Best Use ensure that they can be commercially viable. PILOT PROJECTS Worst Use Figure 2.3.33 Recommended waste hierarchy for waste minimisation 278 BRT Phase 1 Corridor Development Strategy | Strategies 2.3 Zone 4 & 5 Proposed Proposed No. Anticipated Waste Number of of Collection Generation Transfer Points Stations 364 + 539 = 903 tons / day 1 (Shared) 380 Zone 4 & 5 Proposed Transfer Station KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI URAFIKI Zone 3 Proposed Transfer Station Legend Existing Collection Points Proposed Transfer Station Figure 2.3.34 Proposed Solid Waste Strategy Strategies 279 Solid Waste Strategy 2.3 Zone 2 CONTEXT & VISION Proposed Anticipated Proposed No. Number of Waste of Collection Transfer Generation Points Stations 565 tons / day 1 240 Zone 2 Proposed Transfer Station STRATEGIES MOROCCO TERMINAL Zone 1 Proposed Anticipated Proposed No. Number of Waste of Collection Transfer Generation Points KINONDONI Stations 654 tons / day 1 230 MWANAMBOKA ECONOMIC IMPACT MKWAJUNI TIP TOP ARGENTINA MANZESE MOROCCO Zone 1 MWEMBECHAI HOTEL MAGOMENI Proposed Transfer Station KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI IMPLEMENTATION POLICE GOVERNANCE & POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL Zone 3 Proposed Anticipated Proposed No. Number of Waste of Collection Transfer Generation Points Stations 733 tons / day 1 311 PILOT PROJECTS 280 BRT Phase 1 Corridor Development Strategy | Strategies  Strategies 281 CONTEXT & VISION STRATEGIES 2.4 ECONOMIC IMPACT Strategies - Regeneration The regeneration strategy seeks to balance the contemporary IMPLEMENTATION needs of the urban population to elevate common living GOVERNANCE & conditions while enhancing local community standards required of all future formal development. The regeneration models recommended under this strategy apply incentives that encourage those living in unplanned settlements, government officials, multi-lateral lenders and private developers to each take their part and deliver a step change in urban living standards within a generation. PILOT PROJECTS This will serve to unlock private investment and increase land value through land title reform accompanied by the delivery of reliable utility and transport infrastructure. 282 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Regeneration Strategy: TOD-Inspired Urban Regeneration The regeneration of the Morogoro Road Corridor is a central objective of the CDS. This can be brought about by focussing government spending on infrastructure-oriented initiatives, while promoting organic renewal of unplanned areas through land title incentivisation, and new house-building through private and public sector-led projects. For much of the strategy, the Government’s role will be to enable development rather than directly implement it - as a responsible steward of the City’s land portfolio. It needs to focus on delivering a wave of re-urbanisation through a comprehensive programme of road building and street enhancement, public transport integration, utility service provision, flood / fire / erosion risk management, and the provision of essential amenities including universally accessible education, health and welfare facilities. Responding to Population Growth Formalisation Established cities in countries with emerging Dar es Salaam has still to capitalise on the range economies often feature high population growth, of revenue streams available, to help finance widespread poverty and limited access to essential future improvements, initiatives and to repay its amenities. Despite their plight these cities are mounting multi-lateral loan payments. magnets to economic migrants including the It is critical to see a city’s development corridors rural poor from provincial areas, attracted by the as backbone infrastructure, which can include an prospect of paid work, better living conditions improved fiscal system making effective returns and a progressive future for their children. Inward whilst incentivising residents and businesses to migration places extra pressures on urban land as adopt the path to formalisation advocated in the consolidated areas become unaffordable and low fast-improving centre of Dar es Salaam. cost un-facilitated homes unfurl into the landscape as unchecked sprawl of unstructured informal The authorities must use this as a regulatory tool settlements. to establish and manage the following: Development corridors are an effective means • Formalised addresses, navigation and post to introduce new structure to cities experiencing coding such pressures. Efficient transit routing is a • Effective fiscal systems applied universally powerful catalyst for spatial change in cities. In • Formalised credit facilities grid-locked centres with homogenous land uses, transit corridors help pull centralised commercial • Formal employment activity across all sectors activity into the expanding catchment, manifest as • Public amenity provision for housing, transport new economic hubs attracting investment to the and utility services, health and education and stations on the BRT network. recreational open space Fundamentally, transit corridors are development • Improve regulation of street trade activities that corridors, and this is especially true in those controls and regulates, but does not inhibit countries, regions and cities that do not rely these activities; define a structure of incentives massively on cars for transport. Whether in to promote virtuous behaviour and curb bad Dar es Salaam, Lagos, Addis Ababa, Curitiba, behaviour Mexico City or London, Shanghai or LA – TOD helps drive density and value uplifts. Strategies 283 2.4 CONTEXT & VISION STRATEGIES From the air it is apparent that planned and unplanned areas of the city are intertwined (© Broadway Malyan) ECONOMIC IMPACT Accommodating Diversity and Character • Enforce regulations on informal public transportation With corridors typically extending 20 km or more, it is (boda-boda, Bajaji etc.) to control and regulate their important to ensure the programme for change is realistic, activity, preventing informal public transport from manages to capture the benefits and support subsequent providing excessive competition with formal public corridor projects, while attracting investors and sustaining transportation; define a structure of incentives the support of local residential communities. to promote virtuous behaviour - for example Development corridors should build on what has been cleanliness, good maintenance and issuing of tickets established to enhance the local character and sense of IMPLEMENTATION paces for entrepreneurship, innovation and new • S place rather than completely replace it. It is vital to assess GOVERNANCE & educational initiatives to flourish the existing character and features to identify areas that • Attracting foreign interest (investors, businesses may benefit from redevelopment and those that should seeking talent). remain unaltered. The regenerative powers that the corridor brings should be reflected in the strategic content The Corridor should aim to become the preferred focus and sequence of redevelopment. location for best urban practice, offering the highest standards of connectivity and access to services and highest quality of development and amenity provision, offered at the highest density to broaden community PILOT PROJECTS access to these important benefits. 284 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Integration of Unplanned Areas The Regeneration Process A number of unplanned settlements areas overlap with the BRT Phase 1 Corridor and feature as a key element of The rehousing and requalification process will ideally the Corridor Development Strategy. be managed by Municipal Councils under the auspices of the laws approved at Ministry level by the Ministry of The priority is to maximise the operational efficiency Lands, Housing and Human Settlement Development. and ridership of the Phase 1 Corridor, by connecting residents with employment, learning and recreational The municipal councils can partner with NGOs, opportunities while creating mixed use communities. Community Benefit Organisations (CBOs), or private These should accommodate diversified tenure models developers and investors, should they be interested. that incorporate formal workspace, social amenities and They will also assist other separately constituted a range of housing typologies to foster a diversified and development corporations in the city to expedite the more prosperous community, rather than a stigmatised aims of the CDS. This allows a single level of government ghetto environment. The opportunities for growth can to be the dedicated interface to manage the process be generated on site, or made accessible by improving of change across the corridor, in liaison with the connectivity with public transport. various relevant governmental, regional and municipal departments and authorities and stakeholders, The CDS seeks to open up the insular, self-contained including transport and utility operators. informal residential communities by: The preference is to reconsider all unstructured and 01 Providing paved, well-lit, drained pedestrian, cycle lower density unplanned areas within the corridor, to and local traffic routes through the unplanned condense these within the following three area types: area to connect the catchment with the station • Primary corridor unplanned areas - located within 02 Decluttering and enhancing the corridor the station area zones - where retained, to be streetscape, mitigating road safety issues but consolidated, densified, diversified, formalised and maintaining a lively quality of street life, essential enhanced with new routes and amenities for the public life of residents • Secondary corridor unplanned areas - located 03 Creating space for formal retail and commercial beyond the station area zones - to be densified and activity and licensing kiosk stall pitches improved 04 Inserting new amenities and social components • Tertiary unplanned areas - located outside the including schools, creches, clinics and public corridor areas – external receptors to be formalised spaces and densified to accommodate displaced 05 In permitted areas, providing residents with households arising from the CDS for Phase 1 and scope to formally own the land and extend their subsequent phases. property to accommodate further density where In considering formalisation of unplanned areas, code-compliant. there is a preference to grant individual plot titles In general the Corridor is considered to be a high grade in consolidated retained primary and secondary service route. This is planned to accommodate the unplanned areas sited within the corridor, as part of the most dense, high quality development in the land overall CDS. immediately overlooking the BRT Corridor, reducing There will be parallel initiatives to promote granting block by block in the transect line extending outward of similar title rights in designated receptor areas to from each station area. accommodate any remaining displaced households affected by the CDS. Strategies 285 2.4 CONTEXT & VISION Title can be granted subject to the owner meeting stipulated conditions for their status of occupancy, Strategies to Prioritise Regeneration census registration and tax registry to allow the authorities to map and monitor the land asset and for Regeneration is a gradual, complex and expensive the owner to gain credit as its legally titled owner. This process which relies on sound private / public can optionally be considered as a pre-condition of sector partnering to optimise the return on eligibility to access grant-funding. investment. The less-well established unplanned areas on the A regeneration prioritisation methodology STRATEGIES corridor are to be reviewed for their propensity to is outlined as part of the CDS to guide a hazard, their conditions, structure and amenities, multi-agency, public / private approach, in this to inform the approach to be taken. Where possible mature and growing city. measures will be set in place to relocate displaced This uses the frameworks to map respective residents. One favoured approach allows landlords to priorities in four aspects: accommodate displaced reidents from neighbouring 1. Risks to Human Life areas, by adding new floorspace offered at a subsidised rent. 2. Transport & Access ECONOMIC IMPACT This programme will increase housing capacity, 3. Utility Supply Provision reduce the households exposed to risk and improve 4. Prosperity Indicators & Housing Affordability. local amenities. The process improves the corridor environment and raises its fiscal contribution, while The priority for investment should be directed at making further corridor land available for TOD uses to the areas of greatest overlap of each of the above provide further revenue returns fro the benefit of both layers. city and residents. This can be used to steer public investment to where regeneration benefits are greatest, to obtain best return on human capital investment. IMPLEMENTATION GOVERNANCE & The strategies for each of the 4 aspects are discussed and mapped in the following pages. PILOT PROJECTS 286 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Development in High Risk Areas NOTE: In an attempt to better understand the extent of flood risk within Dar es Salaam and the BRT Phase 1 Corridor, considering the lack of flood line data, a mapping In general the topography of the analysis was conducted as shown on the map. This map was produced through study area is reasonably flat with a merging all of the existing data on flood areas, wetlands and water bodies in order to get an indicative understanding of flood risk. Furthermore, in an attempt gradual slope up from the city centre to verify and enhance the data accuracy of the flood risk areas, a Geomorphic up to Ubungo. West of Ubungo Flood Area tool was used to derive flood risk areas for the study area, which performs a linear binary classification based on a geomorphic flood index (GFI). the topography becomes steeper The GFI is derived by calibrating it with a previously known flood inundation\ making constriction in some areas risk area with a 2% minimum coverage of the catchment. The results from the more challenging with sporadic GFA - tool was combined with the previously flood risk mapping results to include localised flood risk areas. There is a high correlation between the previous flood areas reaching slopes of 1:2 (rise over risk areas with the results derived from the GFA tool, which suggests this is an run)where development should be adequate basis for this level of analysis; however, it is noted that detailed flood modelling and risk analysis being conducted as an input to the Msimbazi Valley restricted due to risk of slope instability. Planning Initiative is expected to provide a more complete picture. For the most part, the patterns of development in the corridor reflect this, but a small number of structures are built on steep slopes on the river bank of the Msimbazi River. Flooding is also a great threat to Dar es Salaam as the city’s rivers have become encroached upon and clogged with settlement due to erosion up stream. As large parts of the corridor are flat they are prone to flooding. Figure 2.4.2 shows that the areas most affected by flooding are those in Zones 1-3 (city centre, Magomeni-Morocco and Magomeni-Ubungo), but especially those in the middle of the corridor, in the unplanned areas such as Tandale. It is clear to see that the areas of biggest concern, with regards to flooding, within the corridor are the areas to the North and South of the BRT line between Kagera and Jangwani stations. Legend Furthermore, the Eastern and Western Study Area Boundary sides of Kinondoni station are also BRT Phase 1 Corridor Stations highlighted as prone to localised Local Floodable Zones flooding. River Floodplain Zones Buildings Within River Flood Plain Buildings Subject to Localised Flooding Slope > 1:2 Figure 2.4.1 Buildings within Risk Areas - (Aurecon) Strategies 287 Risk to Human Life 2.4 Building Structures Within Flood & Slope Risk Areas CONTEXT & VISION Zone Residential Commercial Institutional Industrial Infrastructure Open Space TOTAL 1 3,364 20 38 27 20 458 3,928 2 6,820 1 11 - - 671 7,505 3 12,955 7 21 23 - 2,008 15,017 4 600 - 10 1 - 100 715 5 334 - 1 - - 114 454 6 11 - - - - - 17 87.2% 0.1% 0.3% 0.2% 0.1% 12.1% 27,636 STRATEGIES Figure 2.4.2 Building Structures within Flood & Slope Risk Areas - (Aurecon) ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 288 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 The Role of Transport in Regeneration The mobility strategy is especially important as it directly effects the relocation of households displaced by mobility and development, and households displaced by local access improvements. Access is fundamental in improving living conditions and creating land value and should be prioritized in designing the regeneration and of the city. A strategy for better access will increase land value and create the potential for land use change, delivering access, infrastructure, which attracts residents and business. Mobility infrastructure will also be fundamental to provide local circulation within the regenerated areas. The Regeneration and Rehousing Strategy implementation requires the public sector to start the implementation of a network of local and inter-district access infrastructure and services. This will include roads, kerbs, cycling infrastructure, public transport services, control of intersections (for example: signalling); wayfinding and signing. The investment in local infrastructure (which will be a fraction of the overall investment) will result in an increase in the value of land subjected to regeneration. Private investment in Legend these areas can be developed under conventional real-estate market BRT Phase 1 Corridor Stations conditions, with a percentage retained BRT Phase 1 Corridor for affordable housing - allowing local BRT Phase 1 Corridor - Study Area people on low income to benefit. Unchanged Road Links (No Displacement) The pilot studies at Ubungo and Upgraded Road Links (Low Displacement) Gerezani ilustrate how this could work. New Road Links (Medium Displacement) Priority Feeder Links (High Displacement) Figure 2.4.3 New roads, upgrades and Feeder Routes (Mobility in Chain) CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 289 Transport and Access 2.4 Strategies 290 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Utility Supply and Provision The integrated utility strategy needs to address existing shortcomings in the infrastructure network. Remedial works should be co-ordinated and phased to minimise disruption and ensure that essential services are connected to the maximum number of people. Services offered should be affordable and within the range of tariff’s prescribed, to help recoup infrastructural investment over time. Water Although Dar es Salaam’s potable water network is As highlighted in the Baseline Assessment, this can well established and extensive, significant portions of largely be attributed to the rapid urbanisation that the study area do not have access to piped water, or areas such as Manzese have undergone in recent experience interruptions in supply. This is illustrated years, and the inability for provision to keep up with in Figure 2.4.4, which highlights the percentage of demand. households that have piped water, within the study The implications of this for the city are: area. It should be noted that only those portions of the study area that were surveyed can be illustrated • Acknowledgement of the lack of suitable here, since extrapolating beyond this cannot be distribution infrastructure in Manzese and verified by survey data. Of importance here is the large surrounds (Zone 2) and the need to institute this in proportion of households that fall within future Zone 2 the strategy (Manzese area) that do not currently have piped water. • Ensure that sufficient bulk water provision will be made to cater for the many new households that will be provided with piped water as part of the strategy. Figure 2.4.4 BRT Phase 1 Corridor - Percentage of households with piped water Strategies 291 2.4 Sanitation Electricity Because Dar es Salaam and the BRT Phase 1 Corridor The income survey regarding electricity supply CONTEXT & VISION makes use largely of pit latrines and conservancy was able to confirm some of the key findings of tanks for sewage collection and treatment, apart the baseline assessment, that despite the fact the from the historic city centre, any integrated majority of residents have their own dedicated strategy will need to proceed with instituting electricity connection, the study area’s electricity formalised water-borne sanitation throughout network experiences large volumes of power the upgraded portions of the study area, in interruptions, which is symptomatic of a supply order to bring a desirable level of service. network under significant stress. The implications of this will be the requirement Significant refurbishments to both distribution to proceed with large-scale wastewater treatment substations, as well as the overall capacity of the facilities within the city, and the network to convey network, are required to provide an adequate level STRATEGIES sewage to such facilities. A major STP is being of service for the BRT Phase 1 Corridor. considered at Jangwani, subject to flood protection. It should be noted that only those portions of the study area that were surveyed can be illustrated Stormwater here, since extrapolating beyond this cannot be verified. The income survey reaffirmed problems associated with perennial flooding during storm events. 37% of respondents reported regular flooding, either ECONOMIC IMPACT in their road, their property or their neighbour’s property. Formalised storm-water infrastructure will be essential to ensure a successful integrated and functioning infrastructure strategy. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.4.5 BRT Phase 1 Corridor - Percentage of households with electricity 292 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Income and Prosperity 01 CBD 02 City Fringe 03 03 Northern Spur 05 04 Mid Zone 04 05 West End 02 The BRT Phase 1 Corridor 01 dissects a complete transect of socio-economic conditions, covering some of the wealthiest and poorest communities in Income Survey Zones Dar es Salaam. Figure 2.4.7 Income Survey Zones These pages summarise the main findings Most of the survey group (54%) own their own home from the income survey conducted in the and the average size of a household was 5.5 persons. BRT Phase 1 Corridor in September 2017. A total of The distribution of respondents by age and gender 2,028 members of the public were interviewed about appears normal and representative. their homes, incomes, employment and certain Most tenants (90%) pay more than 30,000 shillings prosperity indicators. per month in rent (US$132). Just over half those The study has helped to understand the surveyed pay less than 50,000 shillings per month characteristics of individual station neighbourhoods (US$22). Just over half the population surveyed earn in the corridor. The data gathered has also informed less than 300,000 shillings per month (US$132). analysis of housing affordability, which is explained in detail later in this chapter. % Earning ab Station areas with Households % Households % % Higher quaity % Higher status Rank Station High rent 900k shillings household 3 or fewer Owned rented quality roofing professionals month 1 Baruti 18.18% 71.88% 21.88% 14.29% 33.33% 9.09% 2 Bucha 20.00% 76.92% 23.08% 0.00% 50.00% 0.00% 2 3 Corner /Kona 5.00% 70.00% 25.00% 10.00% 75.00% 20.51% 4 DIT 25.00% 36.36% 36.36% 0.00% 100.00% 9.09% 5 Fire 25.00% 34.78% 39.13% 0.00% 90.48% 17.39% 1 6 Gerezani 7.14% 20.00% 40.00% 0.00% 100.00% 20.00% 2 7 Jangwani 40.00% 40.00% 40.00% 0.00% 60.00% 20.00% 2 8 Kagera 20.43% 76.84% 23.16% 13.64% 8.33% 22.09% 9 Morocco Hotel 28.57% 71.43% 28.57% 20.00% 22.22% 20.59% 10 Kibo 13.95% 48.84% 48.84% 0.00% 100.00% 31.71% 11 Kimara 30.00% 47.37% 52.63% 0.00% 0.00% 55.00% 12 Kinondoni 13.58% 73.17% 25.61% 14.29% 5.00% 51.85% 13 Kisutu 0.00% 0.00% 0.00% 0.00% 100.00% 0.00% 14 Kivukoni 0.00% 0.00% 100.00% 0.00% 0.00% 0.00% 15 Magomeni Hospital 15.38% 67.92% 32.08% 35.29% 10.53% 23.08% 16 Magomeni Mapipa 24.56% 63.79% 36.21% 35.00% 9.09% 15.52% 17 Manzese 6.25% 39.18% 37.11% 0.00% 40.00% 11.88% 18 Manzese Argentina 14.88% 62.30% 33.61% 0.00% 36.36% 13.93% 19 Manzese TipTop 18.03% 53.85% 33.85% 0.00% 22.22% 18.18% 20 Mkwajuni 10.99% 50.00% 41.67% 22.50% 25.00% 7.29% 21 Morocco 15.79% 70.00% 30.00% 58.33% 36.36% 17.50% 2 22 Msimbazi Police 27.27% 40.63% 34.38% 0.00% 82.61% 5.88% 1 23 Mwanamboka 7.50% 59.04% 34.94% 13.79% 14.29% 9.64% 24 Mwembe Chai 33.33% 60.00% 40.00% 22.73% 0.00% 23.08% 25 Korogwe 20.83% 54.17% 45.83% 9.09% 0.00% 9.52% 1 26 Shekilango 15.38% 0.00% 0.00% 0.00% 0.00% 8.33% 27 Ubungo Maji 0.00% 0.00% 0.00% 0.00% 0.00% 9.09% 28 Ubungo Terminal 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 29 Urafiki 30.77% 36.59% 58.54% 0.00% 0.00% 17.50% 30 Usalama 21.43% 61.90% 38.10% 12.50% 5.88% 38.10% Figure 2.4.6 Prosperity Indicator for BRT Phase 1 Corridor Stations Strategies 293 2.4 The analysis of station neighbourhoods was based The prosperous, higher quality homes in the on 10 catchment areas. Four station areas have been City Fringe appear to command lower rental levels. CONTEXT & VISION disregarded from the analysis as they had no resident For most station areas income levels were generally population in the catchment or only one person. consistent with overall prosperity measures. Parts The Central Business District (CBD) is, therefore, of the Mid Zone; Manzese and Manzese Argentina, defined as a non-residential area. The aggregate reported above average income levels. This finding data pointed to four distinct zones in the corridor. is hard to explain but may indicate that not all the The stations areas within each of these zones population in informal housing in the Mid Zone lack were, however, not homogeneous. Each station the ability to pay higher rents if the right homes neighbourhood has distinct characteristics. became available. The most apparently prosperous areas are in the City General prosperity indicators show a clear pattern Fringe Zone and the Northern Spur. The Mid Zone of deprivation in the Mid Zone. This zone of STRATEGIES appears to be the most generally disadvantaged. deprivation appears to be more consistent with The station areas at the West End of the Corridor the distribution of informal housing than incomes, are mixed, having some of the stronger and weaker education or professional status. It may indicate indicators together. that there is potential to improve conditions by improving housing. The City Fringe generally has a larger proportion of small households than other areas. It also has a Although there is still room for improvement most large proportion of the higher quality housing. Better neighbourhoods have high levels of access to piped quality housing also occurs in some of the west end of water. By contrast only the City Fringe and parts of the ECONOMIC IMPACT the corridor. Home ownership levels are uneven. West End have adequate sewerage provision. There appears to be a concentration in and around The needs of each station area are distinct indicating the Northern Spur and to a lesser extent at the the need for locally tailored interventions. The more west end of the corridor. Morocco, and Mangomeni established City Fringe area is not necessarily the Hospital stand out as high-rental neighbourhoods. most expensive place to live. The extensive informal housing areas in the Mid Zone are not uniform. %% %% Earning Earning Earning Earning above above above above %% %Higher % Higher Higher Higher status status status status Highest Highest Highest Highest educational educational educational educational %% %% Access Access Access Access to to toto Mains Mains Mains Mains %% %% Access Access Access Access to to toto Overall Overall Overall Overall 900k 900k 900k 900k shillings shillings shillings shillings per per per per Propserity Propserity Propserity PropserityScore Score Score Score Average Average Average Average professionals professionals professionals professionals attainment attainment attainment attainment Water Water Water Water Sewer Sewer Sewer Sewer indicator indicator indicator indicator month month month month IMPLEMENTATION GOVERNANCE & % % 9.09% 9.09% 9.09% 9.09% 9.68% 9.68% 9.68% 9.68% 45.45% 45.45% 45.45% 45.45% 31.21% 31.21% 31.21% 31.21% 100.00% 100.00% 100.00% 100.00% 3.03% 3.03% 3.03% 3.03% 264.27% 264.27% 264.27% 264.27% 29.36% 29.36% 29.36% 29.36% % % 0.00% 0.00% 0.00% 0.00% 21.43% 21.43% 21.43% 21.43% 80.00% 80.00% 80.00% 80.00% 35.29% 35.29% 35.29% 35.29% 88.24% 88.24% 88.24% 88.24% 5.88% 5.88% 5.88% 5.88% 300.84% 300.84% 300.84% 300.84% 33.43% 33.43% 33.43% 33.43% % % 20.51% 20.51% 20.51% 20.51% 8.33% 8.33% 8.33% 8.33% 40.00% 40.00% 40.00% 40.00% 31.25% 31.25% 31.25% 31.25% 87.50% 87.50% 87.50% 87.50% 12.50% 12.50% 12.50% 12.50% 290.10% 290.10% 290.10% 290.10% 32.23% 32.23% 32.23% 32.23% % % 9.09% 9.09% 9.09% 9.09% 0.00% 0.00% 0.00% 0.00% 27.27% 27.27% 27.27% 27.27% 34.17% 34.17% 34.17% 34.17% 100.00% 100.00% 100.00% 100.00% 83.33% 83.33% 83.33% 83.33% 378.86% 378.86% 378.86% 378.86% 42.10% 42.10% 42.10% 42.10% % % 17.39% 17.39% 17.39% 17.39% 18.18% 18.18% 18.18% 18.18% 17.39% 17.39% 17.39% 17.39% 30.83% 30.83% 30.83% 30.83% 100.00% 100.00% 100.00% 100.00% 83.33% 83.33% 83.33% 83.33% 382.61% 382.61% 382.61% 382.61% 42.51% 42.51% 42.51% 42.51% % % 20.00% 20.00% 20.00% 20.00% 26.67% 26.67% 26.67% 26.67% 33.33% 33.33% 33.33% 33.33% 38.00% 38.00% 38.00% 38.00% 100.00% 100.00% 100.00% 100.00% 93.33% 93.33% 93.33% 93.33% 418.48% 418.48% 418.48% 418.48% 46.50% 46.50% 46.50% 46.50% % % 20.00% 20.00% 20.00% 20.00% 25.00% 25.00% 25.00% 25.00% 0.00% 0.00% 0.00% 0.00% 20.00% 20.00% 20.00% 20.00% 100.00% 100.00% 100.00% 100.00% 80.00% 80.00% 80.00% 80.00% 345.00% 345.00% 345.00% 345.00% 38.33% 38.33% 38.33% 38.33% % % 22.09% 22.09% 22.09% 22.09% 3.30% 3.30% 3.30% 3.30% 31.58% 31.58% 31.58% 31.58% 26.15% 26.15% 26.15% 26.15% 86.46% 86.46% 86.46% 86.46% 16.67% 16.67% 16.67% 16.67% 228.64% 228.64% 228.64% 228.64% 25.40% 25.40% 25.40% 25.40% % % 20.59% 20.59% 20.59% 20.59% 0.00% 0.00% 0.00% 0.00% 42.86% 42.86% 42.86% 42.86% 21.28% 21.28% 21.28% 21.28% 87.18% 87.18% 87.18% 87.18% 61.54% 61.54% 61.54% 61.54% 304.24% 304.24% 304.24% 304.24% 33.80% 33.80% 33.80% 33.80% % % 31.71% 31.71% 31.71% 31.71% 4.88% 4.88% 4.88% 4.88% 32.56% 32.56% 32.56% 32.56% 26.05% 26.05% 26.05% 26.05% 86.05% 86.05% 86.05% 86.05% 6.98% 6.98% 6.98% 6.98% 302.17% 302.17% 302.17% 302.17% 33.57% 33.57% 33.57% 33.57% % % 55.00% 55.00% 55.00% 55.00% 0.00% 0.00% 0.00% 0.00% 25.00% 25.00% 25.00% 25.00% 34.00% 34.00% 34.00% 34.00% 85.00% 85.00% 85.00% 85.00% 10.00% 10.00% 10.00% 10.00% 239.00% 239.00% 239.00% 239.00% 26.56% 26.56% 26.56% 26.56% % % 51.85% 51.85% 51.85% 51.85% 3.85% 3.85% 3.85% 3.85% 23.17% 23.17% 23.17% 23.17% 26.87% 26.87% 26.87% 26.87% 98.80% 98.80% 98.80% 98.80% 50.60% 50.60% 50.60% 50.60% 288.00% 288.00% 288.00% 288.00% 32.00% 32.00% 32.00% 32.00% % % 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 30.00% 30.00% 30.00% 30.00% 100.00% 100.00% 100.00% 100.00% 0.00% 0.00% 0.00% 0.00% 230.00% 230.00% 230.00% 230.00% 25.56% 25.56% 25.56% 25.56% % % 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 30.00% 30.00% 30.00% 30.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 230.00% 230.00% 230.00% 230.00% 25.56% 25.56% 25.56% 25.56% % % 23.08% 23.08% 23.08% 23.08% 0.00% 0.00% 0.00% 0.00% 33.96% 33.96% 33.96% 33.96% 30.18% 30.18% 30.18% 30.18% 85.45% 85.45% 85.45% 85.45% 34.55% 34.55% 34.55% 34.55% 268.43% 268.43% 268.43% 268.43% 29.83% 29.83% 29.83% 29.83% % % 15.52% 15.52% 15.52% 15.52% 3.45% 3.45% 3.45% 3.45% 44.83% 44.83% 44.83% 44.83% 29.52% 29.52% 29.52% 29.52% 85.48% 85.48% 85.48% 85.48% 46.77% 46.77% 46.77% 46.77% 294.22% 294.22% 294.22% 294.22% 32.69% 32.69% 32.69% 32.69% PILOT PROJECTS % % 11.88% 11.88% 11.88% 11.88% 5.00% 5.00% 5.00% 5.00% 32.35% 32.35% 32.35% 32.35% 27.79% 27.79% 27.79% 27.79% 89.42% 89.42% 89.42% 89.42% 4.81% 4.81% 4.81% 4.81% 217.50% 217.50% 217.50% 217.50% 24.17% 24.17% 24.17% 24.17% % % 13.93% 13.93% 13.93% 13.93% 5.69% 5.69% 5.69% 5.69% 20.80% 20.80% 20.80% 20.80% 29.13% 29.13% 29.13% 29.13% 91.27% 91.27% 91.27% 91.27% 15.87% 15.87% 15.87% 15.87% 227.93% 227.93% 227.93% 227.93% 25.33% 25.33% 25.33% 25.33% % % 18.18% 18.18% 18.18% 18.18% 0.00% 0.00% 0.00% 0.00% 32.84% 32.84% 32.84% 32.84% 21.43% 21.43% 21.43% 21.43% 74.29% 74.29% 74.29% 74.29% 20.00% 20.00% 20.00% 20.00% 206.99% 206.99% 206.99% 206.99% 23.00% 23.00% 23.00% 23.00% % % 7.29% 7.29% 7.29% 7.29% 4.71% 4.71% 4.71% 4.71% 44.21% 44.21% 44.21% 44.21% 34.85% 34.85% 34.85% 34.85% 95.88% 95.88% 95.88% 95.88% 23.71% 23.71% 23.71% 23.71% 269.13% 269.13% 269.13% 269.13% 29.90% 29.90% 29.90% 29.90% % % 17.50% 17.50% 17.50% 17.50% 21.05% 21.05% 21.05% 21.05% 52.50% 52.50% 52.50% 52.50% 42.20% 42.20% 42.20% 42.20% 97.56% 97.56% 97.56% 97.56% 51.22% 51.22% 51.22% 51.22% 392.51% 392.51% 392.51% 392.51% 43.61% 43.61% 43.61% 43.61% % % 5.88% 5.88% 5.88% 5.88% 17.65% 17.65% 17.65% 17.65% 15.15% 15.15% 15.15% 15.15% 30.86% 30.86% 30.86% 30.86% 97.14% 97.14% 97.14% 97.14% 74.29% 74.29% 74.29% 74.29% 350.85% 350.85% 350.85% 350.85% 38.98% 38.98% 38.98% 38.98% % % 9.64% 9.64% 9.64% 9.64% 8.11% 8.11% 8.11% 8.11% 49.40% 49.40% 49.40% 49.40% 43.88% 43.88% 43.88% 43.88% 97.65% 97.65% 97.65% 97.65% 36.47% 36.47% 36.47% 36.47% 280.72% 280.72% 280.72% 280.72% 31.19% 31.19% 31.19% 31.19% % % 23.08% 23.08% 23.08% 23.08% 0.00% 0.00% 0.00% 0.00% 49.09% 49.09% 49.09% 49.09% 25.45% 25.45% 25.45% 25.45% 80.00% 80.00% 80.00% 80.00% 3.64% 3.64% 3.64% 3.64% 237.32% 237.32% 237.32% 237.32% 26.37% 26.37% 26.37% 26.37% % % 9.52% 9.52% 9.52% 9.52% 15.79% 15.79% 15.79% 15.79% 54.17% 54.17% 54.17% 54.17% 37.50% 37.50% 37.50% 37.50% 95.83% 95.83% 95.83% 95.83% 4.17% 4.17% 4.17% 4.17% 246.90% 246.90% 246.90% 246.90% 27.43% 27.43% 27.43% 27.43% % % 8.33% 8.33% 8.33% 8.33% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 10.00% 10.00% 10.00% 10.00% 100.00% 100.00% 100.00% 100.00% 92.31% 92.31% 92.31% 92.31% 226.03% 226.03% 226.03% 226.03% 25.11% 25.11% 25.11% 25.11% % % 9.09% 9.09% 9.09% 9.09% 0.00% 0.00% 0.00% 0.00% 25.00% 25.00% 25.00% 25.00% 10.00% 10.00% 10.00% 10.00% 83.33% 83.33% 83.33% 83.33% 91.67% 91.67% 91.67% 91.67% 219.09% 219.09% 219.09% 219.09% 24.34% 24.34% 24.34% 24.34% % % 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 19.05% 19.05% 19.05% 19.05% 10.00% 10.00% 10.00% 10.00% 81.82% 81.82% 81.82% 81.82% 81.82% 81.82% 81.82% 81.82% 192.68% 192.68% 192.68% 192.68% 21.41% 21.41% 21.41% 21.41% % % 17.50% 17.50% 17.50% 17.50% 0.00% 0.00% 0.00% 0.00% 36.59% 36.59% 36.59% 36.59% 21.95% 21.95% 21.95% 21.95% 73.17% 73.17% 73.17% 73.17% 19.51% 19.51% 19.51% 19.51% 199.49% 199.49% 199.49% 199.49% 22.17% 22.17% 22.17% 22.17% % % 38.10% 38.10% 38.10% 38.10% 0.00% 0.00% 0.00% 0.00% 28.57% 28.57% 28.57% 28.57% 31.67% 31.67% 31.67% 31.67% 85.71% 85.71% 85.71% 85.71% 4.76% 4.76% 4.76% 4.76% 228.62% 228.62% 228.62% 228.62% 25.40% 25.40% 25.40% 25.40% 294 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Prosperity Mapping The map right shows considered to indicate poor or degraded living conditions. Three aspects were assessed to prepare a spatial plan of poorer urban areas: 1. Residential density 2. Infrastructure coverage 3. Socio-economic condition. Data from the 2012 NBS Census was used to create a composite score for different station areas. Darker colours indicate overlapping values for denser, less-literate populations with sub-standard infrastructure, experiencing acute problems. The three indicators are combined under equal weighting. Consequently, a dense, well-educated, developed area appears as the same shade as a sparse, serviced, under-educated area. Conversely, the well-serviced city core appears lighter, despite areas of high residential density. Peri-urban areas appear light because of their low density, despite inadequate infrastructure and high illiteracy. Legend The first three phases of the BRT BRT Phase 1 Corridor Stations network are prioritised. These lines BRT Phase 1 Corridor have potential to regenerate the most BRT Phase 1 Corridor - Study Area needy neighbourhoods of the city seen here, through parallel programmes for BRT Phase 1 Corridor - Zones better housing, amenities, health and Railway Ferries education. Good Living Conditions The corridors will mobilise the local population, enabling the dwellers from the denser shanty settlements to improve their access to education and employment opportunities. Poor Living Conditions Figure 2.4.9 Existing Living Conditions/ Prosperity Plan - (Broadway Malyan) CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 295 Urban Condition 2.4 Strategies Area of most regeneration need 296 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Housing Affordability Residents leaving informal settlements for more formal housing conditions are presented with significant economic hurdles to overcome. The developed world assumes that those living in unplanned areas would prefer to raise their families in a more formalised neighbourhood environment, whereas evidence from emerging economies shows this is not always true and that many prefer more rudimentary, low cost conditions. The fact that new “affordable” housing is by A high proportion of the BRT Phase 1 Corridor definition more expensive than their current includes informal settlements and hence the CDS rent-free situation is a common barrier to entry incorporates strategies to benefit them. into formalised housing. That new affordable In terms of economic impact, where people housing is often built in locations which don’t are under-employed, under-educated or low suit the family, work or leisure activities of the in levels of civic engagement, there is potential residents, often results in people either not taking for economic growth and social progress. up the new housing, or continuing to live in their The retention of existing communities and informal situation whilst renting out the formal neighbourhoods is a priority. Enhancing housing they have been offered. unplanned areas to engage with the BRT There has been considerable work done network will significantly improve the corridor’s on improving unplanned housing in situ. socio-economic performance. This can be done physically by improving Empowering neighbourhoods through Community infrastructure - provision of clean water, Benefit Organisations (as the UN Habitat Slum sanitation, electricity, roads or even wi-fi and Upgrade Facility (SUF) project) can be effective, micro-finance access. Formalisation can also be as undertaken by Tanzania Financial Services for done in terms of land title and ownership status. Under-served Settlements (TAFSUS). Various programmes in Dar es Salaam have been referred to elsewhere during this project, and the Spatially, it is recommended to physically link land titling efforts of the government are quite BRT station development to informal community far-reaching at present. This kind of formalisation sub-centres and infrastructure upgrades within is also important, in that it opens up sources of informal settlements. Regenerative development credit for those living in unplanned areas and gives initiatives could also be strung along BRT feeder them more property and housing security. bus routes. Developer contributions can help fund civic facilities and affordable homes by diverting a percentage of developer profit. Strategies 297 2.4 CONTEXT & VISION Ward / Area District 2015 Rental $ * 2017 Rental $ * Oysterbay Kinondoni 5,000 4,000 Masaki Kinondoni 4,000 3,000 Kinondoni / Ada Estate Kinondoni 2,500 2,000 Mbezi Beach Kinondoni 2,000 1,500 Mikocheni Kinondoni 2,500 2,000 Upanga Ilala 2,500 2,000 Kariakoo Ilala 800 800 Buguruni Ilala 500 500 STRATEGIES Tabata Ilala 300 300 Mbagala KUNDUCHI Temeke 300 300 WAZO Kurasini Temeke 1,500 1,200 Kigamboni Beach Temeke 1,500 1,200 Kigamboni Inland eg Kibada Temeke 500 400 * Estimate price based on 3 / 4 bedroom house on stand alone plot MBEZI JUU KAWE ECONOMIC IMPACT GOBA MAKONGO $4,000 MSASANI MIKOCHENI $400 $700 UBUNGO KIJITONYAMA SINZA KINONDONI MWANANYAMALA SARANGA IMPLEMENTATION GOVERNANCE & TANDALE MAKUMBUSHO MANZESE HANANASIFU $400 $3,500 NDUGUMBI MSIGANI MAGOMENI UPANGA MASHARIKI MABIBO MAKURUMLA UPANGA MAGHARIBI KIVUKONI KIMARA MAKUBURI MBURAHATI MZIMUNI KISUTU JANGWANI KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE ILALA $1,000 TABATA $700 BUGURUNI KEKO KIGAMBONI TUNGI KURASINI CHANG’OMBE KINYEREZI SEGEREA $700 $1,500 TEMEKE VINGUNGUTI $700 MIBURANI PILOT PROJECTS SANDALI KIWALANI VIJIBWENI MJIMWEMA $400 TANDIKA MTONI KIPAWA KILAKALA GONGOLAMBOTO AZIMIO UKONGA YOMBO VITUKA MAKANGARAWE Monthly Residential Rents MBAGALA KIJICHI KIBADA BUZA $500 $1,500 $2,500 $3,500 $4,000 PUGU KIBURUGWA MBAGALA KUU Figure 2.4.10 Monthly rental prices for a 3 / 4 bedroom home in wards of Dar es Salaam - (Pangani Real Estate) KITUNDA MAJOHE KIVULE CHARAMBE TOANGOMA MIANZINI CHAMAZI 298 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Affordability Analysis: Bridging the gap Using the range of population projections discussed earlier in this document, an estimate of the need for affordable housing has been established. 76,000 New Affordable Based on city-wide forecasts between 360,500 and 1,172,750 additional inhabitants can be expected to live in the study area over the next 15 years. Based on the mid-range forecast these Houses people will require up to 38,000 new affordable homes and the CDS estimates that replacement of existing homes could amount to a further 38,000 over 15 years. It is important to evaluate the demand for affordable housing against the ability to pay for it. The primary findings of this analysis are that most of the population cannot afford rents at local market rates, since more than two thirds of the survey group (72%) pay less than $66 Half (38,000) per month. It is important to note here that the lower end of commercial market rents is a as Upgrades monthly rent of $300. to Existing $ The following pages demonstrate that the proposed approach to Land Value Capture could save the public purse up to $4.4bn and provide 76,000 affordable homes in the corridor. This would transform the city and form Up to US$4.4 a template for Transit Oriented Development in Dar es Salaam. Billion in LVC Strategies 299 2.4 CONTEXT & VISION Establishing Demand The estimated current population of the Estimated Tenure Breakdown BRT Phase 1 Corridor is 1,037,000. Based on the Population findings of the CDS income survey and, allowing for Own 56.83% 589,327 non-responses, their tenure is as follows: Rent 37.68% 390,742 • Of the rent-paying households almost 9% pay at Other 5.49% 56,931 least the minimum market-rate rent of US$300 per month. This equates to 3% of the overall Total 100% 0.3% population or around 32,500 people Figure 2.4.11 Tenure in CDS Study Area (CoLab) STRATEGIES • The remaining 97%, or 1,004,500 people are paying less than market-rate rents. Additional Growth Projections Population The CDS uses population estimates based on high, medium and low projections. The chart below shows Low Scenario (2%) 360,500 the estimates based on an even rate of growth over Medium Scenario (4%) 771,000 the 15-year period. These population projections High Scenario (6%) 1,172,750 would lead to additional population over 15 years as summarised in Figure 2.4.12. Figure 2.4.12 Population Projections ECONOMIC IMPACT for CDS Area (CoLab) Assumptions In testing the future need for affordable housing, the following assumptions were made: • The ratio of existing home tenure (ownership vs rental) will remain broadly similar at 60:40 IMPLEMENTATION GOVERNANCE & • The ratio of new home tenure (ownership vs rental) will increase the proportion of rented accommodation, changing the ratio to 25:75 • As the corridor is improving the station neighbourhoods, the proportion of new market housing that is sold or rented at commercial rates will rise from around 3% to around 75%. In this way additional new stock will be of a market standard to support a further 25% of affordable housing that would not otherwise be provided • The existing housing stock will be replaced / upgraded gradually over the 15-year period so that 20% of homes will have been redeveloped PILOT PROJECTS • The proportion of market-rate rented houses in the existing housing stock will rise from 3% to 10%. 300 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 2 ,33 37 Affordable (Upgrade) 119,798 38,550 Affordable (New Buld) Total let or sold on commercial basis Figure 2.4.13 Medium Population Projection - Housing Units: Market-rate vs Affordable (Source: CoLab) It has been assumed that developers will be required to provide 25% of housing as new affordable homes within commercial schemes to be run by not-for profit organisations. We have built models to simulate development scenarios for the corridor using realistic costings. We tested the simulations in workshops with local planners and developers. A 25% allocation for affordable housing was found to be reasonable and indications were that this would still allow for a reasonable developer profit. It is also assumed that 20% of existing stock would have to be upgraded or replaced. This would target the poorest housing in informal areas. Figure 2.4.13 shows the projected breakdown of total housing provision in the corridor based on medium population projections. Figure 2.4.14 illustrates the breakdown of tenure across both commercial and affordable housing, based on the medium population forecast. 5 84 Affordable (Buy) , 43 Affordable (Rent) 89,226 Market-rate (Buy) 037 32, Market-rate (Rent) 30,572 Figure 2.4.14 Medium Population Projection – Housing Units by Tenure (Source: CoLab) Strategies 301 2.4 This information was used to estimate of the number of affordable housing units which would be required each year against each of the population projections. Figure 2.4.15 illustrates the annual requirement for CONTEXT & VISION affordable housing based on the medium population forecast and the assumption that there will be a steady build-up in the level of housing provision.. A steady increase in the level of affordable housing provision would allow increasing annual demand to be met. A late start will make the later years’ targets higher, and harder to reach. This chart shows the total annual requirement for affordable houses based on medium population growth. STRATEGIES ECONOMIC IMPACT Figure 2.4.15 Medium population projection – Affordable Housing requirement (Source: CoLab) Estimating the Value of Affordable Housing Based on the medium population growth assumption and the consequent housing needs assessment, it has IMPLEMENTATION GOVERNANCE & been estimated that developers could contribute US$4.4bn in affordable housing. This figure is based on the assumption that the commercial property market responds to the full development potential proposed for the corridor. On this basis the medium growth forecast could yield 76,000 affordable homes funded by developers. Construction costs are based on commercial rates for Dar es Salaam: $350m2 for high-rise housing and $300m2 for low-rise homes. Provision has been made (22,000 units) for affordable homes to replace existing housing stock on serviced plots with some contributions from to the owner. In this case, 50% of the normal construction cost has been allocated. Site costs have been estimated to be an average of just over $500,000 per hectare for site preparation and infrastructure; this applies to all development. On this basis the average PILOT PROJECTS cost of construction per affordable unit, of all types, will be approximately US$58,000. Of this US$18,000 (31%) is site and infrastructure costs and US$40,000 (69%) is construction costs. This construction cost is higher than the US$24,000 cost per unit that can be achieved for basic affordable housing in Dar es Salaam. This would, however, not be a like-for like comparison. Construction costs for the proposed developments are higher than for basic affordable housing because the required typologies dictate high-density, mixed-use schemes which contain a significant proportion of more costly high-rise construction, especially in areas directly adjacent to stations and the BRT route. They also house a high proportion of occupiers paying commercial prices to buy or rent their homes and so have to be built to similar standards. 302 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Testing Affordability The results from the income survey undertaken in Although there is a minority (3.14%) in the September 2017 were used to examine housing BRT Phase 1 Corridor paying above $264 dollars affordability in Dar es Salaam. per month, most of those surveyed are paying well below the lower end of the market-rate rent Population, Household Size, and Earners for commercial housing which is around $300 Those surveyed were asked to provide information on dollars per month. This indicates that most of their monthly household rent and the income of the the rent-paying population are in informal or main wage earner. They were not asked to provide subsidised housing. information on the number of earners per household. 54% of those surveyed who own their property In order to fill this gap, household sizes were analysed. include an unknown proportion who also live in This analysis is shown in Figure 2.4.16. informal housing. The income survey showed high The most common household size is five persons. levels of home ownership being reported in poorer 53% of households have five or fewer members. areas. Considering employment levels and the age of The survey yielded more detailed information on the population, for the purposes of examining the rents paid in the lower rental bands (lowest affordability, it has been assumed that there is only 3rd. of the population). one significant earner per household. Nearly half of this group (49.17%) pay monthly As a cross-check we have also looked at the overall rents between $11 and $22. We appreciate that population (product of household size and number these rental levels do not represent payment for of households) and their distribution. The total formal housing but might be for a room share in household population covered by the survey informal accommodation. amounts to 11,176 persons. Figure 2.4.17 shows examination of rental On the basis of the income survey data the largest affordability. Based on existing rents paid, the red proportion of the overall population (18%) live in a lines illustrate that around half the population can household of six. manage $23 per month or less. This analysis is a The number of households within a 10-minute travel step in evaluating affordability levels. It indicates distance from each station is smaller than the whole affordability rates based on the current market survey, covering 62% of the 2,028 respondents. response. Rental Levels The analysis undertaken shows that 50% of the More than half (55%) pay less than 70,000 shillings sample group earn less than $120 per month. 25% per month. This equates to $31 USD per month. More of the group earn at least $50 per month. than two thirds (72%) pay less than 150,00 Shillings A monthly rent of $24 when earning $120 per month. This equates to $66 USD per month. represents around 20% of earnings – could be considered a reasonable test of affordability. Hence half of the population could afford no more than $24 per month, a quarter no more than $10 per month. Only a quarter of the group earn more than lower-end market rent of $300. Strategies 303 2.4 CONTEXT & VISION The chart shows the occurrence of household rental costs expressed in USD. The figures on the X axis represent the upper end of each rental band. STRATEGIES ECONOMIC IMPACT Figure 2.4.16 Rental Bands (USD $ per month) (Source: CoLab) The chart curve shows the percentage of the population who can afford a given rent. IMPLEMENTATION The red lines show that half GOVERNANCE & the population can afford less than $23 per month. PILOT PROJECTS Figure 2.4.17 Rental Curve: Lowest 66% of Income Survey ($ per month) (Source: CoLab) 304 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 How to Bridge the Gap: Exploring Options 01 Increasing Rental Sacrifice 03 Reducing construction costs World Bank research from 2016 shows that in Sub An alternative which has been considered, is the Saharan Africa, the poorest quintile spends 12.6% scope for reducing construction costs as a way of total household expenditure on housing. Across of making housing more affordable. Reported the region this level generally falls as prosperity over-capacity in the construction industry is increases. keeping construction costs low. The relatively low cost of construction leads to the conclusion that The same report shows that Tanzania stands there is a risk that construction costs could out amongst the region as having the lowest increase and result in housing costs rising expenditure on housing, of those surveyed. It also rather than falling. shows that in Tanzania the poorest quintile spends the lowest proportion on housing. Due to this, it has been assumed that 20% of 04 Ways of Providing Lower Cost Housing income is a reasonable upper limit for the There is a considerable gap between the cost of amount to be paid as rent. The required levels of market-rate housing and the ability of the majority contribution to make market-rate rents affordable of the population to pay for it. The development have been examined. Conclusions from this of commercial property and market-rate rented analysis show that half the population could housing in the corridor will provide the city with afford no more than $60 per month, and that the opportunity to provide affordable housing none of these people are able to afford the which is at least in part subsidised by the other $300 monthly market-rate rent even if they were to development. pay half their income. Market-rate rent is not an A key recommendation of this Strategy is option without real growth in earnings. that major schemes should be managed by a Development Corporation under the responsibility of Dar City Council. The 02 Increasing earnings Development Corporation would assemble, plan The rate of real (above inflation) earnings growth and deliver bulk infrastructure to sites. Commercial that would have to occur for the $300 per month developers would then be given the opportunity to rental level to become affordable to the sample bid for development sites with planning conditions group has been examined. Our starting income attached. Another recommendation outlined in is $120 a month which is achievable by half the the CDS is the development of ‘not-for-profit’ survey population. It has been assumed that the housing companies, which would benefit from 20% of income would be spent on rent. Assuming public sector funding or funding raised from Land the maximum 20% real income growth for 10 Value Capture in the BRT Phase 1 Corridor. These years a rent of $142 per month is affordable. housing companies could be led by community This is less than half of the lower end of market interest groups if they are properly constituted. rents and would still be unaffordable to half of A City Infrastructure Levy (CIL) is also proposed, the survey population. On the same basis the raised as part of the planning process to pay for 25% of the population who earn no more infrastructure and affordable housing. Dar City than $50 per month would only be able to Council would be responsible for the distribution afford a maximum of $62 monthly rent in 10 of this levy and may use the Development years-time. On this basis real income growth will Corporation to administer expenditure. not be able to make market-rate rents affordable to the lower half earners. Strategies 305 2.4 How Many Units? CONTEXT & VISION And When? Figure 2.4.18 illustrates the number of each type of affordable housing units that would be provided annually over the 15-year period, for the mid-growth scenario outlined in this report. We have assumed a steady escalation in the rate of delivery as capacity builds and funding levels improve. A steady increase in the level of affordable housing provision will allow increasing annual demand to be met. A late start in the housing programme will make the later year targets higher and harder to reach. The chart shows the land value STRATEGIES captured through the provision of affordable housing. Separately shown is the value of housing directly provided by the developer and other affordable housing. ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Figure 2.4.18 Affordable Units Required over time (Mid Growth Population Scenarios) (Source: CoLab) Conclusion PILOT PROJECTS Dar es Salaam is a rapidly growing city with relatively low housing cost in comparison to other African cities. Despite this there is an apparently unbridgeable gap between the bottom end of market-rate rented housing and the amount that most can afford to pay in rent. This study concludes that the best approach is to require developers to share some of their profits by building new affordable houses and contributing to infrastructure and housing funds. The management of this new housing could be taken on by not-for-profit organisations some of which could represent community interest groups. 306 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Models for Regenerative Development Regeneration Model 1: Core Parcels Servicing Programme Prioritising access to infrastructure & amenities to attract investment and renewal. The framework identifies a number of priority By co-ordinating the public sector, utility firms routes and links to be improved with increased and Community Benefit Organisations with highway capacity, new public transport facilities and private sector developers, significant areas can be comprehensive utility services in the corridor area. regenerated. Land sales revenues can also help This prepares for comprehensive new investment offset the cost of new infrastructure. to enhance the local economy through a mix of As a condition of development all new business and commercial and residential activity. residential occupants will need to be registered and State investment can be capitalised by promoting formalised to help improve urban management and privately-built dense development along these fiscal systems, improving Municipal accountability enhanced routes and at key nodes. This activity and improving its ability to manage its future requires new space to be provided, in some cases revenues effectively. cutting through areas with established development and neighbourhood uses, tackled under the following process: 01 Conduct household compensation process, phased with infrastructure works 02 Clear route alignment to accommodate rights of way 03 Install bulk utility services (water, power, sanitation, telecommunications, drainage) 04 Deliver required road and transit routes by phase 05 In parallel - assemble adjoining redevelopment land, under any of the following listed initiatives. Strategies 307 2.4 CONTEXT & VISION STRATEGIES Figure 2.4.19 Proposed Development Framework (Broadway Malyan) The Phasing Strategy for the BRT Phase 1 Corridor emphasises the importance of developing the areas directly adjacent to the BRT lines as conduits ECONOMIC IMPACT for upgraded infrastructure and real estate development. 01: The Current Situation 02: Structured Infrastructure Provision IMPLEMENTATION GOVERNANCE & 03: Formalised Density Bulk provision Find provision increased to match of formalised formalisation density, achieved over time A key element of ensuring successful regeneration is an infrastructure strategy that recognises an incremental PILOT PROJECTS approach to upgrading systems. This is particularly the case for Dar es Salaam’s BRT Phase 1 Corridor , which consists of existing urban forms that are going to require a combination Incremental Requires minimal of refurbishment, re-alignment and formalisation of urban relocation of residents blocks, structures (per block) in order to in some cases replacement. infrastructure provision formalise infrastructure 308 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Regeneration Model 2: Developer Contributions Independent development of key sites with contributions for amenity benefits TOD is defined by its rich mix of uses as • Social housing / dwelling homes reserved for low income families for government-subsidised rent, it fosters complete neighbourhoods. falling within the development Key development parcels and action areas will need to be coded to facilitate • Reduced cost housing for agency rent or sale intended for occupation by key workers or middle mixed-use development at appropriate income residents densities. This development will be undertaken by both public-sector and • Contributions (as labour, materials or capital) towards any off-site social or key worker housing, private developers who will need to for example through an adjoining rehabilitation contribute towards providing affordable programme housing, infrastructure and facilities to • New on-site social amenities, including schools, help regenerate the city. healthcare, open space, transport facilities, utility Various private developments will be promoted upgrades. across the BRT Phase 1 Corridor, as market dynamics There is also scope for high density nodal development may allow. This will need to align with the CDS, to to contribute to cross fund essential social amenities. promote high density commercialised development Community facility planning standards should be at the key nodes and intersections, where substantial applied so that the capital costs for new schools, FDI and external investment and developer activity training and healthcare facilities, emergency services, is anticipated. At these key locations, small scale parks and other amenities are at least partly funded private interventions can hamper and detract from the by private development through appropriate schemes ambition that underlines the CDS and it is important to imposed through the development control process, to realise the higher densities to gain downstream benefit create more sustainable communities and a more civil from taxation revenues associated with land sale, society. development, commercial activity and employment. In all cases it is crucial that non-residential and Private development activity should be required by commercial uses are included to diversify the local the Government to help deliver their rehousing targets, employment and leisure offer. as generally accepted practice. In an ideal situation, developers would be required to provide 25% of total Dense office, retail and leisure activities and GFA as affordable housing. 25% of this would be to own, employment development are welcome for the tax and and 75% to rent. The Development Corporation or a employment benefits. Where new commercial centres Not-For-Profit Housing Company would be responsible are developed the scheme should be encouraged to for finding tenants who would pay affordable rents and fund enhanced pedestrian links to the BRT station and for arranging rent-to-own schemes for the remainder. adjacent neighbourhoods. Development consent would be conditional on provision of agreed quantum in respect of the following: Strategies 309 2.4 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Dar es Salaam’s BRT © ITDP IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Contributions from developers have the potential to deliver investment in public realm and additional housing and facilities - artist impression of the Ubungo possible station redevelopment © Broadway Malyan 310 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Funding Homes From the CIL City Infrastructure Levy (CIL) is intended to capture Replacement / renewal of existing homes to own from a developer part of their profit to be re-invested The Development Corporation, and not-for-profit in city-wide infrastructure. It is a flat-rate charge housing companies (including approved community per m2 based on the type of property and the interest groups) will be able to bid for the proceeds zone of the city the development is located. Such from the City Infrastructure Levy, to refurbish or community levies have been adopted in countries replace homes. The grant will cover 100% of the such as Canada, where they operate a community infrastructure and up to 50% of the construction cost. revitalisation levy to pay for specific objectives. This will be used to encourage land pooling, plot Whilst these can be effective measures, they need to realignment and upgrading of infrastructure across be well-administered and understood. The training neighbourhoods. The expected ownership levels will of agencies responsible for the management of the remain at around 60% of the overall existing stock. levies would be critical, and it would also important that they understand the economic and financial Replacement / renewal of existing homes to rent workings of this tool, to maximise its impact and Development Corporation, not-for profit housing achieve the affordable housing provision objectives of companies (including approved community interest this project. More information on this can be found in groups) will be able to bid for CIL funds to replace the separate Implementation Report, which make up rented accommodation. Some, or all, of the grants the suite of documents produced for this project. will be repaid from the receipts from affordable rents. How much CIL funding will be available? It is expected rented accommodation to remain around 40% of the overall rented stock. If the population grows at the lower-end of projections and new development is delivered at the same pace, the CIL required to provide affordable housing would probably be inadequate to meet needs and government subsidies required or the levy extended to include all development in the city. If the higher population growth targets are matched in the BRT Phase 1 Corridor, with the appropriate level of development, then it is possible that a reasonable level of CIL would fund regeneration in the surrounding area. If the affordable rents collected reach reasonable levels and are re-cycled it is possible that the target to replace 20% of housing stock over 15 years, referred to earlier pages of this section, could be improved upon. Strategies 311 2.4 How much value could be captured by the public sector to contribute to these models? CONTEXT & VISION The approaches to Land Value Capture could save the public purse as much as $USD 5.7bn and provide 96,000 affordable homes in the BRT Phase 1 Corridor. It would transform a large part of the city. Land Value Capture success will depend on the quality of the corridor’s management. Dar City Council should take a strategic role in managing this with the help of a separate Development Corporation organisation. Additional capacity within the City and Municipalities is needed to plan and Upto 76,000 manage the processes required (see the Capacity Building Houses $ STRATEGIES Plan provided as part of this project, as a component of the separate “Appendix C: Implementation Report”). Stakeholders including not-for-profit housing companies and community interest groups need to be engaged and encouraged to participate in the process and bid for funding. Developers US$4.4 Billion need to know that in return for contributing towards in LVC Savings affordable housing they will be engaging in a transparent and effective system. ECONOMIC IMPACT Figure 2.4.20 typifies the value which could be captured from Developer Provision, and Affordable housing to own and rent funded from CIL. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 2.4.20 Affordable Units provided over time by Model 2 (Max . Population Scenarios) (Source: CoLab) 312 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Regeneration Model 3: Land Pooling Planning available land for sale to responsible developers Land Pooling encourages land title holders to Owners may transact their assets under a legally combine stakes to amalgamate parcels for upscaling constituted unified title deed. This can be used as new development. collateral to secured loans. A management entity can be thus formed around the new ownership to This technique can be used in different ways to outlay any payments due as the site is cleared and ‘up zone’ existing urban areas, particularly those redeveloped. which feature multiple owners and land which is economically under-performing, relative to location. Land to be pooled may be valued in a number of ways, and may vary according to: Land pooling can be applied to any type of parcel regardless of ownership (including private or public). • Location, relationship with the corridor and nodes and the designated CDS uses / densities There are various means and mechanisms through which the land may be combined: • Size and significance of parcel • Title purchase - the simplest form of land • Accessibility and relationship to local roads etc pooling is the purchase of multiple land titles by a • Environmental constraints including likelihood of single entity which develops the pooled site flood • Neighbourhood association - where multiple • Type and condition of any owners associate together to develop the site buildings / structures / assets and share the proceeds. Facilitated by a local or Municipal group, with the aim of increasing the • The relative market value of other available land value and capacity of the land. This can enable a parcels in the area. community to improve their own living conditions Depending on the model used, individual parcels while making money enhancing the urban fabric may be surrendered for a cash payment, for a • Special Purpose Vehicle - a public-private percentage of the proceeds produced by the venture where the public entity transfers its combined asset or for a mix of both, depending on legal title to a separate company 51% owned by the needs and priorities of the vendor. the public sector, with a private sector investor Land pooling is an opportunity for local charged with constructing the development landowners to take part in regenerating their own project. This is a long term venture for significant neighbourhoods, and to secure their own future. If an amalgamated parcels at key locations, as has approved mechanism can be developed the concept been undertaken elsewhere by various Municipal has scope to be widely applied along the corridor to Land Development Corporations in Europe and enhance its capacity and condition. North America. It is recommended that this approach be promoted Sales from land pooling benefit the title holder but through the authorities to help neighbourhoods to not the tenants. Tenants rights are stipulated as a enhance and improve their structure over time. tenancy agreement, and subject to notice to quit without compensation by their landlord. • Density and mix heightened where accessibility is highest Strategies 313 • North area benefits from future BRT Phase 5 (2028) • Feeder route • Consolidate traders in formal market area • Subject to flood hazard and health risk Legend 2.4 • Manzese slum informal settlement Phase 01 BRT Stations • Poor access / egress • Large area lacking social amenities / Phase 01 BRT Corridor health risk BRT 1 - Study Area • Consolidated low density residential/ CONTEXT & VISION mixed – not TOD BRT 1 - Study Area Zones Legend RES1 - Residential - Low/SF Phase 01 BRT Stations RES2 - Residential - Medium/SF Commuity Facilities Phase 01 BRT Corridor RES3 - Residential - Low/MF BRT 1 - Study Area RES4 - Residential - Medium/MF Primary School BRT 1 - Study Area Zones RES5 - Residential - High/MF Secondary School RES1 - Residential - Low/SF MU1 - Special Mixed-Use RES2 - Residential - Medium/SF MU2 - Mixed-Use Residential Sport Facility Legend RES3 - Residential - Low/MF MU3 - Mixed-Use Commercial Police Station RES4 - Residential - Medium/MF COM2 - Commercial Medium Phase 01 BRT Stations Phase 01 BRT Corridor RES5 - Residential - High/MF COM3 - Commercial High Post Office Legend BRT 1 - Study Area MU1 - Special Mixed-Use COM4 - Hotels Phase 01 BRT Stations Phase 01 BRT Corridor Library BRT 1 - Study Area Zones MU2 - Mixed-Use Residential COM5 - Retail BRT 1 - Study Area BRT 1 - Study Area Zones RES1 - Residential - Low/SF RES1 - Residential - Low/SF MU3 - Mixed-Use Commercial STRATEGIES Hospital RES2 - Residential - Medium/SF RES3 - Residential - Low/MF Legend RES2 - Residential - Medium/SF COM2 - Commercial Medium IND1 - Light Industry RES4 - Residential - Medium/MF RES5 - Residential - High/MF Dispensary MU1 - Special Mixed-Use Phase 01 BRT Stations RES3 - Residential - Low/MF COM3 - Commercial High IND2 - Heavy MU2 - Mixed-Use Residential Industry MU3 - Mixed-Use Commercial Phase 01 BRT Corridor Community Hall/ Recreation RES4 - Residential - Medium/MF COM4 - Hotels CIV1 - Healthcare COM2 - Commercial Medium COM3 - Commercial High COM4 - Hotels BRT 1 - Study Area RES5 - Residential - High/MF COM5 - Retail CIV2 - Education COM5 - Retail Waste Collection Point BRT 1 - Study Area Zones MU1 - Special Mixed-Use IND1 - Light - CIV3 Place of Workship Industry IND2 - Heavy Industry New RES1 Health Centre - Residential - Low/SF MU2 - Mixed-Use Residential IND1 - Light Industry CIV4 - Civic & Community CIV1 - Healthcare CIV2 - Education CIV3 - Place of Workship RES2 - Residential - Medium/SF MU3 - Mixed-Use Commercial IND2 - Heavy Industry INF1 Public Works -Community CIV4 - Civic & New Primary School INF1 - Public Works RES3 - Residential - Low/MF COM2 - Commercial Medium CIV1 - Healthcare INF2A - Transport - Air & Water INF2A - Transport - Air & Water INF2B - Transport - Land New Community Hall/ Recreation OS1-4 - Open Space RES4 - Residential - Medium/MF COM3 - Commercial High CIV2 - Education INF2B - Transport - Land RES5 - Residential - High/MF COM4 - Hotels CIV3 - Place of Workship OS1-4 - Open Space New Civic Facility ECONOMIC IMPACT MU1 - Special Mixed-Use COM5 - Retail CIV4 - Civic & Community MU2 - Mixed-Use Residential INF1 - Public Works Figure 2.4.21 Sample MU3 - Mixed-Use of the regeneration Commercial area - Before and after IND1 - Light Industry - the INF2A neighbourhood - Transport - Air & Water Regeneration COM2 - Commercial Medium IND2 - Heavy Industry INF2B - Transport - Land COM3 - Commercial High CIV1 - Healthcare OS1-4 - Open Space COM4 - Hotels The above example shows how CIV2 - Education COM5 - Retail CIV3 - Place of Workship a station area and node can CIV4 - Civic & Community incorporate TOD pronciples, FAR IND1 - Light Industry INF1 - Public Works 3.0 largely through the process of IND2 - Heavy Industry INF2A - Transport - Air & Water FAR CIV1 - Healthcare FAR 5.4 land pooling. INF2B - Transport - Land FAR 5.5 FAR 4.1 CIV2 - Education OS1-4 - Open Space 5.2 This applies to owners of CIV3 - Place of Workship IMPLEMENTATION FAR informal settlement parcels, GOVERNANCE & CIV4 - Civic & Community 6.5 INF1 - Public Works of under-utilised industrial INF2A - Transport - Air & Water parcels and of mixed use areas INF2B - Transport - Land Figure 2.4.22 Existing plots layout FAR 0.55 Figure 2.4.23 Proposed plots layout with FARs near station nodes which are OS1-4 - Open Space quickly rising in value. The process of redevelopment (left) will allow private Podium Public Plaza developers to fund the construction of new social Setbacks amenities by being permitted PILOT PROJECTS to build at a high density. The original local landowners will have pooled and sold their land to the private sector to Uses and Mix 60% Residential allow these higher densities 20% Retail and quantum of development, 15% Office which itself will bring the city 5% Other new revenues. Figure 2.4.24 Illustration of local massing to meet strategy standards (Broadway Malyan) 314 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Regeneration Model 4: Home Upgrade Grants & Low-Cost Homes Pilot Projects Rehabilitation of unplanned settlements to meet new design codes This approach facilitates self-funded rehabilitation. parallel grant initiative rebates a percentage It applies to a significant proportion of the existing contribution for material costs, where certified urban area in the BRT Phase 1 Corridor, such as on inspection that to be found at Manzese. The initiative would be • The recognition of ownership will legitimise delivered in phases to initially focus on prioritised the local real estate market, to feed the local areas, according to proximity to key nodes and economy and improve living standards, broaden corridors. housing choice while boosting access to credit A key aim is to incentivise the self-funded and strengthening the formal employment densification of the unplanned areas by sector empowering local residents to improve their • Further control measures can be put in place to dwellings and increase floorspace as additional regulate building work under the grant scheme storeys built to an agreed design code standard, to ensure that any improvements and design approved by the Municipality. modifications meet minimum standards, density This can be operated through a process to formalise allowances and the local design code. land plot registration and ownership, to regulate The Government will be obliged to instruct its unplanned neighbourhood occupation in areas service providers to ensure that titled plots of the Corridor where the unplanned areas are have individually licensed and tariffed access expected to remain. to all amenity services, including power, water, Under this model, the following possible sequence is telecommunications and sewerage. Absence of envisaged: service connections will qualify the owner for a discount for the period of absence. Conversely the • Individual householders register with a local owner will need to prove the intention and means bank to handle the conveyance application and to pay their utility tarriffs as part of the formalisation mortgage. This funds the scheme, including its process. infrastructure without actual cost to householder or government. Registration initiates property and tax registration, for future access to credit Low cost homes pilot projects and electoral rights A separate programme to trial different approaches overnment awards householders the formal • G for the supply of new low-cost homes can be land title on consent of application, subject to promoted to enhance and develop skills and proof of plot location and area, residency and capacity for affordable housing delivery. status, years of occupation and the submission of a registration fee This could be led by the National Housing Corporation, utilising LVC proceeds from a key he title will enable householders to raise credit • T corridor project. (through a local credit union or micro-finance provider) against the value of their plot of land, The trial projects will provide evidence for the for the purpose of making improvements. A roll-out of new affordable housing of a higher general standard with access to all amenities. Strategies 315 2.4 Panorama of Hanoi, Vietnam © St. Rosenzweig CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Case Study: ‘Semi-Legal Construction’ in Hanoi A policy of legalising unplanned structures if they meet minimum standards means new arrivals to the Vietnamese capital can build homes without official permission, and get basic services. IMPLEMENTATION GOVERNANCE & It is estimated that 90% of buildings in Hanoi Slum clearance programmes proved highly have been built without official permission, on unpopular and did not succeed in fixing the untitled land. The city was built to originally ills of unplanned settlements. So the city designed to accommodate 400,000 people adopted ‘semi-legal construction’, a system but a series of wars, heavy bombing and granted legal tenure and connection to basic agriculture campaigns caused the population services (electricity and sanitation) provided to grow to swell to 3 m by 1990. the resident upgraded their housing to meet a minimum standard. This incentivised owners To serve this massive increase in population, to improve and rebuild their properties as their many areas of the city developed as informal finances allowed. settlements, built with poor quality materials PILOT PROJECTS and construction standards which led to The result was a gradual shift to licensed residents of these unplanned areas living construction and process of titling land and in precarious conditions, without access enforcing laws. Land owners were now able to amenities and often in unsanitary living to capitalise on higher-land values by selling conditions. single-family houses to make way for denser housing types. 316 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Case Study: Slum Upgrade Facility In 2004, UN Habitat announced plans for the Slum Upgrading Facility (SUF) project, in order to test whether solutions which mobilised domestic capital for slum upgrading and housing for the urban poor, might be a productive way of improving the lives of those living in informal settlements in the emerging economies. This, traditionally, has been an area of difficulty for donor programmes, and this was seen as a new avenue to explore. The idea was to provide a technical advisory facility LFF boards were to represent and comprise from UN Habitat, providing national, urban and diverse public and public sector interests and were local governments, as well as relevant NGO and generally incorporated as Associations Limited community organisations, with advice to develop by Guarantee. They included people from local slum upgrading, low-cost housing and urban and central government, NGOs, community-based development projects, which would attract funding organisations, microfinance institutions, commercial from domestic capital markets. banks and other private sector interests. The method proposed (evaluated through pilot TAFSUS was established with the intention to1: project tests) was to provide seed capital grants • Ensure access to funding for informal settlement where necessary, taking advantage of existing credit upgrading projects by local communities enhancement and guarantee facilities to package through the provision of credit and credit the projects in such a way for them to be deemed guarantees financially sustainable by domestic project finance entities. acilitate land access for those who did not yet • F own land The central component of the project was the creation of the Local Finance Facilities, which, rovide financial guarantees for Micro Finance • P depending on the pilot project in question, had initiatives, for on-lending to local communities local or nationwide mandate. Tanzania’s LFF for home improvements, created in pilot project was based in Dar es Salaam, rovide funds for infrastructure financing and the • P named TAFSUS (Tanzanian Financial Services provision of funds for infrastructure financing for Underserved Communities) - the last LFFs rovide loan guarantees for business • P established, opened in 2009. improvements in local centres of informal settlements Strategies 317 2.4 CONTEXT & VISION Monitoring and evaluation stuidies showed the LFFs The SUF pilot programme did the following: to “effectively support housing improvements and • Demonstrated that it is possible to mobilize small-scale neighbourhood infrastructure – a special commercial banks funding for improvement of market ‘niche’”2 . housing and small scale infrastructure, a market They did this by bringing slum improvement that the commercial banking sector traditionally stakeholders together, providing technical has resisted because of its inherent risks. assistance in the structuring of projects, work elped mobilise some $440,000 USD from seven • H packages and programmes of projects, as well as different commercial banks in three countries, playing a mobilisation role regarding finance from with different socio-economic conditions. project beneficiaries, the public sector, and also • Benefited 1,600 people, from around 350 STRATEGIES private sector sources. Crucially the LFFs provided bridge financing to mobilise financing from different households. commercial banks to slum dwellers, in the form of credit enhancements of partial credit guarantees. In summary, the LFFs were a positive liaison between residents of the informal settlements, their Lessons Learned: representatives (in Dar, these would be Mtaas, ward UN Habitat was unable to continue funding the development committees or community-benefit project as it was structured, but a number of orgs) and the local / urban governments, and the ECONOMIC IMPACT major lessons were learned which are important commercially-minded private sector. to the sector: The first project from the Tanzania SUF pilot scheme 01 Increasing emphasis on financial capacity was led by a local NGO called TAWLAT, or Tanzania building of Local Finance Facilities has Women Land Access Trust. become much more important, since 2009 TAWLAT built a multi-storey block of flats 02 More robust and sound risk mitigation in Kinondoni, with units made available for approaches to ensure that micro-lenders purchase by [female] members of their associated have a good track record have been cooperatives. TAWLAT is a form of local NGO developed, and that loan payments were developed by UN Habitat, which also exists in other IMPLEMENTATION GOVERNANCE & affordable to all participating families, countries, such as Kenya and Uganda, where it whenever feasible is also provided with technical assistance by UN Habitat. It is described as a “financial intermediation platform through which poor women in urban areas are organised into housing cooperatives in order to NOTE: At the time of writing, we are unable to access affordable institutional mortgage finance”3. determine, from secondary research, if the project was completed, or if TAFSUS and TAWLAT still exist and By 2010 the building was finished, but by 2011 it had continue to function as intended. not yet been connected to utilities, and in the UN Habitat end-of-programme evaluation mentions PILOT PROJECTS an outstanding payment owed to a contractor of $250,000, seemingly an obstacle to finalising the project. Effectiveness of SUF 1 Rudic, C. Housing Finance Strategies of Informal Settlement Dwellers. LIT Verlag Münster, 2016 2 UN Habitat. Slum Upgrading Facility End of Programme Evaluation, Dec 2011. Nairobi. 3 UN Habitat. Working Paper 10 – SUF. Nairobi, 2009. 318 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Regeneration Model 5: Public Land Assembly for housing Cluster state owned land for comprehensive development The central area of Dar es Salaam is almost entirely This situation presents an opportunity to reduce urbanised with an evolved mix of civic uses, housing, operational costs while upgrading the facilities commercial activity and infrastructure. through a cross-funded initiative that could provide significant new supply of land for commercial Pockets of low density development is evident on redevelopment, releasing land sale receipts and redundant employment land as well as government- other tax benefits to pay for the changes. owned parcels for a range of national, regional and local activities. The plan (right) indicates how the large public sector opportunity areas are clustered. This includes The BRT Phase 1 Corridor area includes large sites the university lands near Ubungo, which could be contraining hospitals, municipal depots, universities, linked by transit feeder to accommodate new mixed office campus complexes and infrastructure development. easements, parts of which are either under-utilised, vacant, outmoded or inefficient. It is recommended that an inventory of under-utilised public land be produced as part The government is seeking to combine many of of a more detailed mapping exercise to show its national and regional functions at the centre of where civic activities can be consolidated onto the new capital in Dodoma, although the timing fewer smaller sites to allow for new areas of and sequence of this remains unclear. When this dense mixed use development in the vicinity of does occur, significant parts of the centre area will the BRT Phase 1 Corridor. become vacant, leaving scope for new uses to fill their place. As most of the city centre is close to the These lands may then combine with others in BRT, this means that many of these sites will likely be private ownership to create larger more flexible recast to TOD principles. parcels capable of catalysing development to promote the aims of the CDS in applying TOD Much of the Municipal activity is single-use and principles. would benefit from being integrated with other actitivities to better serve its host communities. Strategies 319 2.4 UNIVERSITY LAND UBUNGO MAGOMENI MOROCCO CONTEXT & VISION MOROCCO TERMINAL KOROGWE KINONDONI KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO TERMINAL MWANAMBOKA KIBO UBUNGO SHEKILANGO MAJI MKWAJUNI TIP TOP URAFIKI ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL STRATEGIES MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE Legend STATION BRT Phase 1 Corridor DIT KISUTU Opportunity Corridors MSIMBAZI POLICE POSTA YA Opportunity Areas ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL Areas of High Development TERMINAL Potential Areas of Medium Development Potential Areas of Long Term Development Potential Land Occupation Low Density with High Potential ECONOMIC IMPACT Mostly Unbuilt GEREZANI KIGAMBONI Figure 2.4.25 Opportunity sites identified by the CDS which could provide potential to unlock development sites for new housing IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Singapore’s public housing is largely built on tracts of existingh public land and is recognised as one of the best in the world © Erwin Soo (CC BY 2.0) 320 BRT Phase 1 Corridor Development Strategy | Strategies 2.4 Case Studies: Johannesburg Social Housing The Johannesburg Social Housing Company (JOSHCO) is a thriving social housing provider, servicing a constantly growing market where the demand for quality and affordable housing exceeds the supply. Johannesburg, as the metropolitan hub of Africa, nodes, and which address the needs of the attracts a huge influx of people in search of better community and the environment in Johannesburg, opportunities from all parts of the continent. with a strong emphasis on good governance and Due to the increasing demand of employment, customer service. housing, food and other basic needs, the City JOSHCO follows a participatory process with of Johannesburg created JOSHCO, as one of tenants, in order to assist them in upgrading its preferred implementing agents for social their communities, improving the social and and institutional housing developments and economic conditions of residents by using different management of rental accommodation for low intervention mechanisms. income earners within the Joburg Metropolis. JOSHCO’s sole purpose is to provide affordable JOSHCO has grown rapidly since it was created and quality rental housing to the people of by the City of Johannesburg in March 2004. Its Johannesburg funded through provincial mandate is to: subsidies, national and municipal grant funding • Manage all Council-owned rental stock as well as loan funding. It caters predominantly for individuals earning a household income between • Manage and refurbish staff and public hostels R1,500 – R7,500 (approx. US$120 - US$600) per • Develop new rental stock and implement other month. mutually agreed housing developments JOSHCO performs two principal functions. Firstly, • Provide housing management services and as a developer, by appointing contractors and turnaround strategies where necessary. professionals to build suitable housing. Before JOSHCO designs and builds quality, construction takes place, JOSHCO ensures that resource-efficient, economically sustainable and suitable land is obtained and that the necessary affordable products, which are close to transport finances are secured, either through grant funding Strategies 321 2.4 CONTEXT & VISION STRATEGIES City of Johannesburg (CC BY 0) ECONOMIC IMPACT or low interest bearing loans. JOSHCO also refurbishes existing properties such as hostels and buildings within Lessons Learned: the Inner City. 01 Establish effective social landlords and housing JOSHCO also manages newly constructed rental organisations which uphold high standards housing stock as well as existing housing properties 02 Bestow land assembly and budget management IMPLEMENTATION acquired from the City of Johannesburg. Management powers GOVERNANCE & of properties means that JOSHCO selects, allocates and 03 Set criteria qualifying for support in regeneration trains suitable tenants for occupation, ensures collection areas of rentals, conducts regular property maintenance and ensures that customers receive a good and reliable 04 Empower vulnerable families and households to service. determine their future The organisation has enabled migrants and those 05 Monitor the performance of rehousing schemes in poor housing accommodation to access new including tenant satisfaction accommodation of an appropriate standard, prioritising 06 Consider amenity access and social provision as vulnerable families and highlighting cases in special part of the repayment for rehousing PILOT PROJECTS need. The rehousing developments have sought to establish benchmark liveable neighbourhoods with adequate amenities which have been built despite budget constraints. 322 BRT Phase 1 Corridor Development Strategy | Strategies Strategies 323 CONTEXT & VISION STRATEGIES 2.5 ECONOMIC IMPACT Strategies - Community Facilities The following section displays plans and strategy proposals IMPLEMENTATION for the upgrade of existing and proposals of new civic GOVERNANCE & amenities / community facilities for the Morogoro Road Corridor in line with its excellent public transport services. These enhancements will give local residents, workers and visitors, access to adequate healthcare, schools, parks, open spaces, security and emergency services. This will bring about better living standards, to be applied elsewhere as each new BRT corridor is delivered. PILOT PROJECTS 324 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Community Facility Strategy Successful, healthy and sustainable communities are well served by a full range of community facilities that are appropriate to residents’ needs and are accessible to all. Community Facilities are public or publicly organizations or enterprises which cater for healthcare, education, civic, social and religous uses to the local communities. Introduction The integrated strategy on the provision of The proposals are based upon existing data on community facilities, presents the physical community facilities in terms of the quantities that requirements for the provision of community exist in different parts of the study area. facilities to adequately serve the study area. This The reason for this relates to the fact that very is in line with the optimal spatial and population limited data exists on the actual capacity of growth scenario that is outlined under the individual facilities across the spectrum that is corresponding section. In this sense, this strategy discussed within this section. In this sense, a more is tailored to ensure the optimisation of the in-depth study is required to assess the actual significant investment in the provision of the capacity and constraints associated with individual BRT Phase 1 line through planning for the provision facility types. This must be done as part of the of the adequate amount and associated spatial implementation of the strategy to further inform distribution of community facilities. Importantly, as the provision of new or upgraded community the baseline report, under phase 1 of this project, facilities. comprehensively outlines the current situation in terms of community facilities, this section Accordingly, the first section of this chapter will will compare these status quo conditions to the present the requirements in terms of community selected growth scenario and present a strategy facilities provision that is directly derived from to ensure the gaps identified are adequately the selected hybrid growth scenario for the addressed. BRT Phase 1 Corridor . This will be followed by a more detailed strategy in terms of the number and With this being, it is important to note that the spatial distribution facilities, clustered under four recommendations and strategies presented in themes (Education, Health, Civic and Community). this section was done in a purely quantitative way. 1 387 750 2 411 750 3 482 000 4 184 750 4 5 341 750 5 2 3 1 Figure 2.5.1 Corridor Zones and Proposed Population (Average) Strategies 325 2.5 TOD Approach & Guiding Principles for Community Facilities CONTEXT & VISION Before presenting the strategies for the provision of These principles were developed through careful health, educational, civic and community facilities, it is consideration of the overall purpose of the project, which critical to bear in mind the fundamental principles that is to guide development along the BRT Phase 1 Corridor in directly inform the strategies that will be presented in the line with a Transit Orientated Development Approach. subsequent sections. Accordingly, the principles that were derived from this overall approach, in terms of community facilities, include the following: Consolidation and Upgrade Leveraging from existing facilities through upgrading rather than replacing STRATEGIES in order optimise investment and land use. Strategic Distribution and Enhanced Accessibility Facilitating better access through, as far as practically possible, locating facilities along major feeder routes and ensuring safe access to these ECONOMIC IMPACT facilities through providing quality non-motorised transport (NMT) connections (cycling and pedestrian pathways). Focus the Investment In relatively small areas with high densities, providing a consolidated larger scale facility, in a well located spot, rather than several smaller facilities. This will allow for the better staffing, higher order services, and better equipment due to the benefit of focussing investment in one place. IMPLEMENTATION Enhancing Synergies and Clustering GOVERNANCE & Clustering facilities in areas that allows for sharing of facilities which optimises their use and reduces the need for major capital expenditure in the roll out of additional facilities. This also enables the creation of local centres with a defined identity, which consequently attracts more people and creates a sense of place. PILOT PROJECTS Universal Access Equitable distribution of facilities in line with the contextual need of the different zones within the corridor. 326 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Identifying the Required Number and Spatial Distribution of Facilities In terms of the quantitative approach outlined in With the above in mind, it is necessary to reiterate the the introduction of this section, it was necessary method utilised to determine the number of facilities to ascertain the number and spatial distribution of that will be required within each zone based on its facilities that are required to serve the selected hybrid respective population. growth scenario. In order to do this it was necessary Accordingly, Figure 2.5.2 outlines the threshold to break to study area into 6 respective zones which populations that were used to determine the amount allowed the identification of the main issues which of facilities required: (E.g. Every 10, 000 people = 1 exist in the different parts of the corridor. Primary School). This subdivision consequently ensures that an These figures, as outlined within the baseline report, adequate amount of facilities are provided within the were derived from the South African CSIR (Council corridor (to serve the respective zone’s population) as of Scientific and Industrial Research) Guidelines for well as ensuring that all residents within the corridor the Provision of Social Facilities in South African are within an acceptable travel distance to the full Settlements. However, these were not applied directly spectrum of community facilities. In this sense, as they appear in the South African guidelines, but Figure 2.5.2 visually illustrates these zones as well were rather adapted to suit the local contextual as their respective projected populations, which is realities within Dar es Salaam as outlined in the one of the key determining factors of the number of baseline report and further refined within this report. facilities required. Health Education Proposed Health Dispensary / Current Hospital Primary Secondary Tertiary Zone Population Centre Clinic Population (Average) E R S E R S E R S E R S E R S E R S 1 185, 590 387, 750 8 4 4 6 8 -2 48 24 24 25 36 -11 14 24 -10 6 4 -1 2 213, 651 411, 750 6 4 2 2 8 -6 28 24 4 14 36 -22 3 24 -21 3 4 0 3 474, 261 482, 000 3 5 -2 2 10 -8 32 31 1 30 47 -17 4 31 -27 1 5 13 4 40, 019 184, 750 1 2 -1 2 5 -3 5 15 -10 3 22 -19 1 15 -14 4 2 -5 5 123, 466 341, 750 1 3 -2 1 7 -6 12 23 -11 8 35 -27 3 23 -20 0 3 -8 E: Existing Number of Facilities R: Recommended Number of Facilities S: Shorfall / Oversupply Figure 2.5.2 Shortfall / Over Supply of Community Facilities Strategies 327 2.5 CONTEXT & VISION Subsequently, the methodology applied uses the Health Education Civic Community projected population within each zone divided by the threshold population per facility type minus Primary Community Hospital Post Office School Sport the number of existing facilities within each zone to 100 000 10 000 20 000 45 000* come up with a number of new additional facilities Health Secondary Community Fire Station to be provided for in each of the respective zones. Centre School Recreation 47 000 15 000 80 000 15 000 It is important to note that some facilities have a Tertiary Police Dispensary Religious catchment area that is larger than the individual Education Station STRATEGIES 15 000 100 000 60 000 5 000 zones and thus in cases where it aligns with the Library overall corridor strategy, higher order facilities will 45 000 be provided in strategic locations to be shared amongst two or more zones and thus reduces the Figure 2.5.3 Population Thresholds number of new facilities needed. *The population threshold for community sport facilities were tripled due to the potential of shared These calculations and findings are outlined below facilities with primary and secondary schools. and acts as a framework informant to the need that will exist within the corridor when applying the ECONOMIC IMPACT hybrid growth model. Civic Community Post Fire Police Community Religious Library Community Office Station Station Sport Facility IMPLEMENTATION GOVERNANCE & E R S E R S E R S E R S E R S E R S E R S 7 8 -1 16 18 -2 1 4 -3 7 6 1 17 8 9 23 24 -1 33 71 -38 8 8 0 2 18 -16 0 5 -5 3 6 -3 5 8 -3 3 24 -21 21 73 -52 23 10 13 10 23 -13 0 6 -6 7 8 -1 13 10 3 10 31 -21 32 93 -61 0 5 -5 1 11 -10 0 3 -3 3 4 -1 2 5 -3 3 15 -12 9 44 -35 0 8 -8 0 17 -17 0 4 -4 1 6 -5 2 8 -6 4 23 -19 1 69 -68 PILOT PROJECTS 328 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Proposed Strategy Zone 4 This section of the report will present Main Existing Facilities the strategy for the provision of • (Upgrade) UDSM Health Centre healthcare facilities, across the study • (Upgrade) Sinza Hospital / Health Centre area, in order to support the spatial Main Proposed Facilities development and population growth • 10 x New Dispensaries projections for the selected hybrid • 6 x New Health Centres growth model. The facilities discussed • 11 x New Dispensaries include dispensaries, health centres and hospitals of different scales. The Strategy Related to TOD overarching strategy is to ensure • Upgrading of existing and well located healthcare equatable access, within an acceptable facilities whilst providing new healthcare facilities along the main movement routes to travel time, to healthcare facilities for ensure equitable access within zone 4. all residents of the corridor. Currently, the major healthcare node is located within the CBD and there exists a need ZONE 4 to create new lower order healthcare nodes to allow for a more equitable distribution of healthcare facilities that are easily accessible through NMT or BRT. Another major component of the strategy involves the coupling of facilities (especially health centres and dispensaries) in well located areas to ZONE 5 create small character nodes. Legend Study Area Boundary BRT Phase 1 Corridor Stations Zone Boundaries New District Hospital Zone 5 Upgrade to District Level Hospital Main Existing Facilities • (Upgrade) Moyo Safi Maria Health Centre New Health Centre Main Proposed Facilities • New district hospital at Baruti station Upgrade Existing Health Centre Strategy Related to TOD New Dispensary / Clinic • Locating the higher order facilities within a centralised location that is well accessed through public transport (Baruti) coupled with the provision of new Clustering of new and Existing Facilities facilities along the main feeder routes for zone 5. New Healthcare Nodes Main Existing Healthcare Nodes Figure 2.5.4 Healthcare Strategy Strategies 329 Healthcare Strategy 2.5 Zone 2 Zone 1 Main Existing Facilities Main Existing Facilities CONTEXT & VISION • Mwananyamala Hospital • Muhimbili National Hospital and • (Upgrade) AAR Health Centre University of Health Sciences • Aga Khan Hospital Main Proposed Facilities • Ocean Road Cancer Institute • 4 x New health centres along BRT and feeder routes • Mnazi Mmoja Hospital Strategy Related to TOD Main Proposed Facilities • Ensuring that health centres are available • 1 x health centre in Upanga along the main BRT route as well as locating additional facilities along the main feeder • 1 x health centre in Keko routes to allow equitable and easy access. Strategy Related to TOD • Providing for the shortfall in health centres and STRATEGIES locating them along the main BRT feeder routes. ZONE 2 ECONOMIC IMPACT ZONE 3 IMPLEMENTATION GOVERNANCE & ZONE 1 Zone 3 Main Existing Facilities • (Upgrade) Magomeni, JPM and Istiqaama Health Centre. • (Upgrade) PILOT PROJECTS Ekenywa Hospital to Distrcit Level • (Upgrade) St. Monica Modern Hospital to District Level Main Proposed Facilities • 5 x New Health Centres Strategy Related to TOD • Upgrading well located healthcare facilities (to address shortfall) along the Phase 1 BRT line and locating new health centres along the main feeder routes. 330 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Hospitals Description In this sense, albeit the guidelines stipulate that there is a backlog of hospitals in zones 3 to 6, the A public hospital could be described as a fact that National level hospitals exists within the secondary healthcare facility (either a District CBD doesn’t necessitate the provision of additional Hospital or Regional Hospital) that provides a hospitals of this scale as their catchment is in more comprehensive generalist set of services excess of 25 km. than a local clinic, including medical and surgical treatment for referrals from clinics. Accordingly, it is only necessary to provide one additional district level hospital in zone 5 to ensure Strategy equitable access in the areas between Ubungo and Kimara, coupled with the upgrade of capacity of In terms of the adequate provision of hospitals, the St. Monica and Ekenywa Hospitals to District Figure 2.5.5 provides the baseline figures for Level, as they are strategically located along the hospitals as presented in the map. Additionally, it trunk route of the Phase 1 BRT Corridor. visually illustrates the strategy for the provision of hospitals within the corridor. Significantly, in terms of the overall corridor (all zones), there is no need for the provision of additional hospitals as the existing facilities exceed the required facilities. This is the case due to the locational significance of the corridor in that it intersects with the main service centre for Tanzania which is the CBD of Dar es Salaam, and thus there exists several National, and Regional Scale hospitals within the corridor. Main interventions to enable TOD in terms of Hospitals Zones Existing Required New / Upgrade 1 8 4 - 2 6 4 - 3 3 5 2 (Upgrade of St. Monica and Ekenywa Hospitals to District Level). 4 1 2 0 (To be serviced by Upgrading of Zone 3 Hospitals or new district hospital at Baruti). 5 1 3 1 (New District Level Hospital as Baruti). Totals 19 18 1 Figure 2.5.5 Baseline & Proposal Figures - Hospitals Strategies 331 2.5 Public Hospital / District Hospital CONTEXT & VISION A public hospital is generally known as a regional facility, which should therefore be located along the Phase 1 BRT Corridor near to major feeder routes such as primary roads, allowing the quick and Locational easy access for emergency vehicles. Criteria There are no standard site sizes or norms, however the primary determinant will be the number of beds being provided in the facility. As a rule of thumb, the plot size of the hospital will be based on a sliding scale of site sizes STRATEGIES determined by the number of beds in which 1300 m² of land needs to be provided per bed. Based on this, the following would be the site size requirements for various hospital sizes: • 100 bed hospital = 13 ha • 300 bed hospital = 39 ha Site It should be noted that large plot sizes > 50 ha, such as is provided for at some National Hospitals, Criteria is seen as an excessively large and inappropriate plot size for either a secondary or tertiary hospital facility within an urban area. The reason for this is the surrounding urban fabric becomes un-scalable to the pedestrian, not walkable, and low density in nature resulting in a motorised transport ECONOMIC IMPACT dependent development. A Public Hospital (Secondary Facility) must adhere to universal access and design criteria, including providing access for prams, wheelchairs and other special needs citizens. In terms of external access to the facility, it is critical that these facilities be located in such a way that facilitates adequate access for pedestrians making use of public transport. Accordingly, the facility should be located along the main BRT line or along the main feeder routes which will also allow adequate access for Accessibility emergency vehicles such as ambulances and fire trucks. Distance Site Spacing In large metropolitan areas, such as DSM, there will generally be several, well-spaced public IMPLEMENTATION GOVERNANCE & Criteria hospitals. Other public hospitals can be found in the larger non-metropolitan settlements whose population size or catchment area warrants its existence. Generally, a secondary hospital is designed to serve a population of approximately 100,000 to Population 450,000 (112,500 dwelling units), although this is largely dependent on the size of the facility . Threshold Criteria PILOT PROJECTS Provision for parking must be provided on site. Additional parking for staff and emergency vehicles should be provided. Other Hospitals must provide universal access criteria in their detailed planning and design. Criteria for Consideration 332 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Health Centres Description Across the corridor as a whole, there exists a shortfall of 24 additional health centres to be able A local public clinic or community health centre to cater for the projected population growth within can be described as a primary healthcare facility the corridor. Converse to Hospitals, the catchment which is a permanently equipped facility which areas for health centres are localised and thus provides basic primary health care facilities and the sharing of these facilities (by providing larger services, ordinarily open eight or more hours a day. capacity health centre) between zones are not advised. Strategy This relates to the fact that Health Centres are In terms of the adequate provision of health the first point of contact in obtaining professional centres, Figure 2.5.6 provides the baseline figures primary healthcare and thus travel distance should for health centres as presented in the map. be limited. In terms of the placement of new health Additionally, it visually illustrates the strategy for centres, it is advised to ensure they are easily the provision of health centres within the corridor. accessible by locating these facilities either along the corridor or the primary corridor feeder routes. Main interventions to enable TOD in terms of Health Centres Zones Existing Required New / Upgrade 1 6 8 2 New Health Centres 2 2 8 6 (1 x Upgrade AAR Health Centre and 5 x New Health Centres) 3 2 10 8 (3 x Upgrade Istiqaama, JPM and Magomeni Health Centres and 5 x New Health Centres) 4 2 5 3 (2 x Upgrade UDSM and Sinza Mico Health Centre and 1 New Health Centres). 5 1 7 6 (1 x Upgrade Moyo Safi Maria Health Centre and 5 new Health Centres). Totals 14 38 24 Figure 2.5.6 Baseline & Proposal Figures - Health Centres Strategies 333 2.5 Health Centres CONTEXT & VISION A local health centre should be accessible to the greatest number of people and as such should be located close to the BRT Phase 1 line, it’s feeders and / or stations. Located well away from Locational environmentally threatened areas, e.g. unstable lands, floodplains etc. Criteria While the size of the local public clinic will vary according to the number of people the clinic serves, STRATEGIES suggested guidelines are the following: • 0.125 ha needed per 5 000 people served. • 0.25 ha needed per 10 000 people served. • 0.5 ha needed per 20 000 people served. Site • 1 ha needed per 40 000 people served. Criteria A clinic serving as few as 30 000 people will need a site size of approximately 0.75 ha while a clinic serving 120 000 people will need a plot size of 3 ha. ECONOMIC IMPACT A local public clinic should be located a maximum of 5000 m away from its users, however ideally between 2000 m to 5000 m away. Clinics must adhere to universal access and design criteria, including providing access for prams Accessibility and wheelchairs. In terms of external access to the facility, it is critical that these facilities be located Distance in such a way that facilitates adequate access for pedestrians making use of public transport. Site Spacing Accordingly, the facility should ideally be located along the BRT Phase 1 line feeder routes which Criteria will also allow adequate access for emergency vehicles such as ambulances and fire trucks. IMPLEMENTATION GOVERNANCE & The following sets out the number of people / dwelling units which will justify the need for a local public clinic: Population • As low as 30 000 people (7500 dwelling units) in non-metropolitan areas. Threshold • Up to 120 000 people (30 000 dwelling units) in larger metropolitan areas. Criteria PILOT PROJECTS • In terms of parking, a minimum of 1 parking bay should be provided per three beds in a facility which provides an overnight service, with additional parking for staff and emergency vehicles. • Clustering of related (mutually supportive) community facilities and Other infrastructure should be encouraged, such as a library, all types of Criteria for educational facilities, community halls, sport centres and parks. Consideration 334 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Dispensaries / Clinics Description A local dispensary or clinic can be described as a small scale basic healthcare facility (predominantly privately owned) where prescription or general “over the counter” medicines are dispensed. These are often associated as being accompanied by a full time qualified nurse to provide some basic medical advice and administer medicine injections and other basic health testing such as HIV, Blood Pressure, Blood Sugar etc. Strategy In terms of the adequate provision of dispensaries / clinics, Figure 2.5.7 provides the baseline figures for dispensaries / clinics as presented in the map. Additionally, It visually illustrates the strategy for the provision of clinics / dispensaries within the corridor. Across the corridor as a whole, there exists sufficient facilities to cater for the overall population of the corridor. However, these dispensaries / clinics are not equally distributed across the corridor, with some zones having a significant excess of facilities and other a significant under supply. Furthermore, considering that dispensaries and clinics are also considered as localised facilities (small catchment area), the scaling up of a dispensary / clinic to share between zones will not suffice. Main interventions to enable TOD in terms of Dispensaries Zones Existing Required New / Upgrade 1 48 24 0 2 28 24 0 3 32 31 0 4 5 15 10 New Facilities 5 12 23 11 New Facilities Totals 127 117 21 Figure 2.5.7 Baseline & Proposal Figures - Dispensaries / Clinics Strategies 335 2.5 Dispensaries / Clinics CONTEXT & VISION A dispensary / clinic should be accessible to the greatest number of people and as such should be evenly spread across the corridor. They are ideally located close to the BRT Phase 1 line, it’s feeders and / or stations due to not being very land intensive. These facilities are also well suited in district or neighbourhood retail / activity hubs with varying scale depending on location. In some cases, Locational these facilities, mostly publicly owned, can be located adjacent to health centres and hospitals as Criteria they are mutually supportive facilities. STRATEGIES While the size of the clinic / dispensary will vary according to the number of people the clinic / dispensary serves, suggested guidelines are the following: • 0.04 ha needed per 5 000 people served. • 0.08 ha needed per 10 000 people served. Site • 0.16 ha needed per 20 000 people served. Criteria ECONOMIC IMPACT A dispensary / clinic should be located a maximum of 5,000 m away from its users, however ideally between 2,000 m to 5 000 m away. Clinics / dispensaries must adhere to universal access and design criteria, including providing Accessibility access for prams and wheelchairs. In terms of external access to the facility, it is critical that these Distance facilities be located in such a way that facilitates adequate access for pedestrians making use of Site Spacing public transport (i.e. as close as possible to a BRT station or feeder route station). Criteria IMPLEMENTATION GOVERNANCE & The following sets out the number of people / dwelling units which will justify the need for a local public clinic: Population Threshold Between 15, 000 to 30, 000 people in larger metropolitan areas such as Dar es Salaam. Criteria In terms of parking, a minimum of 1 parking bay should be provided per staff member and 3 PILOT PROJECTS additional parking bays for customers. Other Clustering of related (mutually supportive) community facilities and infrastructure should be Criteria for encouraged, such as a library, health centres. Consideration 336 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Proposed Strategy Zone 4 This section of the report will present Main Existing Facilities the strategy for the provision of • University of Dar es Salaam (UDSM) Educational facilities across the study • (Upgrade) 4 x Primary Schools area to support the spatial development • (Upgrade) 2 x Secondary Schools and associated population growth Main Proposed Facilities projections for the selected hybrid • Natural Expansion of UDSM growth model. Importantly, the development of the educational Strategy Related to TOD strategy is directly based on the • The strategy involves catering for the anticipated guiding principles for the provision shortfall in facilities as the population grows along the main movement routes of community facilities within the and a sharing of facilities with UDSM. BRT Phase 1 Corridor as outlined under the corresponding section. Significantly, one of the primary spatial strategies that is utilised in ZONE 4 the development of the educational strategy, is the clustering of primary and secondary facilities (along main BRT feeder routes) to allow the sharing of facilities. This is done with a specific focus on the sharing of sport facilities as these are land intensive. Legend ZONE 5 Study Area Boundary BRT Phase 1 Corridor Stations Zone Boundaries Zone 5 New Primary School *150 m Offset from Phase 1 BRT Route Main Existing Facilities Upgrade Existing Primary School • No major tertiary educational facilities • (Upgrade) 2 x Secondary Schools New Secondary School • (Upgrade) 6 x Primary Schools *150 m Offset from Phase 1 BRT Route Main Proposed Facilities New Technical Secondary School • Large Mixed Public College *Predominately Focused in Manzese Strategy Related to TOD Upgrade Existing Secondary School • In terms of tertiary facilities, the establishment of large new mixed public college directly to West of the Dar es Salaam University. Leveraging New Tertiary Facility from good access and shared facilities with DSM *150 m Offset from Phase 1 BRT Route University and existing open space to further develop the area as a National Educational Hub. Upgrade Existing Tertiary Facility Clustering of new and Existing Facilities New Educational Facilities Hub Figure 2.5.8 Education Strategy Existing Educational Facilities Hub Strategies 337 Education Strategy 2.5 Zone 2 Zone 1 Main Existing Facilities Main Existing Facilities CONTEXT & VISION • (Upgrade) 6 x Primary Schools. (Upgrade) • Muhimbili University of Health and Allied Sciences 2 x Secondary Schools, (Upgrade) Tumaini • (Upgrade) 12 x Primary Schools University College Of Dar es Salaam • (Upgrade) 9 x Secondary Schools Main Proposed Facilities Main Proposed Facilities • 16 x New Primary Schools; 19 x New Secondary Schools • 1 x New Secondary School in Upanga West Strategy Related to TOD Strategy Related to TOD • Upgrade Tumaini University College Of Dar es Salaam • Zone 1 is well serviced in terms of educational to double current capacity. It is recommended facilities and thus, the strategy only involves to have shared facilities with Kambangwa and upgrading the well located educational facilities that Kinondoni Secondary Schools to form a local fall along the main BRT line and associated feeders educational hub around Kinondoni BRT Station STRATEGIES to supply the anticipated population expansion. (Open University of Tanzania is also located to the North of the Kinondoni BRT Station). ZONE 2 ECONOMIC IMPACT ZONE 3 IMPLEMENTATION GOVERNANCE & Zone 3 ZONE 1 Main Existing Facilities • (Upgrade) 11 x Primary Schools • (Upgrade) 3 x Secondary Schools PILOT PROJECTS Main Proposed Facilities • 1 x Large Technical College in South Manzese Strategy Related to TOD • Establishment of a large new Technical College in Manzese directly to the East of the National Institute of Transport and the Urafiki Textile Mill. Proposed located on the border of the Tanesco servitude connected to the BRT with a feeder route. 338 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Primary Education Description A public primary school can be defined as any centre providing education for children between the ages of 6 and 13. Strategy In terms of the adequate provision of primary educational facilities, the chart below provides the baseline figures for primary schools as presented in the map. Additionally, it visually illustrates the strategy for the provision of primary schools within the corridor. Main interventions to enable TOD in terms of Primary Education Zones Existing Required New / Upgrade 12 x Upgrade of existing facilities to double current capacity (Almuntaz Girls; Muhimbili; Diamond; Upanga; Al Muntazir 1 25 36 Boys; Aga Khan; Zanaki; Bunge; Mchikichini ; Uhuru Mchanganyiko; Keko Magurumbasi; and Al Muntazir). 6 x Upgrade of existing facilities (Sunrise; Kinondoni; Mtambani; 2 14 36 Mwongozo; Hanasif; and Mwananyamala Primary School) to double current capacity and 16 x new facilities. 11 x Upgrade of existing facilities (Urafiki; Kilimani; Ukombozi; Tandale Magharibi; Tandale; Ali Hassan; Karume; 3 30 47 Mianzini; Bryceson; Barafu and Mzimuni Primary Schools) to double current capacity and 6 x new facilities. 4 x Upgrade of existing facilities (Mlimani; Ubungo NH; Ubungo Plaza; and Mugabe Primary Schools) to 4 3 22 double current capacity and 12 x new facilities). *Large student population within in Zone 4 requires less primary educational facilities than other areas. Only 16 provided for. 6 x Upgrade of existing facilities (Mavurunza; Msewe; Filbert 5 8 35 Bayi; Kimara Baruti; Ubungo Kisiwani; and Kibangu Primary Schools) to double current capacity and 21 x new facilities. Totals 80 176 96 Figure 2.5.9 Baseline & Proposal Figures - Primary Education Strategies 339 2.5 Public Primary Schools CONTEXT & VISION The primary school must preferably be located close to a BRT Phase 1 feeder route or near to a BRT station. It is desirable to cluster a primary school with an early childhood development centre, library, sports fields, parks, swimming pools, community halls and primary health care centres, etc. Locational The land upon which the primary school is located must be predominantly flat to accommodate a Criteria field / playground area and school buildings. Site size considerations are the following: • The primary school must be a minimum size of 2 ha, which does not include any sporting facilities or fields, OR • A site with a minimum of 2.8 ha when sport facilities / fields are included. • In sharing of sport facilities (as is proposed in this document), two STRATEGIES primary schools with shared facilities should not exceed 4.8 ha. It is important that these facilities do not directly border the BRT Phase 1 corridor or a phase 1 station as they are land intensive and would use too much valuable commercial space. Accordingly, placement should be focused a block or two back from the feeder or primary lines, approximately Site 150 m. Criteria In terms of parking (applicable to all settlement types and income levels): • One parking bay should be provided per teacher and administrative staff member. • A drop off area must be provided on site, preferably at the school entrance, ECONOMIC IMPACT and designed in a safe manner and be very well signposted. • A bus and taxi stop area should be provided for the off-loading of scholars. Ideally, a Primary School should be within a maximum of 1500 metres or 20 minute walk time of its scholars and should thus be supported by well designed pedestrian movement routes and access Accessibility Distance points that are aligned with the movement to and from the BRT system. Site Spacing Criteria IMPLEMENTATION GOVERNANCE & The following sets out the number of people / dwelling units which will justify the need for a primary school: Population Threshold • 3000 – 4000 people (approximately 1000 dwelling units). Criteria • The primary school should be inclusive of classrooms, toilets, administration rooms, library and playgrounds. The latter 2 may be provided in other facilities which are immediately adjacent to the school (such as a communal library). • A primary school should have a maximum capacity of 1 100 learners. PILOT PROJECTS • The classroom size of 39 learners / 56 m² is the standard. • The teacher / learner ratio should be maximum 1: 39. Other Criteria for • The primary school should ideally be accessible on foot by Consideration most learners of the community being served. • Site must include sports field and a hall, unless shared with other schools or municipal / other facilities. 340 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Secondary Education Description A Public Secondary School can be defined as any centre providing education for children ranging from ages 14 to 18, also sometimes referred to as a high school. Strategy In terms of the adequate provision of secondary educational facilities, the chart below provides the baseline figures for secondary schools as presented in the map. Additionally, it visually illustrates the strategy for the provision of secondary schools within the corridor. Main interventions to enable TOD in terms of Secondary Education Zones Existing Required New / Upgrade 9 x Upgrade of existing facilities to double current capacity (Jangwani Girls; Azania; Robert 1 14 24 Shaaban; Zanaki; Aga Khan Mzizima; Mnazi Mmoja; Dar es Salaam; Benjamin W Mkapa; and Shule Ya Msingi Secondary Schools) . 2 x Upgrade of existing facilities (Kambangwa 2 3 24 and Kinondoni Secondary School) to double current capacity and 19 x new facilities. 3 x Upgrade of existing facilities (Manzese; Turiani 3 4 31 and Dar es Salaam Baptist Secondary Schools) to double current capacity and 24 x new facilities. 2 x Upgrade of existing facilities (Mugabe and Perfect Vision Secondary Schools) to double current capacity and 8 x new facilities*. 4 1 15 *Large student population within in Zone 4 requires less primary educational facilities than other areas. Only 12 provided for. 2 x Upgrade of existing facilities (St. Peter and 5 3 23 Theoflo Ngowi Memorial Secondary Schools) to double current capacity and 18 x new facilities. Totals 25 117 92 Figure 2.5.10 Baseline & Proposal Figures - Secondary Education Strategies 341 2.5 Public Secondary Schools CONTEXT & VISION A secondary school must preferably be located close to a BRT Phase 1 feeder route or near to a BRT station. It is desirable to cluster a secondary school possibly with a primary school where it may be feasible to share a communal library, sports field and swimming pool. It is also desirable to cluster Locational the school with parks, community halls, a sports stadium and primary health care centres. Criteria A secondary school should be approximately 3 ha in size and serve a maximum of 1200 secondary school learners. It is important that these facilities do not directly border the BRT Phase 1 corridor STRATEGIES or a phase 1 station as they are land intensive and would use too much valuable commercial space. Accordingly, placement should be focused a block or two back from the feeder or primary lines, approximately 150 m. In terms of parking (applicable to all settlement types and income levels): Site • One parking bay should be provided per teacher and administrative staff member. Criteria • A drop off area must be provided on site, preferably at the school entrance, and designed in a safe manner and be very well signposted. • A bus and taxi stop area should be provided. ECONOMIC IMPACT Ideally, accessible on foot by most learners of the community being served, and within at least 30 minutes travel time. It should also be supported by well designed pedestrian movement routes and Accessibility access points that are aligned with the movement to and from the BRT Phase 1 primary or feeder Distance routes. Site Spacing Criteria IMPLEMENTATION GOVERNANCE & The following sets out the number of people / dwelling units which will justify the need for a secondary school: Population • Between 6000 people or 1500 dwelling units (in non-metropolitan areas) or Threshold • 10 000 to 15 000 people or 2500 dwelling units (in metropolitan areas). Criteria PILOT PROJECTS The 3 ha site must include classrooms, toilets, administration rooms, playgrounds, sports fields, a library and a hall, unless the latter 3 are shared with other adjacent schools (recommended) or provided in a facility cluster. In the case that facilities are provided off-site, but in a cluster, the site size of the school can be proportionately reduced by the size of the shared facilities being provided Other off-site. The clustering of sport fields to be shared amongst schools will allow maintenance costs to Criteria for be shared and efficiencies in public expenditure maximised. Consideration 342 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Tertiary Education Description Accordingly, these figures illustrate that the study area only has a backlog of 4 facilities when A tertiary educational facility generally refers to a applying the hybrid growth model. The fact that facility that provides post-matric education, giving this backlog is low can be primarily attributed to diploma and / or degree qualifications. The scale the fact that Dar es Salaam University falls within of such a facility may vary considerably between the study area and thus provides for most of the a small adult learning centre and community corridor’ s tertiary educational needs. colleges to a large University. Consequently, albeit the calculations in the chart Strategy below stipulates that 4 facilities are required, only 2 new ones will be provided, accompanied by the In terms of the adequate provision of tertiary doubling of capacity of an existing facility. The educational facilities, the chart below provides the reason for this relates to the assumption that the baseline figures for tertiary facilities as presented DSM University will naturally further develop and in the map. Additionally, it visually illustrates the greatly increase its capacity. Furthermore, the strategy for the provision of tertiary facilities within catchment area for tertiary educational facilities the corridor. are also relatively large (compared to primary and secondary educational facilities) and thus these facilities can be shared between zones. Main interventions to enable TOD in terms of Tertiary Education Zones Existing Required New / Upgrade 1 6 4 0 Upgrade Tumaini University College Of Dar es Salaam to double current capacity. It is recommended to have shared facilities with 2 3 4 Kambangwa and Kinondoni Secondary Schools to form a local educational hub around Kinondoni B BRT Station (Open University of Tanzania is also located to the North of the Kinondoni B BRT Station). Establishment of a large new Technical College in Manzese directly to the East of the National Institute of Transport and the Urafiki Textile Mill. 3 1 5 Proposed location on the border of the Tanesco servitude – Courses and In-service training to leverage of the locational advantages of the large industrial manufacturing sites surrounding the area. 4 4 2 0 Establishment of large new mixed public college directly to West of the Dar es Salaam University. Leveraging from shared 5 0 3 facilities with DSM University and existing open space to further develop the area as a National Educational Hub. Totals 14 18 4 Figure 2.5.11 Baseline & Proposal Figures - Tertiary Education Strategies 343 2.5 Tertiary Educational Facilities CONTEXT & VISION Generally speaking, tertiary education facilities are regional facilities, serving the population far beyond the Phase 1 corridor or its immediate surrounds. It is for this reason that they are seen to be the highest order of facility, with a large threshold requirement (i.e. requires a very large number of people to justify its feasibility and existence). In line with this: • A regional facility it must be located close to a public transport precinct Locational and / or major transport routes with public transport stops. Criteria • Adequate provision should be made for on-site parking for lecturers and a proportion of the student population. STRATEGIES The site size needs to be determined by the size of facility to be provided, which should be benchmarked against the site size of similar educational facilities. Ideally, these facilities would be placed in such a way that they are easily accessible by through public transport, however, due to the size of these facilities, they should be located on a feeder route and not adjacent to the main BRT Site Phase 1 line, approximately 150 m. Criteria ECONOMIC IMPACT Ideally, a tertiary educational facility should be within 60 minutes travel time of its users. It should Accessibility also be supported by well designed pedestrian movement routes and access points that are aligned Distance with the movement to and from the BRT Phase 1 primary or feeder routes. Site Spacing Criteria IMPLEMENTATION GOVERNANCE & Generally, a tertiary educational facility, such as a University, requires a population of at least 100 000 to 150 000 people (or 37 500 dwelling units) to justify its feasibility and existence. It should be noted that there may be cases where smaller adult learning centres may be feasible if the demand Population Threshold exists for such a facility in smaller settlements. Adult education centres or community colleges may Criteria has far smaller population thresholds, and require far smaller physical footprints. PILOT PROJECTS It is recommended that a tertiary educational facility be clustered with sports stadiums, sports fields, libraries, metropolitan parks, swimming pools and primary healthcare facilities. Other Tertiary educational facilities should generally be placed within the higher order metropolitan or Criteria for emerging metropolitan urban settlements. Consideration 344 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Proposed Strategy Zone 4 This section of the report will present Main Existing Facilities the strategy for the provision of Civil • (Allow public Access) UDSM Libraries facilities (Libraries, Post Offices, • (Upgrade) UDSM Post Office to CSC Fire Stations and Police Stations), Main Proposed Facilities across the study area to support the • 2 x New Post Offices / CSC spatial development and associated • 1 x New Police Station population growth projections for the selected hybrid growth model. Strategy Related to TOD Importantly, the development of the • Upgrading the well located existing facilities and Civic strategy is directly based on the providing new facilities is strategic well located spots along the main and feeder BRT routes. guiding principles for the provision of community facilities within the BRT Phase 1 Corridor as outlined above. ZONE 4 Legend Study Area Boundary M BRT Phase 1 Corridor Stations ZONE 5 Zone Boundaries New Library Upgrade Existing Library New Post Office / Civic Service Centre (CSC) Zone 5 Main Existing Facilities Upgrade Existing Post Office to a CSC • No significant existing facilities Main Proposed Facilities New Fire Station • 8 x New Libraries; 5 x New Post Offices / CSC’s; 2 x New Fire Station; 5 x New Police Stations Upgrade Existing Fire Station Strategy Related to TOD • New fire station to be provided on the border New Police Station between zone 5 and 4 to be a shared facility along BRT feeder route. Additionally, the creation of a new civic facilities hub in south Kimara Upgrade Existing Police Station along one of the main BRT feeder routes. M M Main Police Stations Clustering of new and Existing Facilities New Civic Facilities Hub Figure 2.5.12 Civic Strategy Existing Civic Facilities Hub Strategies 345 Civic Strategy 2.5 Zone 2 Zone 1 Main Existing Facilities Main Existing Facilities CONTEXT & VISION • (Upgrade) Namanga Post Office to a CSC • (Upgrade) National Central Library of Tanzania • (Upgrade) Oyster Bay Police Compound • (Upgrade) Jangwani Central Fire Station and Garden Police Station • (Upgrade) 2 x Post Offices Main Proposed Facilities Main Proposed Facilities • 1 x New Police Station • New Fire Station off Kilwa Road • 4 x New Post Offices / CSC’s Strategy Related to TOD • 1 x New Fire Station • Upgrading the well located existing facilities and Strategy Related to TOD providing new facilities is strategic well located areas. • Upgrading the well located existing facilities and providing new facilities is strategic well located areas. STRATEGIES M ZONE 2 ECONOMIC IMPACT M ZONE 3 M M IMPLEMENTATION GOVERNANCE & ZONE 1 Zone 3 Main Existing Facilities • (Upgrade) Urafiki Post office to CSC • (Upgrade) 5 x Police Posts to Police Stations PILOT PROJECTS Main Proposed Facilities • 5 x New Post Offices / CSC’s; 2 x New Fire Stations; 1 x New Police Station Strategy Related to TOD • Upgrading the well located existing facilities and providing new facilities is strategic well located spots along the main and feeder BRT routes. 346 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Libraries Description Furthermore, these that do exist to the adequate standards, are mostly concentrated in the City A library can be defined as a building or room Centre or forms part of learning institutions. which provides the public with a collection of books and periodicals on loan for use for a short With this in mind, one of the key strategies relates period of time. Libraries to also provide access to to the sharing of facilities to leverage form the electronic databases, internet connectivity and existing public infrastructure within the corridor. other information and data sources. This will focus on the sharing of secondary school libraries (existing and new build) with the Strategy public, outside of key learning hours, as well as the opening of UDSM and other public college’s In terms of the adequate provision of libraries, libraries to the public. the chart below provides the baseline figures for Both approaches will operate on a pay as you libraries as presented in the map. Additionally, it use basis and consequently will assist with the visually illustrates the strategy for the provision of maintenance of these existing facilities. It is also libraries within the corridor. important to note that as hard copy information Accordingly, these figures illustrate that the study media is rapidly decreasing, the focus for these area only has a backlog of 1 facility when applying facilities will be to provide access to specialised the hybrid growth model to standard guidelines. digital media through institutional subscriptions The fact that this backlog is low is slightly and digital hardware and software that are not misleading as many of existing libraries are small freely available. scale and are not sufficient and does not provide the amenities of modern libraries. Main interventions to enable TOD in terms of Libraries Zones Existing Required New / Upgrade 1 7 8 1 (1 x Upgrade the National Central Library of Tanzania) 2 8 8 0 (N / A) 3 23 10 0 (N / A) 5 (Public Access to Dar es Salaam University Libraries and 4 0 5 Knowledge Centres - pay per use model to be instituted. This will allow for sufficient number of Libraries in Zone 4). 8 (New libraries to be constructed at new build schools. These to be made available to the public outside of 5 0 8 core learning hours - pay per use model will provide additional income for the schools to maintain facilities). Totals 38 39 1 Figure 2.5.13 Baseline & Proposal Figures - Libraries Strategies 347 2.5 Libraries CONTEXT & VISION Libraries should be placed and clustered with a central set of neighbourhood facilities, such as primary and secondary schools, clinics, community halls and central urban activities. Accordingly, they must preferably be located close to a Locational BRT Phase 1 feeder route or near to a BRT station. Criteria STRATEGIES The site size of a library may vary considerably, however a minimum of 0.1 ha (1 000 m²) should be provided, which can range to be up to 0.2 ha (2,000 m²) in size. Site Criteria ECONOMIC IMPACT Libraries should be located at most between 3 km and 4 km from the community which it serves, which is at most between 20 min and 30 min walk or travel via BRT or Dala Dala, whichever is least. Accessibility Where it is not possible to provide a library within the prescribed distance or walking criteria set our Distance below, it should be located at least 5 minutes from a public transport stop. Site Spacing Criteria IMPLEMENTATION GOVERNANCE & The following sets out the number of people / dwelling units that will justify the need for a library: 10 000 people (2,500 dwelling units) in non-metropolitan context. Population Threshold 35 000 - 45 000 people ( minimum 8,750 dwelling units ) in metropolitan context. Criteria It should be noted that there are circumstances where isolated rural areas may have less than PILOT PROJECTS the required population threshold, yet where a library is both required and justified. This must be examined on a case-by-case basis, where a library provides access to educational material which is critical to the social uplift and transformation of an area. Other Criteria for Where population thresholds are very low, a mobile library may be considered, which can serve Consideration various smaller isolated settlements which may not have access to a permanent library. 348 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Post Offices Description This has to do with the rapid proliferation of online retail and door to door private courier services which are A post office can be defined as a facility for the becoming more common and affordable. distribution of postal items, which offers a range of services that may include the payment of utility bills and In this sense, the strategy is rather to leverage from the social welfare payments. existing infrastructure of the Tanzania Posts Corporation and offer an additional suite of convenience products and services. This involves transforming the Postal Strategy offices to Civic Service Centres (CSC) to include elements In terms of the adequate provision of post offices, such as registering for or paying municipal, electrical, the chart below provides the baseline figures for post telecoms (TTCL) and water rates and taxes as well as offices as presented in the map. Additionally, it visually general municipal or civic admin and queries. illustrates the strategy for the provision of post offices These centres should also offer services such as printing, within the corridor. laminating, binding and express courier services etc. Accordingly, these figures illustrate that the study area With this concept in mind, the strategy is to rather has a considerable backlog in the provision of post provide a key number of well-located CSC’s and allow offices, especially considering the population expansion the private sector the service the remainder of the postal as proposed within the hybrid growth model. In terms demand as it develops. of addressing this backlog, the strategy does not involve the provision of facilities to the guideline numbers as the role of post offices are rapidly changing within the context of modern cities. Main interventions to enable TOD in terms of Post Offices Zones Existing Required New / Upgrade (Upgrade the Sokoine Drive and Kariakoo Post Office to a 1 16 18 Civic Service Centre with double current capacity). (Upgrade the Namanga Post Office to a CSC with double current capacity 2 2 18 and Provision of 5 new Post Offices / CSC on the major movement routes. Additional shortfall in postal services to be catered for in the private sector). (Upgrade of Urafiki Post Office to a CSC with double current capacity and 3 10 23 Provision of 5 new Post Offices / CSC on the major movement routes. Additional shortfall in postal services to be catered for in the private sector). (Upgrade UDSM Post Office to a CSC with double current capacity as well 4 1 11 as Provision of 2 new Post Offices / CSC’s on the major movement routes. Additional shortfall in postal services to be catered for in the private sector). (Provision of 5 new Post Offices / CSC on the major movement routes. 5 0 17 Additional shortfall in postal services to be catered for in the private sector). Totals 29 87 58 Figure 2.5.14 Baseline & Proposal Figures - Post Offices Strategies 349 2.5 Post Offices CONTEXT & VISION A post office or CSC (Community Service Centre) must be located along a primary activity route (Phase 1 BRT Line) and within easy walking distance of BRT stops, either in a high density residential Locational zone or a commercial area. Criteria STRATEGIES A post office is generally placed within a retail hub. A minimum of 100 m² should be provided, excluding space required for post boxes. Site Criteria ECONOMIC IMPACT Ideally, a post office should be located a maximum of 20 mins travel time or 1.2 km walking distance Accessibility away from its intended users either through walking or BRT. Distance Site Spacing Criteria IMPLEMENTATION GOVERNANCE & The following sets out the number of people / dwelling units that will justify the need for a post office: Population Threshold 10 000 to 20 000 people (depending on scale of facility and density) Criteria PILOT PROJECTS As with other civic institutions, post offices can be clustered with related facilities such as municipal offices and libraries, as well as commercial activities such as shops and retail outlets. Other Criteria for Consideration 350 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Police Stations Description A police station is the office and headquarters of the local police force which serves a particular geographically defined area. Strategy In terms of the adequate provision of police stations, the chart below provides the baseline figures for police stations as presented in the map. Additionally, it visually illustrates the strategy for the provision of police stations within the corridor. Accordingly, these figures illustrate that the study area is currently reasonable well serviced in the areas between Ubungo and the City Centre. However, when applying the Hybrid growth model, the current provision will not suffice coupled with the fact that many of the “police stations” are only outposts and thus these need to be upgraded to fully operational police stations as per standard guidelines. Main interventions to enable TOD in terms of Police Stations Zones Existing Required New / Upgrade 1 7 6 - 3 (Upgrade Oyster Bay Police Compound and Garden Police 2 3 6 Station to double current capacity as well as the provision of one New Police Station along Mwinyijuma Road) 1 (All current police posts to be upgraded to stations. These include Manzese, Magomeni Makuti; Mpakani; 3 7 8 Mabibo; and Mburahati Police Posts as well as the provision of one new Police Station in central Mazese). 4 3 4 1 (One new police station along Sam Nujoma Road) 5 Five new Police Stations (Manzese, Magomeni Makuti; 5 1 6 Mpakani; Mabibo; and Mburahati Police Posts). Totals 20 30 10 Figure 2.5.15 Baseline & Proposal Figures - Police Stations Strategies 351 2.5 Police Stations CONTEXT & VISION Community polices stations must be located centrally to all communities which they are required to serve, along a primary (BRT Phase 1) or secondary (Phase 1 Feeder) movement network such that emergency vehicles can be dispatched in a quick and efficient manner. Police stations can be Locational clustered with other emergency and law enforcement facilities such as fire stations, ambulance Criteria dispatch facilities and disaster management. STRATEGIES The site size of a police station can vary considerably: A minimum of 0.1 ha should be provided. Up to 1 ha can be provided, depending on the operational and facility size requirements of the Site police station which will be determined by the catchment area - larger police stations should not be Criteria located adjacent to the Phase 1 BRT line. ECONOMIC IMPACT In a large metropolitan areas such as Dar es Salaam, a police station must be located within 1.5 km walking distance or a maximum 20 mins travel time from the community it serves. Accessibility Universal access and design principles must be employed in the design of such a facility whilst Distance taking note of pedestrian access routes to and from the BRT or other public transport modes. Site Spacing Criteria IMPLEMENTATION GOVERNANCE & The following sets out the number of people / dwelling units that will justify the need for a Police Station: Population Threshold 25 000 - 65 000 people (depending on density and response time). Criteria PILOT PROJECTS It should be noted that larger police stations are ideally located in central areas, possibly supported by mobile satellite facilities.. Other Criteria for Consideration 352 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Fire Stations Description A fire station can be defined as a facility where life and property due to fires as the existing fire station is professional fire fighters, fire fighting vehicles and not sufficient to deal with the booming population. specialised fire fighting equipment are stationed, This is coupled with the lack of universal access operating on a 24 hour basis and ready to respond to for emergency vehicles, such as fire trucks, due to fire-related emergencies and disasters. uncontrolled dense development that does not include sufficient road infrastructure to allow access. Strategy With this context in mind, the strategy is not to provide In terms of the adequate provision of fire stations, 22 Fire stations as per standard guideline. This is due to the chart below provides the baseline figures for fire the fact that the study area, when applying the hybrid stations as presented in the map. Additionally, it visually growth model, has a very high density in a relatively illustrates the strategy for the provision of fire stations small area. Accordingly, the focus is rather on providing within the corridor. Accordingly, these figures illustrate several higher order stations which to cover the entire that the study area has a considerable backlog in the study area within an acceptable response time / travel provision of fire stations, especially considering the distance. population expansion as proposed within the hybrid growth model. Consequently, this means that currently the residents of the corridor face a major risk of losing Main interventions to enable TOD in terms of Fire Stations Zones Existing Required New / Upgrade (Upgrade Jangwani Central Fire Station to double current capacity. 1 1 4 And provide New Satellite Fire Station to be provided off Kliwa Road to cater for port activity as this is a national key point). (1 x New Fire Station to be provided for and 2 - 5 integrated with Oyster Bay Police compound). (2 x New fire stations to be provided. One in the Northern 3 - 6 and one in the Southern region of Manzese). 4 - 3 (Zone 4 to be serviced by Zone 5 fire stations) (2 x New Fire Stations to be provided for. One on the border of 5 - 4 Zone 4 / 5 to service Northern Kimara and areas surrounding UDSM as well as another the in Southern Kimara). 6 - - - Totals 1 22 Figure 2.5.16 Baseline & Proposal Figures - Fire Station Strategies 353 2.5 Fire Stations CONTEXT & VISION It is critical that a fire station: • Be located on a primary or secondary road that intersects with a regional distributor network or highway, to ensure the efficient dispatch of emergency vehicles. • Be centrally located to ensure maximum coverage. Locational • Allow for sufficient set-backs from the road, ordinarily a minimum of 5 m. Criteria • Have a broad access point onto the road so that several fire trucks and garage points can have direct access to the road. Site size considerations are the following: • A minimum of 1.2 ha must be provided for the fire station. STRATEGIES • There should be no maximum setback restrictions on the plot. • It should not be located directly adjacent to the BRT Phase 1 line as it a Site land intensive use, but rather be placed a block or two back. Criteria • Must be directly accessible by a secondary road. The various factors that must be taken into consideration with respect to the response time of a fire station are: • The risk profile of the region, with the need to locate fire stations closer to higher risk areas (e.g Manzese). ECONOMIC IMPACT • Ensuring a minimum level of service (in terms of personnel, skill and equipment) is uniformly provided (i.e. basic services) with the strategic placement of specialised units in strategically identified areas. Taking into consideration of the above, the response time of a fire station is the primary variable Accessibility used in determining the ideal location of the facility. Some of the factors to consider, as drawn from Distance international literature, may be: Site Spacing • Fire stations must be located within an 8 minute response time of high fire risk areas (such Criteria as commercial areas, shopping or business centres, hotels, theatres, cinemas and clubs). • Fire stations must be located within a 10 to 13 minute response time of moderate to low risk areas (such as suburban areas or the built up areas of small settlements). IMPLEMENTATION • Fire stations must be located within a 23 min response time of GOVERNANCE & rural / unbuilt areas, as identified by the local fire station chief. The following sets out the number of people / dwelling units which will justify the need for a fire station: • 60,000 to 80,000 people Population It should be noted that using simply population figures as a determinant for the placement of a Threshold fire station is far too an overly-simplified approach and the variables mentioned above must be Criteria considered when deciding on placement of facilities. PILOT PROJECTS Due to the nature of work and 24 hour operations of a fire station, it should ideally not be placed too near to residential areas, which may result in noise nuisance for residents. Other Criteria for Consideration 354 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Fire Services Response Time Fire and Rescue The map below illustrates the travel times for fire and rescue vehicles across the corridor. Currently there are only one fire and rescue centre within the corridor (CBD) which presents a significant safety risk to residents and property. Accordingly, if the new fire and rescue facilities are provided, the map below illustrates that the majority of the Phase 1 Corridor will be reachable within 15 mins response time. ZONE 4 ZONE 5 Legend Study Area Boundary BRT Phase 1 Corridor Stations Zone Boundaries Proposed Fire Station Existing Fire Station 0 - 5 Minute Response Time 5 - 10 Minute Response Time 10 - 15 Minute Response Time Figure 2.5.17 Fire Services Response Time CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 355 2.5 Strategies ZONE 1 ZONE 2 ZONE 3 356 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Proposed Strategy Zone 4 This section of the report will present Main Existing Facilities the strategy for the provision of • (Upgrade) 2 x Sport Facilities Community Facilities (Community • (Upgrade) 3 x Existing Recreational Facilities Sport and Recreational Facilities), Main Proposed Facilities across the study area to support the • 1 x New Sport Facility spatial development and associated • 5 x New Community Halls population growth projections for the selected hybrid growth model. Strategy Related to TOD Importantly, the development of • The strategy involves preserving and upgrading the Community facility strategy is well located existing facilities to cater for the anticipated population growth. Additionally, directly based on the TOD related new facilities are to be provided along major guiding principles for the provision of feeder routes to cater for the shortfall. community facilities within the BRT Phase 1 Corridor as outlined above. ZONE 4 ZONE 5 Legend Zone 5 Study Area Boundary Main Existing Facilities BRT Phase 1 Corridor Stations • (Upgrade) 2 x Existing Sport Facilities • (Upgrade) 3 x Existing Community Halls Zone Boundaries Main Proposed Facilities New Sports Facility • 1 x New Community Sport Facility. Upgrade Existing Sports Facility • 5 x New Community Halls Main Existing Formalised Sports Facility Strategy Related to TOD New Community Hall / Recreation Zone 5 has a considerable backlog in terms of sport and recreational facilities and thus the strategy Upgrade Existing Community Hall / Recreation involves providing these in strategically well located Proposed Jangwani Eco Learning Centre areas as well as linking with primary and secondary educational facilities to enable facility sharing. Existing Civic Facilities Hub Strategies 357 Community Strategy 2.5 Zone 2 Zone 1 Main Existing Facilities Main Existing Facilities CONTEXT & VISION • (Upgrade) 3 x Existing Sport Facilities • (Upgrade) DSM Golf Course and Sport Facilities • (Upgrade) 3 x Existing Community Halls Main Proposed Facilities Main Proposed Facilities • Sufficient Supply • 4 x New Community Halls Strategy Related to TOD Strategy Related to TOD • The strategy involves preserving and upgrading • The strategy involves preserving and well located existing facilities to cater for upgrading well located existing facilities as the anticipated population growth. well as linking the provision to educational facilities to ensure strategic sharing of facilities to reduce capital cost. . STRATEGIES ZONE 2 ECONOMIC IMPACT ZONE 3 IMPLEMENTATION GOVERNANCE & ZONE 1 Zone 3 Main Existing Facilities • (Upgrade) 10 x Existing Recreational Facilities PILOT PROJECTS Main Proposed Facilities • 4 x New Community Halls Strategy Related to TOD • The strategy involves preserving and upgrading well located existing facilities to cater for the anticipated population growth. Additionally, new facilities are to be provided along major Figure 2.5.18 Community Strategy feeder routes to cater for the shortfall. 358 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Community Sport Facilities Description A community sports field can be defined as a formal or informal sporting recreation area which is open to the use of the surrounding community for the playing of sports. It is often is utilised for both school recreation and sports and after-hours recreational programmes. Strategy In terms of the adequate provision of community sport facilities, the chart below provides the baseline figures for community sport facilities as presented in the map. Additionally, it visually illustrates the strategy for the provision of community sport facilities within the corridor. Accordingly, these figures illustrate that the study area as a whole has ample supply, however as community sport facilities are localised in nature, additional facilities would need to be provided in some areas to ensure an equitable spread. Main interventions to enable TOD in terms of Community Sport Facilities Zones Existing Required New / Upgrade (Upgrade and promote the major sport and recreational 1 17 8 hub around and within DSM Golf course). 2 5 8 3 (Upgrade of three existing facilities to double current capacity). 3 13 10 - 3 (The provision of one new sport facility one block 4 2 5 behind the major feeder route and the upgrade of two existing sport facilities adjacent to feeder route). 6 (Upgrade the two existing sport facilities in close proximity to major 5 2 8 movement routes as well as the provision of Provision of four new community sport facilities one block behind the main transport route). Totals 39 39 12 Figure 2.5.19 Baseline & Proposal Figures - Community Sport Facilities Strategies 359 2.5 Community Sport Facilities CONTEXT & VISION A community sports field is ideally clustered with informal parks or recreation areas, primary and high schools, tertiary education facilities, sports clubs, community halls, and ideally placed adjacent to rivers and on floodplains – which is the optimal use of space as sports fields act as buffer zones in time of flood. These should be easily accessible to BRT or public transport, but should not be Locational located adjacent as this is not a efficient use of the high value land associated with public transport Criteria routes. STRATEGIES Site size considerations are the following: The size of the sports field or facility is determined by the type of activity which is required on site, but can range from as small as 200 m² (0.02 ha) for volley ball courts to as large as 20 000 m² (2 ha) Site for cricket fields. Criteria ECONOMIC IMPACT Ideally, a community sports field will be up to 2 km away from school buildings and surrounding Accessibility users with a focus on providing adequate pedestrian access to and from BRT stations and other Distance public transport modes. Site Spacing Criteria The following sets out the number of people / dwelling units which will justify the need for a IMPLEMENTATION GOVERNANCE & community sports field: 5000 to 60 000 people (1250 to 15000 dwelling units) Population It should be noted that the smaller the population, the smaller the plot size which should be Threshold provided. For example, a population of 5000 people (1250 dwelling units), in addition to be eligible Criteria for a community park, could be eligible for a 200 m² community sports facility while a larger population of 60 000 (15 000 dwelling units), would be eligible for a cricket field or a swimming pool. PILOT PROJECTS In terms of parking, it is generally expected that most of the visitors to a community sports field should either arrive by foot or with public transport. A nominal amount of parking bays will be provided at 3.5% of the existing capacity of the sports centre. For example, if the sports centre has a Other capacity of 2000 people, then 70 bays should be provided. Criteria for Consideration 360 BRT Phase 1 Corridor Development Strategy | Strategies 2.5 Community Recreational Facilities Description Accordingly, these figures illustrate that the study area, as a whole, has a considerable backlog in terms of A community hall or centre can be described as a facility community recreational facilities. With this being said, that is designed to be used for meetings or gatherings or the strategy is not to provide in terms of the guidelines group activities that relate to the needs and functions of on community recreational facilities, as this is a broad the community immediately surrounding it. category which can include a number of facilities, many of which can be provided for in the private sector. Strategy However, the strategy is to provide an adequate In terms of the adequate provision of community amount of community halls to cater for the needs recreational facilities, the chart below provides the of communities that cannot afford to access private baseline figures for community recreational facilities as facilities. The need for the provision of community halls, presented in the map. Additionally, it visually illustrates for example holding weddings and functions, was a the strategy for the provision of community recreational need that was derived from the focus groups that were facilities within the corridor. held in various parts of the corridor. Main interventions to enable TOD in terms of Community Recreational Facilities Zones Existing Required New / Upgrade 1 23 24 1 (Upgrade the existing community hall / recreation facility). (Upgrade the three existing community halls / recreational facilities 2 3 24 and the provision of four new community halls / recreational facilities) (Upgrade the ten existing community halls / recreational facilities 3 10 31 and the provision of four new community halls / recreational facilities) (Upgrade the three existing community halls / recreational facilities 4 3 15 and the provision of five new community halls / recreational facilities) (Upgrade the existing community hall / recreational facility and the provision 5 4 23 of six new community halls / recreational facilities. Additional shortfall in community halls / recreation facilities to be catered for in the private sector) Totals 44 117 Figure 2.5.20 Baseline & Proposal Figures - Community Recreational Facilities Strategies 361 2.5 Community / Recreational Halls CONTEXT & VISION A community hall should ideally be the most centrally located facility in a neighbourhood and be clustered with supporting facilities such as libraries, clinics, shopping centres, primary and secondary educational facilities, sports halls, parks, primary health care facilities. It should be within Locational a 5 min walk of a BRT or BRT feeder route and station. Criteria STRATEGIES The minimum site size required for a community facility should be 0.2 ha but can be as large as 0.5 ha. This size may be proportionally smaller or larger, depending on what other clustered related facilities are provided on site or adjacent to the community hall. Site Criteria ECONOMIC IMPACT Ideally, a community hall or centre will be within 20 minutes or 1.5 km walking distance of its users, but can be up to as far away as 2.5 km. Accessibility Distance Universal access and design principles must be employed in the planning and design of such a Site Spacing facility. Criteria IMPLEMENTATION GOVERNANCE & The following sets out the minimum number of people / dwelling units that would justify the need for a Community Hall: 10 000 to 15 000 people (3750 dwelling units) Population Threshold It should be noted that, ordinarily, a community hall would be justified where there are between 15 Criteria 000 and 30 000 people (3750 to 7500 dwelling units) in an urban settlement. A community hall or centre is the ideal clustering opportunity and multi-purpose facility which can PILOT PROJECTS have multiple functions by serving educational facilities, communities for meetings, events and after-hours adult education classes, amongst other activities. Other Depending on the size of the facility, 5 parking bays may be provided for a small hall and up to 20 for Criteria for a larger hall. These bays should be provided on the site and preferably behind the building (i.e. not Consideration visible from the street). 362 BRT Phase 1 Corridor Development Strategy | Economic Impact  Economic Impact 363 3 CONTEXT & VISION Part 03 STRATEGIES ECONOMIC IMPACT Economic Impact The following sections outlines how economic impact can be maximise by looking at growth sectors, and growth drivers, and assessing them for their suitability as economic levers within the BRT Phase 1 Corridor. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 364 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Economic Strategy for Maximum Impact In this section, we examine the methods by which economic growth can be created and fostered, as well as ways in which it can be measured. It has been considered where best to focus activity to ensure the best economic impact in the BRT corridor. This is done by looking at different sectors, as well as different drivers of growth. Therefore the considered examples of interventions are focused around primary and tertiary education, affordable housing, informal commerce, transport, infrastructure, innovation and technology. These strategic recommendations are illustrated through worked examples, or case study data, from places where such things have worked in the past. The Strategy contains recommend areas for economic monitoring, so that the City Council can evaluate the effectiveness of the interventions. Introduction Building on research undertaken during the baseline phase of this project, the stakeholder workshops in December 2017, and the Income Survey undertaken in autumn 2017, this section outlines strategic-level recommendations for the BRT Phase 1 Corridor, devised with the goal of maximising positive economic impact. What follows is a brief narrative exploration of the precursors for creating economic growth in emerging economies, and in Tanzania in particular, followed by a brief explanation of the tools available to assess economic impact. These sections provide the background for the body of work, which consists of series of strategic economic recommendations, divided according to either the sector, or economic driver to which they correspond to. Economic Impact 365 Connecting the Economic 3.1 and Physical Strategies CONTEXT & VISION Key Notes The BRT Phase 1 Corridor Development Strategy (CDS) embodies a range of socio-economic, environmental and infrastructural strategies to support development within the agreed BRT Phase 1 corridor area. This section outlines a number of aligned strategies intended to maximise the economic impact of associated urban development, to enhance the performance, content and character of the corridor area. STRATEGIES The BRT Phase 1 Corridor fulfils a number of This provides substantial new development gateway roles. In economic terms, gateways potential. Its many historic buildings in an urban are important for trade, by accommodating coastal location can be repositioned within the dense trader activity and presenting the city to context of an active and thriving African city newcomers, welcoming visitors, building the centre keen to incorporate new uses and business city’s image. Allowing the city’s corridor gateways practices within one of the most exciting urban to maximising their economic impact, is a key quarters the country has to offer. Education, role in its Task in delivering Transit-Oriented innovation, technology, leisure, and culture could ECONOMIC IMPACT Development (TOD). Each gateway has its own all be brought together here, facilitated by the characteristics and potential. While Kimara is an BRT. arrival point for internal trade and tourism, as While the city core undergoes a period of well as land-based regional travel (economic or renaissance, other development opportunities touristic), Morocco is a gateway between the city exist near Ubungo which can help the city centre and the more affluent northern suburbs, compete better on cheaper land, as the first becoming a notable hub of commercial activity in of several transit-connected major new urban its own right. sub-centres. Kimara shows scope to enhance its gateway role The following section examines a variety of IMPLEMENTATION for goods distribution, agricultural wholesale GOVERNANCE & development sectors and their drivers, to assess and low cost back-office activity, driven at a their leverage in stimulating economic growth pace to suit the market. At the eastern end of the within the BRT Phase 1 Corridor. Education has corridor the gateway “roles” associated with the been found to be of profound importance in expanding seaport and associated trade zone, producing economic impact, drawing significant the link to Kigamboni and ferries to Zanzibar and investment from the national government other island destinations. Some of these sectors budget. As such, the provision of more are more conducive to driving economic growth educational facilities is proposed to be co-located and ought therefore to be incentivised. with sites for interdependent economic uses, The existing Central Business District, a dense grid such as innovation businesses, technology, and PILOT PROJECTS of mixed development, will see a host of public R&D. Other key sectors and drivers include the sector buildings made available for development formalisation of residential and commercial when the national public sector activities are uses which are currently informal, means to relocated from Dar to Dodoma. ease national / international commerce and the provision of reliable electrical power for all land uses, especially in economically significant areas. 366 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Setting the Context - Creating Economic Growth The creation of formal jobs is a critical The kinds of jobs required for Dar es Salaam to outcome for any urban intervention at city make this transformation are the kinds of jobs scale. The immediate economic benefit described in the first two bullet points above to the jobless is evident, but the knock-on – non-farming, entrepreneur-driven, with an economic impacts, and the increased tax expanded, potentially international customer base for the public sector are also important base. These higher-productivity jobs have factors. Job creation is synergistic: it been difficult to create in Tanzania over the last has shown that as average household decade, and this is said to be for two reasons. 2 incomes rise by 2% annually, poverty Firstly, that the number of working age rates can be reduced by as much as 7%. 1 Tanzanians has been growing faster than These numerical benefits are in addition to softer the number of jobs. In Dar es Salaam, this benefits such as the fact that new jobs “generate phenomenon is even more acute, where a sense of belonging, of social identity, and of there is a higher rate of growth in working age self-esteem or personal satisfaction”. 2 population, due to rural-urban migration. Evidence from Tanzania, and internationally, The second reason, according to the World written up by the World Bank, shows that there Bank, is that private firms (responsible for are three sector elements necessary to catalyse 95% of the new jobs created) face a great job growth in the country. We have considered number of constraints to doing business in these in putting together elements of economic Tanzania, which has therefore reduced their strategy for the BRT Phase 1 Corridor, and they productivity and their appetite for hiring, in are: recent times. • Entrepreneurship and growth in non-farming enterprises • Expansion towards a new customer base, principally in foreign markets... and, less relevant to the Dar urban area: • Increased productivity of farms and agriculture. From the point of view of devising strategy for Dar es Salaam, we seek to put forward strategic interventions which will transform the economy from that of a poor country (small, young, informal, unspecialised, rural), to a more advanced economy (i.e. with increases in urbanisation, formalisation and specialisation). 1 IFC Jobs Study, Assessing Private Sector Contributions to Job Creation and Poverty Reduction, January 2013. 2 World Bank. Tanzania: Productive Jobs Wanted. Country Economic Memorandum. September 2014 Economic Impact 367 Understanding Economic Impact 3.1 It is important to understand the Different types of economic impact CONTEXT & VISION possible high-impact strategic we will be seeking to create, and investments, which could be made encouraging the government within the BRT corridors, separating to monitor and foster during them by their sectoral type, or the implementation and beyond. driver of growth to which they relate. Direct Impact Induced Impact STRATEGIES This is the kind of economic impact which results from This last type of impact is felt in the households in and developing and building the intervention. It is likely to around the location of the new intervention. Induced be felt, for the most part, in the design, construction, impact relates to spending in the domestic market, and property-related industries, during the design, which comes from increased household earnings, development, construction and management phases. which have either been uplifted or created from new (replacing a non-earner with an employed person), by Indirect Impact the establishment of the new intervention. As salaries rise, or new jobs are created by an investment in a The indirect impacts of an intervention are the region, more consumer spending results, and this ECONOMIC IMPACT “knock-on effects” from its establishment. These money moves through the local economy (though are likely to be felt in complementary or support some is of course “leaked” to non-regional interests, industries, and the kinds of businesses, which supply such as multi-national companies). the new intervention with the products and services it When considering the long-term economic impact of requires to do business. interventions in emerging economies, it is the indirect In the case of a university, for example, these knock-on and induced impacts, which are generally considered effects will be felt in industries which support the to be the most important. This is to help beneficiary operations of the university. Those might include: nations or cities, get long term benefit, as higher building management, maintenance, stationery, proportions of the direct impact profits may end up IMPLEMENTATION computer equipment, cleaning services and transport, in the pockets of international actors, outside of the GOVERNANCE & but also might be secondary indirect impacts, such as beneficiary country, and / or be funded by the donor the development of a new industry due to university community, directly to out-of-country actors. research (such as the case of wine-growing in the state of Washington, USA, thanks to the University of Washington, which it will be elaborated in the next section) 3. PILOT PROJECTS 3 Tripp Umbach. Economic and Community Impact Report for the University of Washington. 2014 14-Economic-Impact-Report.pdf 368 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Sector Dynamics, Growth Drivers and Strategic Recommendations for the BRT Phase 1 Corridor What follows, for various sectors and growth drivers, is a summary of their current dynamics, followed by some strategy-level recommendations for the BRT Corridor, which take these dynamics into account, and aim to maximise economic impact. These strategic recommendations have been fed into the urban proposals contained within this report. The Industrial Sector Recommendations – Industrial: Dar accounts for 40% of the industrial units in Tanzania, 45% of the gross industrial output Growth sector for of the country, and over half of its production. BRT Phase 1 Corridor? Tanzania is less of a manufacturing economy than its East African neighbours. At present, the government is No looking to grow the contribution of the industrial and The focus on industrial land uses manufacturing sector in Tanzania, to account for 40% of in Dar es Salaam in general, and National GDP – it currently stands at 13.5%. However, this BRT Phase 1 Corridor in particular, is aimed largely at the rural populations in the country, ought to be about increasing their and sub-sectors which are primarily non-urban in their productivity, not their quantity. nature. With 80% of the national population currently This is about ensuring they are well employed in low-productivity agriculture, industrial, accessible, have the necessary skills packing and manufacturing jobs with international bases within commutable distances, target markets are seen as a way of increasing the and potentially clustered in such a productivity of that demographic. way so as to encourage innovation. The government has made several large, targeted In principle, the industrial land investments outside Dar es Salaam, in facilities including uses are not compatible with TOD a tile manufacturing plant, and several high-value fruit objectives, it has to be however and vegetable processing and packing plants, to this end. acknowledge that in some areas industrial clusters are successfully established (such as SEZ) and should be supported by the development strategy. Over time, as the economic profile of the Corridor changes, those areas might be replaced by more TOD orientated land uses. 4 Tibandebage, Pet al. Pharmaceutical Manufacturing Decline in Tanzania: How Possible Is a Turnaround to Growth?.In Making Medicines in Africa, M. Mackintosh et al (eds.), 2016 Economic Impact 369 3.1 CONTEXT & VISION Healthcare Related Industries Recommendations – STRATEGIES Healthcare Related Industries: The pharmaceutical industry in Tanzania has Growth sector for been in steady decline since around 2001 when, the gap between medicines made in-country and BRT Phase 1 Corridor? medicines imported began to increase significantly. Moderate – Meet From around 2001, the value of medicines imported from outside of Tanzania has grown from around Market Demand ECONOMIC IMPACT $20 million USD annually to over $300 million There is considerable room for growth in the USD. Over the same period, there has been next private healthcare market sector in Tanzania, and in to no increase in the exporting of Tanzanian-made Dar es Salaam, but the absence of a strength in this pharmaceutical products4. Reasons for this lack of sector at present, in our opinion, does not make it growth are cited by analysts as: higher costs on the a growth area upon which to focus energies in the imports of raw materials, rising operational costs, BRT Phase 1 Corridor. There is no reason that appropriate unfavourable tax law, continued registration delays space for these uses might not be included as part of an for products, and a shortage of skilled labour 5. innovation, education or technology cluster somewhere in the corridor, but there are areas of healthcare with a As a compulsory healthcare scheme was scope to benefit more people, which could benefit from IMPLEMENTATION introduced in 2016, this meant the proportion GOVERNANCE & the development impetus of the BRT project, which are of the population signed up to the public sector arguably more important. scheme has gradually increased. As of the third quarter of 2016, this was at 20% of those Public sector healthcare provision, in the form of eligible5. It is assumed that since Tanzania has the government-funded dispensaries and hospitals, in line highest proportion of working age population in with population thresholds are however, a good idea, employment of any country in sub-Saharan Africa and their locations within the corridor ought to be (86%), that the growth in the number of those considered with TOD in mind (refer to the Community signed up to the public sector scheme will be faster Facilities section of this report). There is considerable here than anywhere else. public budget dedicated to the provision of universal PILOT PROJECTS healthcare, and the benefits of TOD development in The new government has made some significant the BRT corridor ought to be leveraged to achieve this contributions and commitments to the healthcare goal, where possible, before attempting to grow the budget in recent years, and there have also been private-healthcare industry, or the pharmaceutical large contributions from other sources, such as industry, which, as we have outlined above, is suffering a $700 million from a mining company towards from decline in Tanzania at present. healthcare development, in 2017. 5 BMI Research. Tanzania: Pharmaceuticals and Healthcare Report Q3 2016. Fitchgroup Companies, 2016 370 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Information Technology Recommendations : & Innovation Information Technology There is strong evidence that firms within Tanzania who have grown in employment base and productivity are firms who have found ways of innovating within their Growth sector for specific disciplines. It has also been shown, worldwide, BRT Phase 1 Corridor? and specifically in Tanzania, that firms in urban areas, where there is more immediate competition and access YES to technology, are more likely to innovate. Within The BRT Phase 1 Corridor could very Tanzania as well, larger firms, and foreign-owned firms, well play a large role in the growth are more likely to innovate – therefore the kinds of of this sector, or complementary urban interventions which attract innovative, sectors which make use of BRT as productive and international firms ought to be infrastructure for their commercial prioritised6. It is important to emphasise here that it activities. In the short term, is not suggesting international firms be prioritised over this means the project should local or national firms. Simply that they be included in the consider providing space for group of target firms, as they have a tendency to produce start-ups, ideally co-located with the kind of productivity increase and economic impacts educational and skills-building required in Dar es Salaam, with a high potential within the facilities (see next section), BRT Phase 1 Corridor. developing quarters attractive to There are positive moves occurring from a technological out-of-town talent and creating a innovation perspective in Tanzania. In 2017, it became the streamlined business regulations first African country to introduce platform interoperability environment to ensure that in mobile telephony, legislating for the introduction of innovative new ideas are not stifled shared infrastructure among mobile network providers by rule-making (also see additional in services such as Mobile Financial Services (MFS), section on ease of doing business, as well as the mobile network sharing initiative which later in this document). was introduced between the Airtel, TIGO and Vodacom networks 7. This was aimed at boosting competition in the mobile telephony services market, as well as ensuring better service for Tanzanians. This kind of investment in the hardware and regulatory backbone infrastructure for mobile services is critical to fostering the development of innovative companies in the sector. 6 Seker, M. (December 2012), “Innovation Performance in Tanzania,” Draft Report, World Bank, Washington DC 7 Deloitte. Tanzania Economic Outlook 2017 – Joining the Dots. (PDF) 8 PWC. Africa Gearing Up: Tanzania. (PDF) Pg.76 9 World Bank. Tanzania: Productive Jobs Wanted. Country Economic Memorandum. September 2014 Economic Impact 371 3.1 CONTEXT & VISION Education Education is an extremely powerful driver of A contributions study of Washington University in economic growth. Where it is not at high levels Seattle in 2010, which was repeated in 2014, showed it is a critical limiting factor. According to PWC, that the University contributed $9 billion USD per year shortages of skilled labour are a significant in direct, indirect and induced economic contributions challenge for firms operating in Tanzania, to the city’s economy – a figure which grew to $12.5 particularly in new and fast-growing sectors of annually billion in 2014. At the level of a nation, the the economy 8. The World Bank has compared tertiary education sector in the United Kingdom is the economic situation in Tanzania at present, said to have contributed £73 billion to the economy, STRATEGIES in terms of labour force skill, to that of Thailand totalling almost 3% of GDP, in 2011-2 (up from 2.7% in in around 1975. 9 Thailand is used an example, 2007) 10. since its economy was structurally similar to that The government of Tanzania is conscious of these of Tanzania now, but it then achieved profound effects, and investing in education heavily. For the growth. In 1975, Thailand’s medium to highly 2017 / 2018 financial year, 916.8 billion TSh have been skilled workforce was only 11.5% of the total, allocated to Education, Science and Technology – and like the 12% in Tanzania at present. By 2010, this money is geared particularly at either building this proportion in Thailand was up to 38.2%, new schools, learning facilities or laboratories, or ECONOMIC IMPACT and was arguably achieved through educating renovating existing ones to increase their standard of the existing workforce, to make them more delivery 11. productive, which in turn, led to higher wages and household incomes. These figures are already quite high, for any type of intervention, but what is very interesting about Tertiary Education educational interventions is their ability to cross into There are several common ways of determining the any sector. For example, in the case of Seattle, the impact on an economy of investments in education. University of Washington’s scientific departments Contributions Studies take the amount of investment played a critical role in developing the agricultural put into an educational and measure the associated economy of the state of Washington, and creating a IMPLEMENTATION economic growth created across the economy, wine-grape growing industry which did not previously GOVERNANCE & to determine a “multiplier effect”. Gross Regional exist, as well as a thriving fruit-tree growing industry. Product analysis looks at the proportion of a region’s The wine industry in Washington state was said to be product created by education, and indicates it as a a $9 billion USD / year industry, whilst the fruit trees percentage of the whole. True Impact Assessment were fairly similar in scale, at $6 billion per year in looks at the net change to the economy that would contributions. not have happened should the educational asset in Economic benefits are often quantified with a question not have been there. “multiplier effect”. In the case of the University of Educational interventions in cities score highly on Washington, in the 2009 fiscal year, every $1 of all three of these types of assessments of economic university output was said to create a total of PILOT PROJECTS impact, and in terms of benefits across areas of the $1.48 of economic output in the area 12, and by the economy, educational interventions can be some of revision of the analysis in 2014, these figures were the most productive investments a public sector actor up to $1.80 - $2.00 13. Contrasted with investment in can make. the industrial and manufacturing sector, whilst some 10 Viewforth Consulting for Universities UK. The Effect of Universities on the UK Economy. 2013 11 Deloitte. Tanzania Economic Outlook 2017 – Joining the Dots. (PDF) 12 https:// www.seattletimes.com/opinion/the-multiplier-effect-of-skimping-on-higher-education 13 Tripp Umbach. Economic and Community Impact Report for the University of Washington.’14 372 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 estimates place its average global multiplier Recommendations : effect at around $1.5, most point to a lower impact overall, especially when money spent Tertiary Education in the economy which would have been Growth sector for spent elsewhere is discounted (substitution effect). This is particularly the case where a BRT Phase 1 Corridor? YES low-income, low-education population forms There are several locations within the BRT Phase 1 Corridor, a large part of the national population. 14 where a “university or education quarter” might be a great An additional way in which investment in seed. Taking advantage of the public sector vacating the education can have a more potent multiplier city centre in what is set to be a set of moves concentrated effect is by attracting funding from outside in a short amount of time, as they are decanted to of the region, or from national / federal Dodoma, is one obvious location, as well as the possibility level, for research and other academic of taking up space available in centrally-located Manzese programmes. Looking at the Seattle example, or Ubungo. Whilst educational is a powerful investment, the University attracted funding which led it must be remembered that even without considering to an additional 22,000 jobs for the state. its positive economic impact, as the population and economy grow, the demand for tertiary educational British analysis shows similar trends. In places will also grow. Therefore – it seems a “why not” 2013, the tertiary education sector in the UK kind of strategy – there are inherent reasons for applying was shown to have a total multiplier effect it, as well as additional benefits over and above those of 2.35 – i.e. for every £1 million pounds of which are inherent. University quarters are by definition, university output, another £1.35 million was TOD-compliant, as well as conducive to addressing several generated in the economy, elsewhere 15. of the key issues from which Dar es Salaam currently These figures account for Direct, Indirect, and suffers. They have many advantages, such as: Induced effects, as well as incorporating the job creation in other sectors created by the • High concentrations of people who travel by public, university-level economic activity. not private transport • Higher-than-average levels of people who live and work / study in the same district (and therefore do not create rush-hour demand on the transport network) • Providing indirect and induced economic benefit Related Income Survey Data • Consisting of a rich and vibrant mix of land uses The level of tertiary educational • Requiring and providing higher-than-normal levels attainment is between 30% and 39% of affordable housing (using business models which in the 15-minute isochrones station have been proven to provide levels of profit attractive areas of the income survey. The to the private sector) worst performing is Mkwajuni • Creating dynamic quarters, which attract tourists, at 30.66%, and the highest is innovative industries, and trigger gentrification Kimara at 38.93%. • Attracting overseas investment talent, skills, campus construction by existing institutions, as well as from the international educational institutions looking to establish campuses abroad. 14 Penang Institute. Higher Education as a Source of Economic Growth. Malaysia. 2011 15 Viewforth Consulting for Universities UK. The Effect of Universities on the UK Economy. (PDF) 2013 Economic Impact 373 3.1 CONTEXT & VISION Primary Education Recommendations : Whilst the return on investment from tertiary Primary Education educational interventions in cities can be particularly high, the benefit in terms of Growth sector for economic impact from investments in primary BRT Phase 1 Corridor? YES education, are also significant. Investing in out-of-school children, can have positive social Statistics relating to teacher to student ratios point to and economic benefits, including increasing GDP nine primary schools within the BRT corridor, which are in poor countries by up to 7%. 16 currently operating over capacity. In order to properly STRATEGIES Many of the types of strategic interventions leverage the long term economic impact of education, proposed for the BRT Phase 1 Corridor rely on we would suggest that educational improvements be developing the civic engagement skills of the tied in with the new urban developments along the BRT public-sector agencies. Fostering entrepreneurship, line, and as early on in the process as is possible, in terms helping communities develop community-benefit of phasing. Schools ought to be embedded directly in schemes, or community-owned infrastructure the urban centres and sub-centres where possible, easy improvements, all rely on increasing the to access, and meet minimum size requirements. There levels of productive civic engagement in is a considerable government push for investment in the neighbourhoods in and around the new school infrastructure in the current budget period, ECONOMIC IMPACT BRT Phase 1 Corridor. It has been shown that and educational development ought to also be made increasing access to primary education can an integral part of the benefit sharing of the BRT TOD significantly improve levels of civic engagement. 17 development. The provision of remedial education to the out-of-school children will both increase GDP and increase levels of civic engagement within urban population. 16 Improvements to these schools within the BRT Related Income Survey Data Phase 1 Corridor, could be provided as Negotiated IMPLEMENTATION GOVERNANCE & Planning Payments (NPP) or directly by the The station 15 minute isochrones with the highest Development Corporation. level of respondents who have only finished primary education, are: Mkwajuni, Magomeni Mapipa, Jangwani, Mwembechai, Manzese and Urafiki. The wards with the highest level of respondents with no education are identical, but one, and are: Mkwajuni, Magomeni Mapipa, Jangwani, Fire, Manzese and Urafiki. PILOT PROJECTS 16 EAC & Results for Development. A moral obligation, an economic priority: The urgency of enrolling out of school children. Qatar: Educate a Child. 2013. 17 Thomas, M., Burnett, N., and Bouhaj, K., The Price of Exclusion: The Economic Cost of Out of School Children in Colombia. Qatar: Educate A Child, 2015. 374 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Hospitality Recommendations : Information Technology The tourism sector in Tanzania still has considerable room for growth, according to Growth sector for analysts. 18 BRT Phase 1 Corridor? That said, the focus of tourism in the country is YES away from Dar es Salaam, and in areas such as Arusha and Mwanza. A recent increase in VAT Whilst there are opportunities for development on tourism activities, to 18%, has potentially along the BRT Phase 1 Corridor for hospitality, put a bit of a dampener on sectoral growth. it would be wrong to say that hospitality is a strong growth area for the corridor. It does Tourism in Dar es Salaam is not a traditionally however have potential, if supply meets strong component of the economy, except in market demand, rather than trying to stimulate the case of its use as a landing and take-off it with over-provision. point for trips to Zanzibar, and some limited urban tourism along the coastal areas of the There are several locations along the corridor, city. where, if hospitality provision is thought through economically, with the correct market Tourism is not the only source of demand for segments in mind, profitable development hospitality services however, and Dar is the might occur. The long-distance bus services hub for a considerable amount of non-touristic which come in to and leave from Ubungo, the internal travel, and the Phase 1 BRT Corridor BRT gateway at the urban edge at Kimara, boasts several gateways and interchanges with the proximity to surface rail at Gerezani and long distance modes of internal transport. the BRT gateway at Morocco are all nodes, which could be considered opportunistic for hospitality development. This kind of development would likely be hostel-style accommodation for business people travelling internally or regionally, and transacting business at points nearby in Dar es Salaam. Despite the relative weakness of Dar es Salaam as a tourist destination, it does attract some urban / coastal visitors to the downtown, where there is potential for a new urban quarter, once the public sector uses which currently occupy the zone move to Dodoma. As it is close the departure points for both trips to Zanzibar and the Seychelles, and tourists often have a day or two in Dar, between safari trips inland and flights to these islands, there is potential for this area to pick up on some latent touristic activity at a relatively low cost of investment. 18 21 Deloitte. Tanzania Economic Outlook 2017 – Joining the Dots. (PDF) 19 22 See the Real Estate section of our Report 2, Volume A 20 23 JLL. Dar es Salaam City Report. PDF, 2016 Economic Impact 375 3.1 CONTEXT & VISION Service Industry Recommendations : Commercial Service Industries The provision of new commercial space for office-based service industries, by small, Growth sector for medium and large companies, has traditionally BRT Phase 1 Corridor? been concentrated in the Central Business District in the city. New developments like Moderate – Golden Jubilee Towers and PSPF towers, both Meet Market Demand in the CBD, have added a significant amount of new commercial space to the real estate market Since congestion and access is an issue with other office STRATEGIES in Dar es Salaam 19. Take up has been slow for developments, there might be a market for TOD-driven new office space, by enterprises of any size, commercial space. This should be allowed to evolve at mostly due to the relative lack of accessibility of market pace however, since growth in SMEs and new the area, and high levels of congestion. Jones businesses in general is not high, due to a range of factors Laing LaSalle have also suggested that there is a which have yet to be addressed in Tanzania. significant risk of over-supply of office space in More critical than space for new SMEs, is a system the market at present in Dar es Salaam, due to of capacity and capability building, to provide the number of speculative developments, which entrepreneurial knowledge and skills, as well as a ECONOMIC IMPACT are coming on stream 20. continued focus on new ways of increasing access The growth in the number of Small & Medium to credit for potential new entrepreneurs. Hence the Enterprises (SMEs) in Dar es Salaam has been provision of new space for business should not be relatively slow compared to benchmarks and considered a key move to stimulate economic growth comparator locations, and this is said to be and should be undertaken only where there is market for several reasons. There are reasons which demand in known quantities. are endemic to the public-sector environment in the country, such as levels of bureaucracy relating to new business registration, high levels of taxation, poor infrastructure as a IMPLEMENTATION GOVERNANCE & perceived barrier to business success, and levels of corruption (perceived or real). There are other, social reasons for the lack of growth in the number of SMEs in the country, such an overall lack of education, a lack of capital, difficulty accessing credit (when 75% of the population live in informal housing against which they cannot borrow), and a historical anti-entrepreneurial culture some argue is due to cumulative effect of years of socialism, and PILOT PROJECTS aid contributions. 21 21 24 Mashenene, R. & Rumanyika, J. Business Constraints and Potential Growth of Small & Medium Enterprises in Tanzania: A Review. European Journal of Business & Management, Vol 6, No.32, 2014. 376 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Formalisation of Retail Strategic Recommendations – The formalisation of informal commerce has a Informal Employment: positive contribution to economy in several ways. Growth sector for It contributes to the public purse (although BRT Phase 1 Corridor? YES small), it implies a trend towards higher income for those moving out of the grey market, it can in some cases de-clutter urban There are considerable parallels between various spaces, and it implies an improvement in of the growth sectors and drivers, which could social benefits which come from job security. combine synergistically to produce a positive The appeal of a formal job is not a given, to a impact with regards to informal employment. trader who currently ‘hawks’ informally. The Where innovation and education could come addition costs of rent, tax and / or utilities are together for the benefit of those in informal often a disincentive to formalisation, and area employment, is a particularly interesting really only bearable if one’s business has a plan cross-over. In that there are several areas in the for a step-change in revenue. This is where corridor suitable to innovation, education and training and fostering entrepreneurship can technology-related initiatives, these could be come in to play, to help micro-business holders suitable for the kind of suite (similar to an internet take their ideas one step further. Programmes café) where local small and micro business like the Grow Movement 22 have been effective owners could meet virtually with business advisors in Rwanda, Uganda and Malawi and offer from outside of the region, as in the example of foreign-based business advisors to small business Grow Movement 25. This kind of activity would owners, via remote means (Skype, File-sharing, be particularly synergistic if it was adjacent Whatsapp, etc). They have been shown to be very to educational uses, and business incubation effective. units for small to medium enterprises which Another reason directed formalisation can fail are further along the line in terms of innovation is spatial. The informal seller’s advantage is that and progression to larger markets. Micro-finance he can place itself directly where it needs to be, organisations working in the sector might also to get in front of its market. Trade is mobile, a be amenable to having a stand, an office, or hawker can cover a variety of areas, with only simply a public computer portal here as well, transport costs to cover. The disadvantage here, for potential and current borrowers to interact from the perspective of those whose location with the micro-finance platform, if they do not is fixed, is that often informal trade therefore have their own internet-connected device. happens in very disruptive locations. Spatial formalisation of informal trade has been successfully attempted before, following Finance is also very difficult to find when you are the principles of civic economy and fostering an individual, with likely no personal property entrepreneurship. To ensure those to continue or capital, with which to finance self-directed function well after implementation, the parameters formalisation of your employment. There have which shape them (location, scheduling, been several micro-finance initiatives in the past membership, fee structure) should be developed in Dar es Salaam, and continue to be ways for in collaboration with the local community, or traders to be paired with private donors abroad ideally by the community (through the formation (such as Kiva.org). of a community benefit organisation - for example: CBO) 22 http://www.growmovement.org Economic Impact 377 3.1 CONTEXT & VISION Formal Retail Recommendations - Formal Retail: The retail market in Dar es Salaam has shown Growth sector for mixed signals, as far as its potential for BRT Phase 1 Corridor? growth has gone, in recent years. Some major chains, such as the Kenyan and South African Moderate – supermarket chains Uchimi and Shoprite, have Meet Market Demand withdrawn. That said, there is a strong pipeline Retail is unlikely to stimulate economic growth in the of planned retail development, especially at corridor, in the same way as education but it could the scale of small to medium malls. The known STRATEGIES still play a role. It could be effectively deployed in key construction pipeline is understood to be over locations, as part of mixed use development rather twice as large as the estimated 107,000 m² of than as single mono-use point blocks, and in line shopping centre space which currently exists in with market demand, rather than on a speculative Dar es Salaam. This is a higher rate of growth, basis. Setting a precedent within the corridor for should it come to pass, than comparator cities public-transport-accessed retail developments could such as Kampala or Lusaka. also be critical to the reduction of car trips over time in Dar. ECONOMIC IMPACT To ensure that retail is developed in line with market demand, it would be sensible for the public sector to exploit current relationships with developers and retail providers, in order to ensure they are well aware of market conditions and needs, to best integrated retail productively for all involved, in the corridor plan. IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 378 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Growth Drivers What follow are not recommendations tied to sectors, per se, but rather to a number of growth drivers or enablers for the economy, and as such those were briefly addressed them here, and provided some strategic recommendations, from an economics perspective. Strategic Recommendations – Transport Transport and Mobility: and Mobility Growth sector for BRT Phase 1 Corridor? YES Of particular relevance to Transit Oriented Development (TOD), Whilst this seems an obvious point for a TOD is the positive impact on productivity project, there are still a number of urban planning and entrepreneurial growth, is being level actions which could have positive economic well-connected within a city. The difficulty effects. Clustering, for example, can lead to positive in getting products to clients to showrooms, efficiencies in logistics, business operating expenses supplies to production sites, and staff and staffing for certain industries, as well as to and from work, are critical barriers to competition and innovation (as outlined above in businesses in Tanzania. Transit-Oriented this section). Development, by definition, has built-in strengths with regards to these issues. Strategic Recommendations – Security of Infrastructure & Utilities: Electricity Growth sector for Supply YES BRT Phase 1 Corridor? When Tanzanian businesses were asked to identify the biggest constraints to Where there is new development (including the running businesses, almost 90% of those upgrading of small sub-centres within informal interviewed identified electricity as settlements), the priority of infrastructure and one of the biggest, if not the biggest utilities ought to be considered, before other constraint. In contrast, this figure is only investments. Even in the case of sub-centre-style around 50% for other sub-Saharan African upgrades in informal settlements, along feeder countries. 23 It is also important to note routes to BRT stations, community-co-created that this is about reliability, not price. infrastructure upgrades ought to be considered a The cost of electricity does not represent a key enabler, to be undertaken first. huge proportion of most businesses costs. 23 World Bank Enterprise Surveys, 2013, http://www.enterprisesurveys.org/data/exploreeconomies/2013/tanzania Economic Impact 379 3.1 CONTEXT & VISION – Industrial:– Strategic Recommendations Recommendations STRATEGIES Ease of doing business: Ease of Doing Business Growth sector for An economic environment which is conducive to BRT Phase 1 Corridor? YES growth is one where it is easy to do business, since the private sector is so vital to job creation and GDP growth. Regulation is a critical limiting It will be important for the public sector responsible for factor to the growth of small businesses. Small attracting investment, providers of new uses, business ECONOMIC IMPACT businesses have been shown to be key to growth owners looking for locations and commercial tenants, in African countries, and small to middle income to consider the regulatory environment within the countries worldwide. Registration rates for new BRT Phase 1 Corridor. It may very well be that in addition small businesses in middle income countries, are to development incentives, considerations about the between 10 – 20 times higher than in low income regulations for setting up companies or ventures ought countries, where complex or ineffectual regulation to be streamlined to create a business environment is often a problem. According to research by the free from obstacles in the physical areas and economic World Bank in 2014, if only 20% of the existing sectors where we are attempting to focus growth. small, non-agricultural businesses in Tanzania could double their employment base, this would IMPLEMENTATION GOVERNANCE & entail the creation of almost 1 million direct new jobs. With productivity as a critical target, especially in innovative sectors with an international client base, there is a likelihood that Dar es Salaam-based businesses will want to hire people from outside, given the educational and skill deficits outlined above. In this case, there is a chance, depending on the size of the business, that they may encounter issues with government limitations placed on the PILOT PROJECTS hiring of “ex-pats”. Whilst this is currently limited to five per firm, additional permits are available, but only under special conditions. Many firms report that these “special conditions” are rare. 24 24 PWC. Africa Gearing Up: Tanzania. (PDF) Pg.76 https://www.pwc.com/gx/en/transportation-logistics/publications/africa- infrastructure-investment/assets/tanzania.pdf 380 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.1 Applying Insights: Population and Employment Modelling The sectoral insights in the preceding pages have been important factors in the underpinning population, employment, land use and real estate modelling for the CDS outlined in this report. Given the paucity or incompleteness of data, the multiplicity of sources and measuring methodologies, and the inherent uncertainty of forecasting in urban development, it is important for the methodology applied during this process to be outlined. What follows is an explanation of how population forecasting and economic sectoral insights were used and combined, to generate forecasts of employment, land use, and other spatial predictions built in to the modelling of the CDS. In order to work uncertain insights into urban Rates of formality and informality of employment development plans, such as economic forecasting, were adjusted in the forward looking population which can sometimes be subjective, or unverifiable predictions, according to historical research into predictions of the future, the project team the dynamics of formal and informal employment undertook a series of logical steps to combine data in Sub-Saharan Africa, obtained from the United from various sources, to generate employment Nations Department of Economic and Social Affairs estimates (both numeric and spatial) for the Population Division. Corridor and Pilot projects. By noting the historical changes in the balance of Initially, population forecasting was undertaken, formal versus informal employment across Sub- to take the baseline population figures for 2017, Saharan Africa, in the time since 1990. The average and factor them up to determine an estimate for change was a positive move to formality, of about 2032 - the plan timeline. This dataset, containing 4% of employed positions, every 10 years. This total population, employed population, as well remained consistent in the years since 1990. as subsets for those employed formally and those Data from the Tanzanian National Bureau of working informally, were factored up using World Statistics was available from the Formal Sector Bank population growth figures for Dar es Salaam Employment & Earnings Survey undertaken in can be seen in Figure 3.1. 2015 (and also in 2010), and this was used to get an understanding of the sectors in which the population who was formally employed, worked. The World Bank and UN Habitat projections are at five-year intervals running from 2005. The CDS population growth estimates are derived from taking the NBS 2012 census data and applying average annual growth rate used by World Bank. Figure 3.1 shows the values from 2012 in 5-year increments to 2032. Population Growth Estimates (World Bank Trendline) Annual Growth Census Data Census Data Projected Using WB Growth Rate 5.65% 2012 2017 2022 2027 2032 Projected Growth 4,364,541 5,744,948 7,561,946 9,953,621 13,101,729 Five year period - 31.63% 31.63% 31.63% 31.63% growth Figure 3.1 Population projections Economic Impact 381 3.1 City-Wide Employment Estimates 2017 2032 CONTEXT & VISION Category % People % People Estimated Population 5,744,945 13,101,729 Estimated Employment (Total) 40% 2,297,978 42% 5,502,726 Estimated Employment (Formal) 38.5% 884,772 40% 2,201,090 Estimated Employment (Informal) 61.5% 1,413,256 60% 3,301,636 Corridor-Level Employment Targets CDS Corridor as % of DSM Urban Area 21% STRATEGIES Estimated Corridor Employment (Total) 1,155,572 Estimated Corridor Employment (Formal) 740,874 Estimated Corridor Employment (Informal) 414,698 Figure 3.2 Employment Projections and Targets ECONOMIC IMPACT To move from city-wide estimates to something If this is the case, the population will continue to grow suitable for the CDS, an assessment was made on the but there won’t be enough employment opportunities proportion of the overall employment target which and therefore people will end up working in the should apply to the CDS. The method chosen was informal sector. to apportion employment to the study area based The maximum FARs are set to be able to accommodate on what percentage of land was within the study the projected population growth, and therefore have boundary compared the overall urbanised footprint of been set to achieve the projected needs of the city in Dar es Salaam, approximately 21%. terms of housing and new development. However, It is The spatial strategies in Part 02 provide for a minimum unlikely that this amount of development is possible in and maximum FAR which in turn allows the corridor to the 15 year period. IMPLEMENTATION GOVERNANCE & accommodate a range of population and employment. In reality what should happen is something in between The approach has been to link the minimum FAR values and the median scenario achieves a balance of housing to achieve the additional GFA that has been assessed growth and employment space which will help the city to be able to be absorbed by the real estate market and move towards a more formalised economy. construction industry (outlined on the following pages). Ultimately if the population grows as projected, it will be difficult for the real estate market and general economy to keep up with demand for employment and therefore either the unemployment rate will rise or more people will PILOT PROJECTS ultimately work within the informal sector. 382 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.2 Real Estate Market Appraisal It is very important to understand the current real Real Estate Class Analysis estate market in Dar es Salaam. As outlined on the previous pages, the forecasting of growth, The real estate sector in Dar es Salaam has seen stagnation, or depression in different economic strong growth and investment as demonstrated sectors over the planning period for this project, by commercial assets which increased by 280% will have an effect with regards to the assumed from 281,686 m² in 2010 to 789,899 m² by end of number of people employed in different sectors 2017 (and this only covering formal buildings of within the BRT Phase 1 Corridor , and the floor note in the CBD, and select key northern suburbs). areas and land use consumption of different Similarly, retail stock in Dar es Salaam grew from types of activities. Pangani Real Estate, the 77,702 m² in 2010 to 188,652 m². team’s local Real Estate Advisor, produced the Whilst GDP growth has averaged 7% in this period, following analysis, to complement the economic real estate investment across all asset classes forecasting and employment population has grown significantly faster than GDP modelling undertaken by other members of growth in Tanzania. the team, and explained in the aforementioned pages. Prime residential assets are experiencing challenges however, as defined by over supply and declining occupancy, whether in the historically high profile areas of the Peninsula or Ubungo or further north such as NHC’s project at Kawe. Commercial assets are suffering similarly in Dar, due to the explosive growth in the period after 2010 as highlighted above. Above two images: Faykat Towers 395 Ursino Economic Impact 383 3.2 CONTEXT & VISION Smaller and better finished buildings e.g. 395 Ursino (pictured on the adjacent page) experience higher occupancy as corporate occupiers prefer superior quality offices. Commercial offices in close proximity to public transport also experience much STRATEGIES higher occupancy, such as the case of Faykat Towers (pictured on the previous page, and located on Bagamoyo Road adjacent to the Airtel Headquarters), then buildings further away, even if they are superior looking. Watsumishi Housing Corporation Apartments Middle income and affordable residential buildings for sale in close proximity to the BRT experience strong demand for ECONOMIC IMPACT apartments, and demonstrate that high rise buildings are of appeal to buyers if well located. Watsumishi Housing Corporation (pictured to the right, and featured in a case study in the baseline studies of this project) are high rise apartments on Morogoro Road adjacent to the BRT and at the time of printing have now sold all available units. The National Housing Corporation’s Wakulima project (pictured to the right, and located off IMPLEMENTATION GOVERNANCE & of Kawawa Road) featured 120 three bedroom apartments for sale, and all of these units were sold to the market, despite prices starting at $108,410 USD. Wakulima Housing Project Apartments PILOT PROJECTS 384 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.2 Retail assets and affordable housing are the segments offering the most rewarding investment opportunities due to under supply, and strong tenant and buyer demand. In retail, for example, Mlimani City shopping centre is a prime example, where despite only recently completing a 50% expansion, the retail centre is fully let. The industrial sector (A grade warehousing) and hospitality sector (leisure resorts in Zanzibar, and the northern circuit, and affordable business hotels in Dar es Salaam) also offer attractive returns in Tanzania. Opportunities for the logistics and warehousing uses referred to here, at gateway points of the BRT Phase 1 Corridor make economic sense, and ought to be pursued as the market demands, and the same applied to affordable business hotels (over 850 new hotel rooms are planned by several chains in the coming 2 to 5 years). Whilst the hotel sector has experienced recent challenges including the introduction of VAT, and withdrawal of Government conference Above two images: Mlimani City business from private sector establishments, the real estate market is expecting a rebound in this sector due to several structural factors such as: • Completion of the Terminal 3 of the Dar es Salaam airport in 2019 (as pictured to the right), • Improved infrastructure in Dar es Salaam with the Government announcing 7 new flyovers in addition to the two currently under construction in Dar es Salaam, • And the adoption of a MICE strategy for the first time to drive conference business into T3 of Julius Nyerere Airport, in progress Dar es Salaam. Economic Impact 385 3.2 CONTEXT & VISION Challenges, Trends & Changes There are a number of challenges and trends in real estate in Dar, affecting market dynamics. Recently, supply has outstripped demand growth in two of the three sectors that have enjoyed rapid growth over the last decade in Dar - commercial, and prime residential assets. This has led to a big reduction in land costs, with rents falling by a factor of 25-40% over the last two years. STRATEGIES Figure 3.3 Rent trends - key commercial suburbs, As the Government has implemented a number of 2015-2018 (Pangani) measures to clamp down on corruption, they have tightened monetary policy, and introduced local currency as the mandatory payment currency for all transactions. Given prime real estate income was generally invoiced in US dollars in the past, and local bank interest rates are almost double compared to ECONOMIC IMPACT those of USD, the net impact on developers of converting borrowings from foreign to local currency is a serious challenge. Commercial banks have therefore been hit hard by non-performing loans, with property sector assets experiencing Figure 3.4 Aggregate of non-performing loans over time in Tanzanian banks (Source: Pangani) high rates of default. The natural resources and mining sectors in particular have faced tough times, whilst the Government has reviewed sectoral policies. IMPLEMENTATION GOVERNANCE & However, other State-backed initiatives such as the Uganda - Tanzania oil pipeline to Tanga (USD $4 billion), the standard gauge railway (SGR - illustrated at right) to Dodoma (USD $4 billion+), and the Bagamoyo Port (USD $10 billion), are attracting expatriates to Dar, creating demand for high quality real estate. The construction industry is well established in Tanzania and idle capacity in this sector suggests this would be a good time to build as land costs PILOT PROJECTS An inauguration ceremony for construction of the SGR project are the lowest they have been in the last decade, construction sector players are starved of work, and construction costs as highlighted by cement prices are also likely to re base to last year’s historical low level once Dangote’s cement plant in Mtwara is connected to gas as power source in 2018. 386 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.2 Real Estate Regulation Bill The pending real estate regulation bill is aimed at improving cash-flow for the affordable segment of the market who have struggled to pay rent of six to twelve months in advance, and need the extra protection. For the corporate segment, many landlords have already adjusted rentals and accept payments of 3 to 6 months in advance, compared to 12 months in advance historically. Pangani Real Estate Services still note many corporate entities however still pay up to 12 months in advance. As outlined on the previous page, the most impactful change from the developer point of view is in fact that invoicing must now take place in local currency however. The Government has in the past indicated it would review VAT on housing, and also the legislation around foreign ownership allowing international buyers to acquire local assets. None of these initiatives have yet progressed, although a precedent has occurred on foreign ownership in Zanzibar, where some projects including Fumba town allow foreign buyers to directly own assets. The other big policy impact that the Government has had on real estate is the decision to move to Dodoma as the new capital. Two hundred thousand civil servants are expected to relocate to Dodoma by 2019 including the President, John Magufuli. This has had some short term effects in Dar, particularly around demand for commercial assets in the CBD, and should see foreign embassies relocating some of their functions and staff in the medium term also affecting demand for prime residential stock. Conversely Dodoma offers opportunities for investment albeit at a small scale in all asset classes. Economic Impact 387 3.2 CONTEXT & VISION Major Players in Real Estate It is often assumed that because of the restrictions on foreign ownership and investment in Tanzanian real estate, that the bulk of development is undertaken by the public sector. This is misleading, however. The private sector has continued to build more buildings, albeit smaller projects, in the period after 2010, and only slowed investment in 2015 due to elections and anticipated change of governments. Conversely the public sector built STRATEGIES larger commercial assets, and appeared to speed up projects ahead of 2015 elections. As a result, the ratio of commercial stock between Figure 3.5 Ownership profile of buildings by number private and public sector remains fairly evenly and size, as of 2015 (Source: Pangani) split as at 2018, favouring the private sector only slightly. Since 2015 the real estate sector has slowed down with only a handful of buildings completed by both the private sector and public sector albeit ECONOMIC IMPACT for different reasons. The private sector has slowed investment in real estate due to declining rents, reduced market cash-flow, and the proliferation of distressed assets. The slow down noted in public sector investment in real estate since 2015 is due to the following factors: • The President directed pension funds to focus on other sectors especially manufacturing. IMPLEMENTATION • Management at NSSF, the largest pension fund, GOVERNANCE & was suspended in 2016 • All pension funds are being merged into two entities only with one focusing on private sector and the other the public sector • Dodoma is seen as needing real estate and not Dar News article relating to the President’s direction to pension The private sector has continued to build more funds to focus on manufacturing © The Citizen buildings, albeit smaller projects, in the period after PILOT PROJECTS 2010, and only slowed investment in 2015 due to elections and anticipated change of governments. Conversely the public sector built larger commercial assets, and appeared to speed up projects ahead of 2015 elections. As a result, the ratio of commercial stock between private and public sector remains fairly evenly split as at 2018 as seen below. 388 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.2 There is also a cloud over the investment strategy of the National Housing Corporation (NHC), starting with the Minister of Land’s directive for NHC that their buildings should be biased to affordable housing, and area that has not been a focus for the organisation in recent years. This culminated in the firing of the entire board and senior management, just over a month ago (March 2018). International developers of good repute such as Atterbury and RMB Westport, have not been active in Tanzania primarily on account of having a focus elsewhere in Africa, which were in the past more lucrative. However, factors such as limited corporate tenant demand, restrictions on land ownership, and concerns around taxes at the time of exit have also kept them away. News article relating to the President’s suspending NHC This has left a void which has historically been director Mchechu © The Citizen serviced by local companies. A recent trend has seen international groups that have been based in Tanzania take on more development activity in the market in n particular Chinese groups - and to a lesser extent Turkish companies. A high proportion of these investors have made profits in other sectors (construction, trading) and diversified to real estate when margins were high in the period before 2015. As the economy has somewhat slowed, many of these companies have also faced challenges in their core businesses, as well as non performing real estate assets, which has led to suspension of several property projects. Economic Impact 389 3.2 CONTEXT & VISION Growth Potential: Retail Research was conducted by Pangani Real Estate on Kawawa Road to establish how many less formal businesses renting in established premises existed. Hawkers, kiosks and petty traders (often called Micro Retail) businesses such as those shown immediately to the right, were excluded from the analysis. The focus was small businesses, but which were STRATEGIES operating in defined pieces of real estate, and Micro-retail, like these informal hawkers, were thus clearly identifiable for authorities. These excluded from this survey by Pangani establishments were called SME Retail for this piece of research. Robby One, a well known fashion retailer, shown in the two photos to the right, is an examples of such a business. Overall there were approximately 150 SME Retail stores along both sides of the Kawawa Road ECONOMIC IMPACT corridor between Morocco and Magomeni, and approximately 50 Micro Retail Stores. Shop sizes ranged between 10 and 50 m² (Robby One is an example of a large store as captured in images adjacent), with an estimated average size of 20 m², implying total SME retail assets of 3,000 m² for the corridor. Micro retailers whilst not reviewed in detail are estimated to occupy +/- 400 m². IMPLEMENTATION • The majority of shops (at least 75%) GOVERNANCE & were established before the BRT project began as this corridor has been popular with SME traders for many years. • Stores established during or after BRT Above two images: Robby One fashion store construction, generally invested based on anticipated business from the BRT • Most stores are profitable, and generally • All shop owners who spoke with the team performing to projections would consider expanding shops along PILOT PROJECTS • Those that aren’t performing to the current BRT and other corridors. In expectations blame 5th Phase Government fact, some owners have already invested policy for slow down in revenue in new stores along BRT corridors • Shops located closest to BRT Terminals perform best • BRT has helped almost all businesses with foot fall and income 390 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.2 Overall, there was unanimous feedback that the BRT is a success, and that their businesses have been positively impacted. The size of informal retail (for e.g. in the image to the immediate right)) remains very small on a per unit basis, as the 150 stores along the corridor represent +/- 3,000 m² of bulk retail which would be smaller than a formal neighbourhood shopping centre in Dar today such as Shoppers Plaza Mbezi (as pictured in the second image down). Pangani research using the Kawawa Road findings, and review of retail establishments (such as Ubungo Plaza, and City Mall as pictured above) across the BRT Phase 1 corridor including Kariakoo, indicates an existing retail footprint of 59,000 m², broken down across all three formats as highlighted below. It is estimated that there are around 2,500 stores / traders operating across all three formats. Formal retail (such as Mobile Plaza - image below right) is the largest category at 55%, with SME Retail representing 40% of the existing footprint. Above: City Mall Top: small units on Kabawa road. Second from top: Shoppers’ Plaza Mbezi. Above: Ubungo Plaza. Economic Impact 391 3.2 CONTEXT & VISION Applying historical market growth rates for formal retail, and factoring in estimated growth rates based on local market knowledge from Pangani, the estimated growth as a result of SME, Micro and formal retail would see the total bulk of retail space rise to 325,000 m² by 2032. Whilst formal retail would still be expected to account for 51% of all retail activity by 2032, SME and Micro retail would grow faster, according to STRATEGIES Pangani’s analysis of the retail market, particularly Figure 3.6 Existing retail footprint in the in the first half of the period between now and BRT Phase 1 Corridor (Source: Pangani) 2032. Pangani estimates that the total of retail assets across all of Dar es Salaam would rise to 1.8 million m² by 2032, with formal and SME retail dominating the landscape and accounting for 94% of all retail outlets. The number of stores would rise to around ECONOMIC IMPACT 12,000 from current numbers estimated at 2,500. IMPLEMENTATION GOVERNANCE & Mobile Plaza, Gerezani PILOT PROJECTS Figure 3.7 Pangani Real Estate’s estimates for retail growth in the BRT Phase 1 Corridor 392 BRT Phase 1 Corridor Development Strategy | Economic Impact 3.2 Growth Potential: Commercial In contrast to retail assets, commercial assets are a much larger component of Dar es Salaam’s real estate today at an estimated 3 mm² and reflecting a very high 17% average growth per annum since 2017. This has led to over supply, and growth is expected to slow moving forward to an average rate of 3%. Accordingly, 2032 commercial stock would lift to 4.9 mm² with the BRT Phase 1 Corridor Figure 3.8 Above: Predicted growth in retail assets (Source: Pangani) accounting for 46% of all assets, or bulk supply of 2.25 mm² (Phase 1 corridor has lower commercial asset growth potential then other nodes in Dar as it is already fairly built up). Figure 3.9 Above: Predicted growth in commercial assets (Source: Pangani) Economic Impact 393 3.2 CONTEXT & VISION Conclusions In that Real Estate and Economics can simply not be the production of affordable housing to meet demand disentangled, there is a strong link between the insights could be justified from a sectoral economic and real coming from this sub-section on the real estate market estate point of view, whilst industrial and hospitality uses at present in Dar es Salaam, and the sectoral forecasting are a more moderate growth sector, and real estate class, referred to earlier on in this section. which ought to proceed according to market forces. In Figure 3.10, real estate asset classes have been outlined Where the real estate market outlook doesn’t line up and categorised by their potential for investment. directly with the economic outlook for the city or the corridor is for higher grades of residential and commercial It is important to note that for the most part, the insights STRATEGIES real estate. It is important to remember that the factors from analysing the real estate market for Dar as a whole, making these non-ideal choices in terms of potential correspond to the insights coming from economic real estate investment are not indications that the kinds analysts, for the city. The majority of these can also apply of industries which require commercial space are not to the BRT Phase 1 Corridor , with a few key exceptions. growing, or that there is not a demand for residential As outlined earlier, encouraging the development of more property, but rather due to an oversupply across the city retail uses as the sector is formalised, as well as increasing of these asset classes. ECONOMIC IMPACT Real Estate Asset Class - Investment Potential Segments with Segments with Segments with High Growth Medium Growth Low Growth Retail Industrial Prime Residential Affordable Housing Hospitality Commercial Figure 3.10 Above: Predicted growth in commercial assets (Source: Pangani) IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 394 BRT Phase 1 Corridor Development Strategy | Governance and Implementation  Governance and Implementation 395  CONTEXT & VISION Part 04 STRATEGIES ECONOMIC IMPACT Governance & Implementation This section is a brief summary of Appendix C - Implementation Report. The IMPLEMENTATION GOVERNANCE & Implementation report covers a number of issues in more detail, relating to the ongoing implementation of the CDS, as it moves from Strategy to Reality. Among these issues are Good Governance Practice, Land Value Capture tools for financing the project roll-out, concrete development examples of these tools in use, and a Capacity Building Plan to upskill the project stakeholders and contribute to successful implementation. PILOT PROJECTS 396 BRT Phase 1 Corridor Development Strategy | Governance and Implementation Governance & Implementation Strategy This section provides practical guidance on the management of planning and development of the CDS. It builds on the baseline findings, and subsequent analysis including consultation outputs. It considers the numerous commercial, social and economic objectives associated with the successful development of the corridor. It concludes that any proposed reforms should be practical, minimising any organisational change, to deliver benefits without increasing taxes or ordering new government subsidies. The report reviewed current operations and considered models of best practice in recommending appropriate roles and responsibilities of the supporting institutions in tasks which range from enhancing the city’s overall service provision strategy to daily implementation, monitoring and enforcement. The section recommends an organisational strategy and a set of implementation tools to deliver the goals of the CDS, by also suggesting practical process methods and better use of technology. Setting the Context - Creating Economic Growth The Implementation Report analyses how the The system lacks common vision and leadership planning process is currently delivered. on city-wide transport and development. data is fragmented and inconsistent with a need Section 4.2 analyses how the existing players for clearer and better managed protocols involved in planning the city interact and perform and standards for data management and GIS, and could enhance their roles. ultimately impacting on the city’s planning and Clarity, authority and capacity are all assessed, development. with questions such as: how clear is an Each agency involved in the city’s development has organisation’s role in the process; what is their a role to play in capturing maximum value from mandate and capacity to deliver? development within the BRT corridors. Section The studies have shown that key roles and 4.1 identifies a number of appropriate Land Value responsibilities are currently misaligned, with Capture (LVC) measures which are are outlined, potential for conflict, and substantial gaps in explained, and attributed to key players for capacity and capability. implementation. Governance and Implementation 397 CONTEXT & VISION Gaps & Challenges: Town planning For major projects, there is a process to ensure Role overlaps between agencies. Clarity is that plans are clearly conceived from the outset needed on the roles and responsibilities of local and that, at each significant milestone or government and agencies “gateway” permission is sought for the project to continue. PO-RALG has the authority and Data Management competence to supervise this project review No lead or uniform protocol. Various data and process. It may take on this role directly or mapping initiatives, but no city-wide data indirectly by commissioning suitably experienced management strategy experts. STRATEGIES Transport Key areas to be addressed include: No single agency has strategic oversight, though there. Various emerging transport initiatives but no • Clarifying roles and responsibilities overarching strategic authority in urban management - To simplify management and accelerate Attracting investment decision-making Skill not integrated into urban agencies. Outside the Tanzanian Investment Authority there is a • Risk - Improving the general understanding shortage of these skills in the City Authorities of risk and risk allocation including of the ECONOMIC IMPACT possible consequences of partnering with Fostering entrepreneurship the private sector Absent skill. Insufficient capacity to support needs • Transparency and Accountability in the extensive informal settlements. • Specific Fiscal Tools and The Organisational Organisational Structures - To help with the delivery of Transit Oriented Development Task Ahead in the BRT corridor A range of strategic planning approaches and • Management Tools - To help organisations tools are available to make clear decision making coordinate city planning. IMPLEMENTATION GOVERNANCE & and inter-governmental communications to To help organisations to act together, in a ensure consistent quality. There are commended coordinated top-down, bottom up way, an approaches to assess risk, setting objectives and outline approach has been developed including a priorities, and methods to check that activities set of tools to: are properly aligned. • Set Clear Objectives • Identify Critical Success Factors for projects • Set Priorities PILOT PROJECTS • Identify Risks and, • Review projects at key milestones. 398 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 Land Value Capture Land Value Capture (LVC) is a catch-all term The MTR uses development profits to fund to describe a range of mechanisms used to infrastructure and the government shares in any recoup the cost of investing in infrastructure dividends. from the enhanced future value of land For Dar, a system that focuses on increased and assets. In the 19th Century British property tax revenues may be the right way and American investors built railways and forward. benefited from the development of London’s suburbs and the American railway towns. The metro in Toronto was found to increase tax assessments by 45% downtown and 107% near In more recent times, in the 1970s Hong Kong suburban stations, compared with a 25% increase pioneered the use of extensive government powers elsewhere, while values of office space adjacent to to assemble sites and use the development value the station were, average, 30% higher than in the of those sites to pay for the development of the city as a whole (World Economic Forum, 2014). new underground. There is a need to attract funding to There is potential in Dar es Salaam for a relatively Transit Oriented Development in Dar es Salaam. simple system of land value capture. The public Adopting the recommended strategy will have sector already taxes development and levies rates an impact on management. Consultations found on occupiers. Efficient tax systems alone can little appetite for radical change that would result constitute a form of land value capture (LVC) which in increased bureaucracy, new institutions or new require workable systems of tax enforcement and taxes. The approach has looked at how the city’s collection. existing administrative bodies can be empowered The are a myriad of approaches to land value to deliver better outcomes and raise more funds capture. Key factors to consider when developing thropugh more efficient and better conceived an approach are: operational activities. • How easy is it to measure any uplift in value? The strategy proposes methods to assemble sites and shape higher-density developments without • What powers of site assembly / planning zoning recourse to large amounts of public expenditure. does the government or local government have? Land Value Capture (LVC) is the umbrella term used to describe these methods. Broadly there are three • How certain can the private sector be of forms of LVC: financial returns when they are invited to invest in infrastructure? • Financial Benefits, repaid to the relevant public authority to fund future investment in • What is the best way to apportion risk and infrastructure or other public benefits. reward between the private and public sectors? • Benefits in kind, developer funded provision LVC can involve multiple stakeholders at each step of public amenities or infrastructure. in the process. Simpler approaches include the Hong Kong model where the government grants • Benefits in quality, where higher-quality development rights to the metro company MTR in development is realised than would have which it has a majority shareholding. The land is otherwise be. sold at the pre-development value. The broad range of possible land value capture approaches were assessed for Dar es Salaam and summarised in tables on the following pages. Governance and Implementation 399 4.1 On this page some LVC benefit measures are assessed. CONTEXT & VISION Land Value Capture Measures Considered, but Rejected Description Why was it Rejected? Land Value Land value tax (LVT) is a simple technique Given the number of initiatives underway designed to recapture the value created to collect tax on property and land Taxation by the provision of public services. more efficiciently, and without as many collection gaps, it can be argued that this LVT is assessment of land value rather than is a measure which will likely grow of its property value and focuses on landowners. It own accord, as these projects roll out. can discriminate against the beneficiary of the tax – that is, the tax can, for instance, be directed See “Passive Land Value Capture” in the list STRATEGIES only towards a specific group of landowners. of recommended measures for more details. Joint Ventures Joint Development (JD), a form of At present, it is not believed that this is Public-Private Partnership (PPP), is a mechanism appropriate. The legal structures required between Public of cooperation and cost sharing between public are difficult to put in place and can lead & Private and private operators or developers. to costly and damaging disputes. Sector An advantage is one need not identify the direct and The public sector needs to have a indirect impacts of the transport investment, since highly-developed understanding (JV / PPP) there is cooperation between the public agency of the risks involved. and private developers who share the costs. Neither City Council nor the Municipalities JD promotes efficiency and equity among show adequate capacity or capability for ECONOMIC IMPACT participants. Private developers benefit from better this application. However, this messure accessibility and more potential customers, while may become feasible once institutional the public sector benefits through the sharing structure and capacity is improved. of construction costs while securing increased demand for the transport infrastructure. Joint-ventures in real estate development can be viewed skeptically by the public as a source of impropriety. Figure 4.1 Rejected one-time LVC measures IMPLEMENTATION GOVERNANCE & PILOT PROJECTS 400 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 Figure 4.2 highlights various measures which could yield long-term LVC gain for the authorities. However, the consultant team considers these are currently inappropriate owing to inadequate institutional capacity, market immaturity, and ineffective fiscal systems in Dar es Salaam. There measures could all be deployed in the future, once the mechanisms to supervise their use, regulate them, and the data to monitor them is in place. At present only the “Proposed Fiscal Tools” outlined on the next page are recommended. Long-Term LVC Revenue Sources Which Could Work, but Later Source Description TIF schemes, used extensively in the US, operate through fiscal incentives such as tax relief, tax breaks or tax disincentives in order to encourage development in a defined urban area. Any increase in tax revenue over the “base” is determined to be attributable Tax Increment to the new development and deposited into a separate account from general fund Financing (TIF) revenues. It is used to retire debt for infrastructure or other public improvements associated with the new development. TIF can be applied to income, sales or property taxes. This funding stream can serve as the basis for securing a bond as the new, accretive revenue stream is used to back the bond obligation by the public sector. Similar to TIF, except that the tax rates are increased and typically applied Special to defined districts that will benefit from the transit investment. Special or Benefit assessments for urban transit are being used to channel revenues from property tax rate increases to fund transit construction, operations or related Assessment infrastructure improvements. In the US, the districts are being set up in both Districts suburban and downtown contexts and are funding a wide variety of transit types, from metro to light rail transit (LRT) to bus rapid transit (BRT). Similar to joint development and long-term leases but in contrast to land Land Asset sales, land asset management has the advantage that the public sector Management retains ownership and control over the plots of land around the infrastructure investment over the long term, while receiving the lease revenues. Air rights (sale or lease) is a form of value capture that involves the establishment of development rights above the previously permitted land use controls (e.g. increased Air Rights floor area ratios of buildings), or in some cases above/below a transportation facility (e.g. selling rights to build a shopping area below a rail station). Air rights development is expected to boost land value, which can help fund further infrastructure investment. Transportation In TUF, a transportation improvement is treated as a utility (water, electricity) and Utility Fees is paid for by a user fee. Rather than establish a fee with respect to the value of the property, the fee is estimated on the number of trips that property would generate. (TUF) Figure 4.2 Potential LVC measures for the future Governance and Implementation 401 Proposed Fiscal Tools 4.1 The following Land Value Capture mechanisms are recommended at appropriate for use in Dar es Salaam, within the BRT corridors. They have been selected because they are appropriate in the way they address the specific needs of Dar es Salaam, its local market CONTEXT & VISION conditions and its current management structure. Passive Land Value Capture: Taxation The City already directly captures land value in the form of property tax receipts which have risen as the city has been Recommendation developed. Inconsistent approaches to tax collection together with poor data management have made it difficult for the That Dar es Salaam City Council assumes the authorities to pinpoint and measure the direct relationship role of monitoring land value uplift and its relationship with infrastructure investment. STRATEGIES between investment and returns. It is recommended that the City Council adopts a central role in understanding this It should develop the necessary skills and relationship. capacity to assess the benefits of investment The proposed reforms to data capture and management and support decision-making by Ministries, would help them in this role. Direct joint-venture developments DART and other public-sector agencies/bodies. between public authorities and the private sector were rejected as a route, on the basis that they can cause conflicts of interest and can be perceived as a cause of corrupt practices. ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Figure 4.3 Central vs Local Tax Collection in Dar es Salaam (Source: Taxing the urban boom in Tanzania: Odd-Helge Fjeldstad, Merima Ali, Lucas Katera) 402 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 Developer Contributions Other cities use Developer Contributions (also referred to as Negotiated Planning Payments, NPP) to capture some of Recommendation the value of specific developments. Unlike CIL (described next), it is not a flat-rate tax, but a contribution based on We recommend that the municipalities adopt the characteristics of the proposed development. The this approach as part of the planning process planning authority grants consent where developer agrees for sites over a certain size, to be determined. to meet stipulated contributions of public benefit, or a The City (supported by PO-RALG) should financial contribution of an equivalent value. The authority develop guidance including: the threshold determines the development’s impact on the area and requires above which this process should be applied, contributions for improving highways, open spaces and/or typical target levels of public amenity, public amenities. Commonly used to set the provision of suggested financial limits and standards for affordable housing, as: the provision of affordable housing. 1. Direct provision of housing as part of the development Applicants should be able to appeal decisions 2. Offset provision elsewhere, as deemed acceptable by recourse to Tribunal if necessary. 3. Payment to theauthority made in lieu of direct provision. City Infrastructure Levy (CIL) A City Infrastructure Levy would be a fixed charge that developers pay, as part of the planning process to reflect the Recommendation wider pressure their scheme places on the City’s infrastructure. In the case of Dar es Salaam the pressing need for affordable We recommend that there is a City-Wide CIL housing make it reasonable to extend use of this income administered by Dar City Council. It it is usual to include the subsidy of housing improvement projects. for such charges to be a flat-rate levy per unit Such projects might include land pooling and the delivery of area (hectare of part thereof) of proposed infrastructure to provide serviced plots for self-build projects. development. There may be different charging It may also be used to subsidise the provision of affordable zones across the corridor or city reflecting rented homes provided by not-for profit organisations. differences in local land/property values. Governance and Implementation 403 4.1 Land Readjustment It is reasonable to expect increased development densities at CONTEXT & VISION transport nodes and along transport corridors. Rather than Recommendation simply give these rights away to land owners and developers the authority can sell these rights to pay for the infrastructure. The City Council should be made responsible The right to develop at a higher density can be auctioned, for Land Readjustment and Development affected landowners may be able to buy these rights at a Rights transfer. discount or wait for developers to buy their land. These tools relate specifically to major This tool should assist site assembly and make interventions around infrastructure and have the development at higher density more for city-wide implications, as the land value Transit Oriented Development. The diagram below shows captured, and its re-distribution should be a the sequence of steps undertaken in the Land Readjustment City Council responsibility. STRATEGIES It is efficient to have the skills and experience relating to the implementation of these forms Development Rights Transfer of Land Value Capture in one place to maintain An alternative method of compensating the owners of land consistency. to be acquired for an infrastructure corridor or other public The successful use of these tools requires the benefit. Rather than being paid directly to vacate land they City to improve its data management and GIS receive a development rights transfer certificate of a value applications. exceeding their existing land holding. These certificates may ECONOMIC IMPACT be traded with interested Developers wanting to assemble ownership of the designated area. The diagram below illustrates the sequence for development rights transfer. Capital Payment PUBLIC SECTOR DRT Certificate Existing Property STAKEHOLDERS Owner (A) DRT Government Certificate Agencies IMPLEMENTATION GOVERNANCE & Additional FAR DART Allowance Pension Funds Private Investors Existing Property or NHC or Developers Owner (B) Income from Central FAR Sale PROPERTY COMPANIES Government Additional FAR Viable Municipalities Allowance Sites Existing Property Owners (C,D, E...) LEGEND PILOT PROJECTS Income from Capital Movement of Money FAR Sale Payment Movement of Assets Property Owner A = Recieves Development Rights Transfer (DRT) certificate and benefits Property Owner B = Existing land owner who is able/willing to upgrade or develop their own plot Property Owner C,D,E... = Group of existing lands owners who pool their land to create a more viable site for selling to developer(s) Figure 4.4 Understanding Flows of Assets and Money - Land Readjustment & DRT (Source: CoLab) 404 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 Development Corporation The Development Corporation model is used to capture value Recommendation where large single areas are being planned for comprehensive redevelopment or where several connected sites (for example We recommend that the Development station sites) are to be developed at the same time. Corporation should primarily be the responsibility of the City Council but Development Corporations are set up as independent should also include representation from corporate entities in which the public sector has a majority PO-RALG, DART and the Municipalities in share. It would have the objective of maximising public Dar es Salaam as necessary. Other public benefit by capturing development value. The diagram sector organisations, who contribute land to below outlines a process for establishing and operating a the venture, will also be represented. Donors Development Corporation. or NGOs may also be represented. There will It is a private company bestowed by government with be non-executive directors who have no other specific powers to plan development, assemble sites, build interest in the activities of the development infrastructure amd oversee development delivery. It is run corporation soyrced internationally if they at “arms length” from Government through an independent bring relevant skills and experience in the board structure where the majority shareholder represent the short to medium term. public sector authorities. Other shareholders include delegates from commercial investors (who may have also traded land for shares) and land owners who have been compensated The Corporation is not expected to become involved for compulsory purchase, and representatives from the in small or simple schemes or where a commercial community as well as non-executives representing investors development could already be easily planned, financed and government stakeholders. and delivered in the traditional way. The objectives of the Development Corporation are to deliver The use of a Development Corporation removes the land and property development within the BRT corridor that need for a Master Developer owing to the scale of the improves the public realm, addresses the city’s housing needs, corridor and the time to be taken to complete it. and returns to investors, including the government, dividends By having a Development Corporation with public from profitable activities. The Development Corporation will sector presence, overseen by the public sector, the City be expected to retain some of the profits from completed will maintain control of strategic sites, will control the developments to invest in subsequent schemes. planning process and its outcome, and will be able to A Development Corporation should become involved as the coordinate the phased provision of infrastructure. lead developer where: Auctioning development plots in the open market Key sites associated with Transit Oriented Development could ensures that opportunities for Land Value Capture are be developed at higher density and provide an opportunity for fully exploited and retained by the city. land value capture The diagram on the next page outlines a possible Several TOD schemes could be better developed under a single structure for the Development Corporation, in coordinated plan relation to the other agencies working within the Where a new BRT corridor presents and opportunity for a BRT Phase 1 Corridor. significant coordinated development plan Where the government owns large tranches of strategic land suitable for development and the release of value There are large sites with complex site assembly / land pooling issues Where there are significant opportunities for Development Rights Transfers or Land Readjustment. Governance and Implementation 405 4.1 PUBLIC SECTOR STAKEHOLDERS CONTEXT & VISION Government Central DART Municipalities Agencies Government Existing Property Owner Existing Property Owner Participating in Auction Compulsory Purchased % of Auction Rates & Taxes Proceeds Property Taxes Value Land Land STRATEGIES Dar City Council Manages the Development Corporation on behalf of public sector stakeholders Development Corporation Responsible for Site Assembly, Planning and Infrastructure Auction Sales Freehold of ECONOMIC IMPACT Land Accommodation Pension Funds Private Investors Commercial Residents or NHC or Developers Tenants PROPERTY COMPANIES FUTURE OCCUPIERS Rent / Capital LEGEND IMPLEMENTATION GOVERNANCE & Figure 4.5 Understanding Flows of Assets and Money - Movement of Money Movement of Assets Development Corporation (Source: CoLab) The development corporation model brings additional • Compensation: The model can compensate land benefits: owners, in designated areas, for compulsory land purchase to build infrastructure or assemble sites for • Speed: its delegated powers as planning authority public benefit. Compensate by paying the existing land enables it to plan and deliver infrastructure value or sharing receipts from the auction of plots or at a rapid rate. issuing shares in the corporation. • Liquidity: As a publicly listed company it allows PILOT PROJECTS • Taxation: The government may choose to relax local investors of all sizes and types to partake in real estate taxation for a limited time to encourage investment. investment in Dar es Salaam, while benefiting from government backing for added credibilty. • Transactions in foreign currencies: The government may permit real estate transactions in foreign • Flexibility: Land readjustment mechanisms currencies to attract international investors. could be appplied directly anywhere within the designated zone. • Management of Public Space: The development corporation may take on the management of public space in accordance with condominium regulations to higher standards. 406 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 Why use a Master Developer? The BRT Phase 1 sets out a preferred strategy for development along and around the BRT stations. The scale and quantum development, the need to bring multiple sites forward together and the speed needed to help meet growth requirements means that delivery through a traditional site by site developer is not capable or suitable. The Master Developer Approach The Master Developer approach Brings a Number of Advantages: has a number of challenges: • The Master Developer approach allows • The Master Developer Approach is likely for a comprehensive approach enabling to be unfamiliar. The appointing entity the design and delivery of multiple (whether a development corporation, contiguous or non-contiguous sites to PO-RALG or DART) will need input, be taken forward under an overall land, capacity building and training of its finance and development strategy. staff to handling and oversee complex By developing multiple sites, the master contracting and delivery procedures, as developer can phase development so well as inputs and from elected officials, product types and price points don’t and the public. compete with each other and saturate the market. • The Master Developer approach may bring political backlash from • The Master Developer Approach can local development firms and accelerate and expand TOD through communities if it is seen that significant partnering with a larger development firm development advantages are being that has the capacity and capability to given to a few a large national or undertake multiple projects concurrently regional firm. It is important that any outside firm commit to partnering with local developers and contractors and • The Master Developer Approach Increases that the goals and requirements of the the Economies of Scale Through Master Developer are openly published. Bringing and Bundling Opportunities and Sites Together That can Then Attract • Delivery of the development through a Regional, National and International Master Developer must be monitored Development Firms With the Financial and controlled so that all requirements Resources, Expertise and Experience are meet and that “cherry picking ” of With Complex Public / Private Projects. the most lucrative sites is avoided and are not the only ones brought forward. This will require a more sophisticated approach to development control than at present with improvements in professional training, better use of planning powers and comprehensive development briefs for the station areas. Governance and Implementation 407 4.1 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Case Study: King’s Cross, London King’s Cross is a mixed-use, urban regeneration project The project is being developed by the King’s Cross Central in central London that is also a major transport hub for Limited Partnership (KCCLP), the collective name for the PILOT PROJECTS the city. Located on the site of former rail and industrial single landowner that comprises three groups: U.K. property facilities, the 67-acre (27 ha) ongoing redevelopment developer Argent (owning 50 percent via Argent King’s Cross involves restoration of historic buildings as well as new Limited Partnership); the U.K. state-owned London and construction, with the entire plan organized around internal Continental Railways (LCR), holding a 36.5 percent interest; streets and 26 acres (11 ha) of open space to form a new and DHL Supply Chain (formerly Exel), with a 13.5 percent public realm for the area. Using the master developer stake. Argent’s subsidiary, Argent King’s Cross Limited approach, King’s Cross is the largest area of city-center Partnership, is master developer and asset manager at redevelopment in Europe and thousands of workers, King’s Cross. It is backed by Argent and Hermes Real Estate residents, and students now inhabit King’s Cross. on behalf of the BT Pension Scheme. 408 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 Terms of Reference for Engaging a Master Developer (or a Consortium of Smaller Developers Acting as a Master Developer) The following section gives an overview of the process through which a Master Developer can be engaged for the delivery of Area Development Plan Areas. We outline the key parts of the process and give an overview of the documents and their contents needed to select a Master Developer. A further stage of work is required to develop these outlines into full engagement documents as well as bespoke them to the specific requirements of the Area Development Plans. The legal and Master Developer agreement will require preparation by a qualified legal team. The Master Developer Appointment Process The BRT Station Area Development Plan Authority / Entity (ARPA), see 2.A above will need to undertake the following: Step 1 Request for Expressions of Interest (EoI) • Long list of Master Developers or Open Invitation • Identify key BRT CDS developer requirements • Generate enthusiasm and interest including promotion and publicity of the project • Solicit feedback on master developer role and scope. • Prepare Issue and Invite EoIs Step 2 Request for Qualifications (RFQ) • Short-list of Master Developers based on responses to EoI (we would recommend a maximum of 10) • Preparation and Issue of RFQ documents including draft main agreement terms • Selection Process Focussed on required • Experience – proven track record • Capabilities – must include multi-disciplinary team of experts with proven track record (masterplanner, transport, infrastructure, market & economics, environmental & sustainability) • Resources • Financial standing & capability to deliver investment etc • Identification of Preferred Master Developer Step 3 Master Developer Agreement • Memorandum of Understanding (MoU) outlining key aspects of the agreement • Negotiation & refinement of Master Agreement terms including full details of contracting entities, responsibilities, duties, finance and term • Signing of the Main Developer Agreement Governance and Implementation 409 4.1 CONTEXT & VISION Master Developer Request for STRATEGIES Expressions of Interest (EoI) Overview Step 1 The Authority would prepare an EoI with the following contents: • Description of the Client • Overview of the Project Objectives and Key Development Requirements ECONOMIC IMPACT • The Development Sites / Site including context & location • Overview of the Master Developer Role • Submission requirements: • Name of individuals / corporation / consortium • A description of the Master Developer Team • Your development approach would advance the BRT CDS and Area Re-development Plan • A development programme / time horizon IMPLEMENTATION GOVERNANCE & • Development References and min of 5 no Completed Similar Developments Request for Expression of Interest Timeline The EoI would be advertised through a reputable tender site (such as www.africagateway.info / and real estate journals as well as on the Authorities website. The EoI would be live for a 4 week period. PILOT PROJECTS 410 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 Terms of Reference for Master Developer for Request for Qualification (RFQ) Step 2 Assessment of Submitted of Expression of Interest (EoIs) The Authority would assess the EoIs received and select a minimum of 10 Master Developers to be invited. Our recommendation is that the invited teams should Request for RFQ Contents Assessment of Submitted of Expression of Interest (EoIs) The Authority would assess the EoIs received and select a minimum of 10 Master Developers to be invited. Our recommendation is that the invited teams should Section 1 – Request for Proposals address and who the RFP is to be submitted Overview to. • Purpose of the Request for Qualification Section 4 - Submission • Site Description – Station Area Requirements Re-development Project Area The following is to be provided: Section 2 – Master Developer Role • Master Developer Project Approach and Project Requirements • Master Developer Project Plan • Master Developer Role • Master Developer Financial Strategy • Project Requirements • Project Management • Services and Works to be provided • Development Team Information • Finance & Investment to be provided • Expected Project Programme Section 5 - Description of the Refer to Appendix A for BRT Phase 1 CDS Evaluation Process Refer to Appendix B for Ubungo / Gerezani Evaluation Criteria - the RFPs using the Area Development Plan criteria described below based on scoring. Section 3 - RFP Submittal Instructions Category Point RFP Schedule: The following is a list of dates for certain activities related to the RFP Project Approach Out of 200 process: Project Plan Out of 100 • Date of Release of RFP • Date for Deadline to submit RFP response Financial Strategy Out of 150 • Date for RFP Proposer Final Interviews Project Management Out of 50 Development Team RFP Contacts Questions Information Out of 200 RFP Submission of Proposals: Details of the Initial Total Interview - Presentation Out of 100 Grand Total Governance and Implementation 411 4.1 Terms of Reference for Master Developer CONTEXT & VISION Agreement (MDA) Step 3 The following describes the main sections that Section 6 – Other Terms & Condition we would be required within a Master Developer • Draft Master Developer Agreement Terms Agreement: • Other Legal Requirements 1. Station Area Development Project Description and STRATEGIES • Questions and Information Definition • Conflicts of Interest 2. Required Project Components • Validity of Proposal Period (typical 60 days) 3. Required Project Goals Appendices • BRT Phase 1 CDS 4. Required Investment, Financing & Capital • Pilot Projects - Ubungo / Gerezani Area 5. Required Community Facilities, Infrastructure, Re-Development Plan Transport and Affordable Housing Request for Qualification ECONOMIC IMPACT 6. Required Environmental & Flood Mitigation of Interest Timeline 7. Allowable Development & Required Standards The RFQ would be issued to the invited Master 8. Required Land Assembly Developers. The RFQ would be live for a minimum 12 week period with an 8 weeks period for questions. 9. Required Project Promotion & Marketing We recommend that the Authority arrange a project briefing and site visit held within the first 2 weeks of the 10. Term of Project RFQ period. 11. General Provisions Assessment of Request for Qualification Responses IMPLEMENTATION GOVERNANCE & Evaluation The RFQs will be reviewed by the Authority evaluation team beginning on (DATE). The highest evaluated Proposer from both the RFQ and interview shall advance to negotiation with the Authority for a master developer agreement. Interview Final Interviews will be held between (DATE). The time and place will be determined in the upcoming weeks. The selected Master Developer Team will be notified on PILOT PROJECTS (DATE) The responses will be assessed against the criteria identified in the RFQ. The Master Developer with the highest score will be invited to negotiate and enter into the Master Developer Agreement. 412 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.1 The Role of the Main Development Entities BRT Station Area Redevelopment Plan Authority / Entity (ARPA) The Phase 1 CDS makes a number of suggestions on the delivery model for the comprehensive development around the BRT stations. The preferred approach for he project packages outlined on later pages in this section is through a Special Purpose Vehicle such as a Development Corporation. Alternative models could be through enhanced and / or specialised teams within DART, PO-RALG or local municipalities. Whichever route is selected, it will be ARPA Entity that engages & appoints the Master Developer and will need to have oversight and control of the following: • Overall Strategic Planning and Delivery (in line with CDS and Area Redevelopment Plan Strategies) including establishing area, zone or plot planning briefs and their implementation • Preliminary Land Assembly (and if needed infrastructure provision) – this is likely to include authority over major land titles and sales, phasing development, and timelines in project management • Political Leadership, Championing and Marketing of the BRT CDS, Area Development Plans and related development potential, as well as liaison & co-ordination with key stakeholders and community interests • Inviting, Selecting and facilitating the legal and financial agreements with major investors / developers including the Master Developer. This likely to be some form of PPP arrangement. • Where applicable the “De-canting” strategy to be undertaken Pre-Development Stage: • Detailed Site Planning • Detailed Market Study • Detailed Land Assembly Master Developer: • Development Program • Design & Engineering The principal role of the “Master Developer” will be to bring forward and deliver development across a defined • Entitlements large urban block area or a number of specific (but • Financing and Project Promotion large) sites, in line with CDS and Area Development Plan requirements. Construction Stage: Within the defined area the Master Developer will • Select Contractors / 3rd Developers control the site, detail masterplan and designs that • Construction Management guides development, obtain financing and approvals, and oversee phased implementation of the plan Post-Development Stage: through its own contractors or through appointment of 3rd party developers and builders. The Master • Marketing, Sales, Leasing Developer role will cover: • Maintenance & Operations Governance and Implementation 413 Smaller Developer Consortium 4.1 It is critical that smaller developers and investors play The smaller developer can be involved in the Area a role in the delivery of the Station Area Development Re-development Plan in a number of 3 principal CONTEXT & VISION Plans. The development of the both Ubungo and ways: Gerezani as major strategic projects can play a major • As as a consortium of smaller developers that role in enhancing local development practice, capacity have the capacity and capability to fulfil the Master and construction supply chains to the benefit of the Developer role in entirety. Dar es Salaam economy generally. • As a smaller partner to a larger lead Master Developer • As a 3rd party developer responsible for delivery of a specific part of the Master Developers plan STRATEGIES Conclusion The diagram below summarises the choices that can be This is intended to help the authorities decide which to ECONOMIC IMPACT made in selecting the appropriate development tool, be apply, depending on the nature of a development site. that Developer Contributions, City Infrastructure Levy, Land Readjustment, Development Rights Transfer, or Development Corporation or indeed any combination of the above. Auction Plots & Create a Develop Assemble Negotiate CIL Y Development Business Site Corporation & Developer Case Masterplan Contributions IMPLEMENTATION Development GOVERNANCE & • Large site? Use Land Corporation Was the area Readjustment Manages identified as • Complex ownership? and Developer Planning a possible Rights Transfer Process • Strategic need? Development Y Corporation Site? • LVC opportunities? (see following • Lack of local skill or Collect CIL pages) resource? and Developer Contributions Could the case N be made for a Use Land PILOT PROJECTS Development Readjustment Corporation Y and Developer model? Rights Transfer Land required for infrastructure, Collect CIL N public benefit and Developer or dense Contributions development? Normal N Planning Process Figure 4.6 Decision tree for selecting the most suitable LVC mechanism 414 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Governance & Capacity Building Delivering Transit Oriented Development requires the various public agencies with different jurisdictions to align and co-operate. The mandate of each major stakeholder agency was examined AGENCY ROLE in detail, through research and Authority governing all levels of planning and transport. consultation. This analysis is PO-RALG Authority over special projects of national importance and summarised in Figure 4.7, and budgets for lower tier agencies and departments. in more detail at Appendix C: Implementation Report. DCC - Dar City Restructured in 2000, to bring a “coordinated approach” to Council planning to the city. Leadership of cross-boundary projects. Firstly, the roles to be played in the DUTA - development of the Phase 1 BRT Dar es Salaam Strategic leadership for transport planning and management issues Corridor were mapped, namely: Urban Transport city-wide. Coordinator role across Municipal councils. World Bank Agency report (2008) confirms the agency’s potential importance. • Urban Planning Responsible for National Planning Policy, Regulations, Standards • Development Control and planning appeal decisions. Leading the Dar City Masterplan MoLHHSD • Design / Project Management (de facto - this should in fact be being led by DCC). Also leading the development of a digital land titling system. • Investment Attraction • Revenue Enhancement Implementation of City Plan, Municipal level General Planning Municipal Councils Schemes and Detailed Planning Schemes. Tax levying. Processing, Each agency was then mapped to Approval and Enforcement of Planning Permits etc these roles. Required by MLHHSSD to develop property in “government approved Finally, the agencies were NHC schemes”. Planning, Consulting and Design, rental and maintenance evaluated for role performance- of stock. Developments with affordable content. Mortgage products illustrated on the far right of the table, according to the following DART Implementation, management and operation of BRT Line 1 (at present). parameters: 1. Clarity of mandate 2. Authority (power) Headed by Chairmen (local ward councillors) from urban or district council. Ward Making and submitting proposals for by-laws for district, village and urban Development 3. Capacity (resource) Committees councils, key consultees, promoting enterprise activities and industry within the ward, monitoring revenue collection and promoting gender issues. Community-level boards of elected members, forwarding issues to Mtaas the Ward Development Committee and urban ward councillors. Tanzania “One stop shop” to set up and register businesses, Investment Authority and promoting incentives packages. Watumishi Collaboration between six pension funds and NHC, this state-run developer Housing / Real Estate Investment Trust (REIT), was formed in 2013. Chiefly to develop Corporation housing for government employees in 11 of the country’s regions. Figure 4.7 Context & Gap Analysis Summary Table Governance and Implementation 415 4.2 A Strategic / Urban Planning C Design & Project Management CONTEXT & VISION B Development Control D Investment Attraction E Revenue Enhancement ROLES (1= Priority) EVALUATION A B C D E CLARITY AUTHORITY CAPACITY 1 Clear Strong Strong Weak - Despite 18 years in Weak - cross-agency coordinating existence its “coordinating” role 1 2 2 mandate is largely misunderstood, Strong (approximately 300 staff) is not as evident as it should be STRATEGIES resulting in low profile compared with other agencies. Mandate defined in principle, 1 2 Agency not yet constituted Agency not yet constituted but the agency not constituted Weak - Leads the City Master Unsure, but assuming Plan project. Plan-making Strong, but overlapping with Dar strong, based on their 2 2 role on change of use and City Council and MCs in some cases accomplishments, and capacity subdivision matters, ceding to run projects for others Planning Act to MCs. Medium - lacks clarity relating ECONOMIC IMPACT Strong, though usurped in 1 to DCC, but MCs continue Varies between councils some cases by MoHLLSD unchanged since DCC introduced. 1 Clear Strong Strong Strong, having built BRT 1 2 3 Clear Strong Line 1. Needs resource as new lines are delivered . IMPLEMENTATION GOVERNANCE & Varied but likely weak to medium 3 Clear Strong, though limited in scope - and little power to effect change. Strong, though limited Likely weak, dependent on 3 Clear in scope, and path to available skills and commitment outcome is via the WDCs from voluntary residents. Clear - skilled at promoting 1 Strong Strong specific initiatives PILOT PROJECTS Assumed Medium to Strong 1 Clear Strong as they are delivering projects in difficult circumstances . 416 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Proposed Alignment of Roles TO RING DELIVERY ONI ,M ES RC One of the main challenges for planning OU PRESIDENT ES urban development and transport in ,R GY Dar es Salaam is the fragmentation and Ministries NGOs ATE lack of alignment of government within STR the city. Rather than the usual hierarchy of responsibility there is a more of a hub and spoke model with PO-RALG at the centre. Agencies PO-RALG Dar DART City Council Municipalities DELIVERY The approach (below) is recommended as it aligns key roles with less duplication of effort. Figure 4.8 and Move from this (above)... Figure 4.9 summarise how the key organisations may be recast to work better for strategic and local issues management. ...to this (below) Strategic PRESIDENT Ministries PO-RALG NGOs Tactical • Regulation • City Planning • Infrastructure Planning Dar City Council • Service Planning Agencies Development DUTA Corporations Operational • Development Control & Enforcement • Construction Developers Municipalities DART • Maintenance Figure 4.8 A more hierarchical approach to the urban development organisational structure in Dar es Salaam (Source: CoLab - Implementation Report) Governance and Implementation 417 4.2 Proposed Reporting Lines & Responsibilities CONTEXT & VISION Organisation Role Reporting to Responsiblity Strategy, Budget, President, Dissemination of policies and funding to Ministries Legalisation Government departments, agencies and local authorities Support to local Oversight of local government strategy. government. Monitoring performance and delivery of local Local PO-RALG President Coordination government. Technical support. Mediation between between agencies departments, agencies and local authorities STRATEGIES Representation of the City to central Developing city-wide strategies. Management of city government. databases and GIS. Management of DUTA Coordination Development and of transport plans and Transport Oriented Development PO-RALG, funding Dar City Council implementation of Oversight of Development Corporations. departments. City-wide initiatives. Monitoring Land Value Capture. Setting city-wide Including Planning planning guidelines. Monitoring and supporting Development and municipalities in their delivery of planning roles Transport ECONOMIC IMPACT Dar City Council, Delivery of Integrated Strategy, Coordination with City and Municipalities DUTA Funding Transport Systems on planning and development of transport departments. Operation of BRT DUTA, Dart, Funding DART Operating the BRT in Dar es Salaam departments Dar City Council, Providing coordinated Transport Oriented Development Development Development of major DUTA, DART, at strategic sites. Capturing revenue to Corporation strategic sites Municipalities, be re-invested for public benefit. IMPLEMENTATION other stakeholders GOVERNANCE & Representation of City Council, Day-to- day management and delivery of planning process. Municipalities the municipality PO-RALG, Funding Monitoring and enforcement of the planning regulations. to City Council. departments. Representation of Communication between the local community Mtaas the local inhabitants Municipalities and the Municipality and visa-versa. to the Municipality PILOT PROJECTS Figure 4.9 Proposed Reporting Lines and Responsibilities 418 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Capacity Building Plan Following on from the Gap Analysis outlined on To this end, here, and in the Implementation Report page 446, and building on the responsibilities document, a number of Key Performance Indicators and reporting lines shown on pages 448-449, a are provided. consideration of the capability and capacity needs Not all KPIs will be measurable from the outset. There of the various agencies is outlined here. This is are a number of data gaps, in particular relating to divided by “roles”. There are five key roles described, some socio-economic data from the 2012 Census. to be undertaken in varying degrees by the different A number of these data points would be good agencies in Dar es Salaam. These were suggested to starting points for measuring future progress, to chart the consultant team by the World Bank during the improvement in the area. project process, and have been adopted. Household or Income Surveys (such as that The roles, reprised from page 446, are: undertaken by the World Bank and the consultant • Strategic Urban Planning team respectively) could also be repeated periodically for monitoring. • Development Control / Construction Permitting Following on from KPIs, the Capacity Building section • Special Project Coordination and Design examines which agencies might analyse their Clarity, Management Authority and Capacity. • Investor/Investment Attraction The capacity building section is rounded off with • Revenue Enhancement suggestions of training and improvement areas as For each of these roles, the capacity building plan well as suggestions for the types of Data, Software, herewith provides a description of the role, and set and Hardware they may require. of Key Performance Indicators (KPIs) which could be used in future to measure successful implementation. Any good capacity and capability building strategy must be accompanied by a way of evaluating the progress on the content of the training (in this case the five roles outlined on the previous page), and also evaluating the reach and impact of the training programme itself. Governance and Implementation 419 4.2 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & In April 2018, the CDS led a training session with local town planners on what made a good TOD development and how to implement the recommendations made in this report PILOT PROJECTS 420 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Urban Planning Description The goal of those with a role in this field is to ensure The private sector can become more involved at Dar es Salaam achieves its high-level objectives in this level, as a review board which might be made reflecting urban, regional, national and global trends, in up of experienced individuals from related sectors. respect of social, environmental and economic points, Much of the strategic role will be about ensuring that which is broad and strategic in its level of detail. relevant data is distributed across the organisational ecosystem involved in the various facets of the Public sector agencies will be allocating budget to BRT Phase 1 Corridor, and the future corridors. city-level players in lower roles, and checking past performance against objectives, providing advice, A data protocol will need to be agreed and applied to helping keep projects on track, and acting as a bridge align working practices and draw the best efficiencies to or liaison with, the central government, NGOs, and benefits. A single data protocol will need to be international agencies, and occasionally private developed, and issued to all of those involved, explained and adhered to, uniformly, by all participants. sector interests working on very large projects of high importance. This sort of uniform behaviour is analogous to a project team made up of different nationalities agreeing on a common working language, and just like a working language, it will need to cascade down from the strategic top, to those working at ‘ground level’. KPIs Description The change in the value of commercial property, measured in the same way each period, Change in Value of Commercial Property indicates the current state of the commercial real estate market in a municipality. This measure is also correlated with the condition of the municipal economy. % of working age people, who are (a) not in school, and (b) actively seeking work, provides Unemployment Rate a snapshot of the economic health of the people in the community. Measured over time, compared to the data in this report, as a baseline, will give a view of progress in the corridor. Number of Jobs in Reveals growth or decline in employment opportunities. If the income survey Municipality is repeated every a few years, a measure of change can derived. Real Gross Domestic Real GDP measures the economic production of a municipality over time, adjusting Product (GDP) of for inflation by setting a standard year’s prices to compare levels in different years. Municipality Difficult to obtain initially, this could become a useful future indicator. Municipality Commercial Vacancy Rate Reports on the availability of commercial property, and reflects on the state of the economy. Population in As a reprise of the income survey, or a World Bank Household Survey, the change informal housing in formal vs informal housing balance could indicate progress in the corridor. Number of New A measure that sizes up economic development. As a proxy for the Businesses formalisation of businesses it is a difficult measure to obtain. Number of Business License Renewals Evaluates business climate and commercial retention rate. Number of New Shows growth in the economy of a municipality; directly linked to Jobs Created unemployment rate (if one discounts informal employment). % Residents with secondary school A good way of monitoring social and economic progress in the corridor. achievement (or above) This measure requires observing the number of new and existing homes which were affordable to Housing Opportunity families earning the local median income and dividing that by the total number of homes using Index Percentage income and sales prices. It implies conducting the kind of analysis which has been undertaken by this project team on affordability, on a regular basis, to create a comparable indicator over time. Strategic Plans, This measure will examine whether the stakeholder agencies have completed Objectives lists, and Risk their Strategic Plans, and reviews thereof, as outlined in 4.2, 4.5 and 4.6 Registers completed of this document. Can be expressed as a % of the Municipality Figure 4.10 KPIs - Urban Planning Governance and Implementation 421 4.2 CONTEXT & VISION Key Performance Indicators & Needs Needs Data Demographic data for the corridor which has gone missing from NBS 2012 census. There will be GIS-linked software proposals from the consultant teams currently Software working on developing the City Database – these will include plug-ins for connection into existing ESRI, QGIS or other GIS systems currently being used by MCs. . PCs capable of running current GIS and data analysis packages. Secure and resilient Hardware STRATEGIES data storage facilities. Note cloud based requires adequate and reliable connectivity. Human Most organisations in question require more people as well as some skills training. Resources The skills partially exist in Dar es Salaam, however some training exercises & Training will be needed to equip the workforce with te ability to effect change. Challenges Data management and analysis is critical to the success of any coordinated strategic Data approach to TOD in Dar es Salaam. This includes the linkage of GIS, land registration and valuation. The City Council is the best place for these activities to be coordinated. Software Cost and Specification, as well as maintenance over time ECONOMIC IMPACT Hardware Cost and Specification The challenge here is getting the right people, in the right Human places to enhance the key organsations. Resources & Training There is a large leadership coordination challenge here. “Power plays” between agencies must be appeased and managed while determining a balanced and workable solution. Actions The coordination of the various data management projects in progress across Data the city should be happening at all levels in the organisational hierrachy. A simplified structure wll be more likely to align such activity. Software Obtain expert advice and agree a realistic budget IMPLEMENTATION GOVERNANCE & Hardware Obtain expert advice and agree a realistic budget Human Unless significant investment is made in city-wide data management and analysis the Resources & Training solutuions will not be connected. This situation is likely to require further external support. Figure 4.11 KPI requirements for Urban Planning (from Implementation Report) PILOT PROJECTS 422 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Development Control & Construction Permitting Description The key activities of this role are the making, There is a lack of capacity in the Municipal coordinating and monitoring of plans. Councils to deliver their town planning mandate, particularly with regard to Success in planning control requires the Transit Oriented Development in the corridor. understanding of the city’s key issues and the scope of different solutions, and how these can This may improve with training and clear guidance be applied through the suite of instruments and from the city and the possibility of a Development controls. Corporation delievering regeneration in key areas such as the corridor. There is a clear need to shape poor or non-compliant development proposals to meet It is recommended that a detailed capacity study the strategic objectives of the CDS. be undertaken to allow the Corridor municipalities to discharge their duties in respect of town planning and development control. KPIs Description The value of new commercial projects constructed is a key measure that Value of Commercial allows local government to trace the amount of new commercial investment Projects Constructed in a municipality. It is calculated by adding all of the estimated costs of construction values on building permits in a given time frame. Total Number of Permits Issued Indicates the amount of construction occurring in any given year in a municipality. Total Number of Inspections Indicates the extent of formal construction practice in any given year in a municipality. Performed Total Permit Revenue Indicates the level of ongoing development in a zone. Percentage of This measure looks at the rate at which plans are approved on the first Plans Approved After First Review attempt, in order to better understand the speed of the review process. Percentage of Plans This measure looks at the rate at which plans are approved on the second Approved After attempt, in order to better understand the effectiveness of the advice of the MCs, Second Review and their ability to get developers working towards the goals of the corridor. Figure 4.12 KPIs - Development Control & Construction Permitting Governance and Implementation 423 4.2 CONTEXT & VISION Key Performance Indicators & Needs Needs Harmonised, up-to-date, searchable and clean data on permits, permissions, applications Data and development progress must be obtained by the public sector agents. An effective, shareable, cross-agency database, in GIS format, for Software the permissions data referred to in the adjacent cell. Computers capable of running current GIS and data analysis packages. Secure and resilient Hardware data storage facilities. These could be cloud based but will require reliable connectivity. STRATEGIES Human Detailed knowledge of the strategic plans for the city, the CDS for the corridor, and the Resources & Training requirements of developments put forward for planning permission within these areas. Challenges Obtaining data can be difficult in Dar es Salaam, and integrating this Data across multiple agencies and areas is a major challenge. Software Cost, specification and maintenance ECONOMIC IMPACT Hardware Cost, specification and maintenance Human The city master plan remains unfinished. The skills of the development control departments Resources of the municipalities are mid-quality, and the capacity is low. Data management skills must all & Training be improved in order to ensure that the database which powers a good DC process is good. Actions Data Cross-governmental working group to address the City’s data needs Software Expert advice and a dedicated budget Hardware Expert advice and a dedicated budget Human MLHHSSD needs to have a credible plan for the city’s development and growth. PO-RALG IMPLEMENTATION GOVERNANCE & Resources must educate the relevant agencies about the CDS once approved. TOD guidelines & Training are an operational aid for people working in Development Control in the corridor. Figure 4.13 KPI requirements for Development Control & Construction Permitting (from Implementation Report) PILOT PROJECTS 424 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Special Project Coordination Description Within the wider masterplan for the corridor, there will be a number of specific sub-projects / packages of medium to large projects. The project coordination role will vary in its level of detail and application, will keep the programme on schedule, coordinating between stakeholders through good project management practice. Local experts may need additional support as capacity is built. KPIs Description % of Capital Observing the percentage of capital projects completed on time is a way to see how Projects Completed successful the municipality is at completing projects on time, but also how well the on Time development community, in concert with public sector agencies, can get things done. % of Capital This is a critical measurement that relates directly to maintaining the municipal budget. Projects Completed Applied to projects with the corridor, it is also a good indicator of how well projects Within Project by the private sector are managed, in concert with public sector agencies, as Budget well as a measure of the health of the development market in the corridor. % of Projects Initiated Within The percentage of projects initiated within one year shows the 12 Months speed and efficiency with which capital projects move through the of Funding appropriate pipelines and go into construction phase. Authorization Length of This performance indicator is a good measure of the Municipal Streets Paved formalisation of informal neighbourhoods. Figure 4.14 KPIs - Special Project Coordination Governance and Implementation 425 4.2 CONTEXT & VISION Key Performance Indicators & Needs Needs Largely similar to the data needs outlined in the development control section, but also including Data up-to-date, accurate, spatial and non-spatial data on design and project management progress. Similar to the needs outlined in the previous section (development control), but extending Software the software to include project management packages (e.g. MS Project, Primavera, etc) PCs capable of running current GIS and data analysis packages. Secure and resilient data storage Hardware facilities. These could be cloud based but will require adequate and reliable connectivity. STRATEGIES Human It is likely that comprehensive and large project management skills are Resources & Training not found in many parts of the public sector in Dar at present. Challenges The sheer amount of constantly-changing data required to be managed when coordinating large Data development projects can be overwhelming. This must be handled by skilled professionals. Cost and specification, as well as maintenance and the current Software lack of skill in Dar for PM work at this scale. Hardware Cost and specification. ECONOMIC IMPACT Human It ought to be fairly easy to obtain people with the necessary skills to Resources & Training undertake this role, from abroad, during an interim period. Actions Ensure that project and design management data needs are worked Data into any data requirements discussed by the aforementioned city-wide data panel, so that these needs are integrated into the whole. Software Obtain expert advice, and budget. Hardware Obtain expert advice, and budget. Human Get training and staff, likely from out-of-country, to up-skill public sector IMPLEMENTATION Resources staff in project management, design management, and liaising with GOVERNANCE & & Training private sector project managers on large development sites. Figure 4.15 KPI requirements for Special Project Coordination (from Implementation Report) PILOT PROJECTS 426 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Investment Attraction Description To attract vital international, regional and Whilst there have a been a few pilot projects, domestic investment, leaders in Dar es Salaam will such as the Slum Upgrade Facility and a few need to understand the full investment ecosystem, Public-Public-Partnership projects relating to including the key economic incentives and fiscal water and sewerage improvements, the level of mechanisms deployed to attract funding, whilst development of a civic economy is low in Dar at also meeting TOD objectives. This will require an present. Despite this role being primarily about understanding the investor’s perspective on risk attracting investment, there is a role to be played and reward, and the interplay of private sector by the citizen-level stakeholders such as Mtaas and involvement, with public benefit. Ward Development Committees. One of the key roles of the corridor Municipalities, In the case of previous projects in Dar which DART and DCC, as well as the development have obtained investment, often in the form of corporation (in the case of large projects like micro-finance or assemblies of many micro-finance the Ubungo Pilot Project for example) will be to loans, this role, which consists of identifying skill attract investment in public-private initiatives. The and interest in community improvement projects aforementioned agencies will need staff who are within (mainly) low-income communities, has been capable of liaising with ministries, government taken on by the NGO community. agencies and the investment arms of private sector It is important that the skills needed to entities, at a high level, about partnerships and liaise between micro-finance recipients and possible incentives. micro-financiers, be fostered in the citizen-level organisations. This is in the interest of ensuring the benefit of the corridor is felt on its edges, where settlement is largely informal, and incomes are very low, as well as in the areas directly abutting the BRT line, which are more likely to house those already involved in the formal economy. KPIs Description Number of Supported The number of affordable houses created by any of the mechanisms Affordable Housing outlined in this report, since these are a critical part of almost every Units Created per Year investment opportunity in the corridor, is an effective measure. New opportunities for This represents the number of project briefs made ready for involvement from the investors prepared private sector. TIA currently does this very well for other types of investment, and and packaged for have a portfolio of investment opportunities for other sectors in country. This will dissemination need to be done for the various investment opportunities within the BRT corridors. Investors signed up to This measure represents investors who have committed to invest in a certain specific opportunities part of the corridor in a certain way, and signed a contract to this effect. Amount of new committed This measure relates to the “marketing and business development” investment in the corridor strand of work related to investor acquisition. Figure 4.16 KPIs - Investment Attraction Governance and Implementation 427 4.2 CONTEXT & VISION Key Performance Indicators & Needs Needs STRATEGIES Data on the investment opportunities within the BRT corridors, obtained and recorded using the Data same measures, and stored in such a way so as to be searchable, easily understood, shared, etc. A digital platform, perhaps similar to, or integrated with, that of the TIA, in a GIS package compatible with all other work within the city, which can provide a searchable, updatable Software database of investment opportunities within the BRT corridors. Detailed, but user friendly enough to enable investors to understand the panoply of opportunities quickly. PCs capable of running current GIS and data analysis packages. Secure and resilient data storage Hardware facilities. These could be cloud based but will require adequate and reliable connectivity. Human There is likely to be a scarcity of these skills in country, as they are concentrated in the TIA Resources at present – non-Tanzanian expertise may be required at least in the interim. Education & Training ECONOMIC IMPACT exchange programmes with other counties may help improve the level of expertise. Obtaining data is notoriously difficult in Dar es Salaam, and maintaining it in a joined up Data way across agencies and urban geographies has so far proven to be a major challenge. Software Cost, specification and maintenance Hardware Cost, specification and maintenance Human The city masterplan is still not finished. The skills of the development control departments of Resources the municipalities are mid-quality, and the capacity is low. Data management skills must all be & Training improved in order to ensure that the database which powers a good DC process is good. Challenges Coordination between all of the stakeholders who would be producing data, descriptions, IMPLEMENTATION Data analysis and information on investment opportunities within the BRT Corridors, which represent a GOVERNANCE & significant amount of space, and a large number of investment opportunities on various scales. Software Cost, vs the specification outlined above. Maintenance. Hardware Cost, vs the specification outlined above Human The most relevant skills are concentrated within the TIA at present, and it may be difficult to “tempt” Resources & Training some of this talent into a less developed entity such as the major players in the BRT corridor development. Actions Data Cross-governmental working group to address the City’s data needs Software Expert advice and a dedicated budget PILOT PROJECTS Hardware Expert advice and a dedicated budget Human Begin to develop job specifications for people to be sought in Resources & Training country or from outside of Tanzania, to fulfil role. Figure 4.17 KPI requirements for Investment Attraction (from Implementation Report) 428 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Revenue Enhancement Description The organisations most involved in Revenue 1. The steady migration of property from the Enhancement in the BRT Phase 1 Corridor as it is informal to the formal property sector. This built out will be the Municipal Councils, Dar City should increase the taxable base and increase Council, and DART. They will need to be familiar the value of property assets to be taxed with Land Value Capture measures, and able to 2. Developer contributions in the form of implement them, for different scales and types of affordable housing will in part address the development, as the corridor is built out. There are city’s acute housing needs. four broad measures that will enhance Land Value Capture in the BRT corridor, which they will need to 3. City Infrastructure Levy (CIL) to be charged understand: as part of the planning process, the revenue hypothecated to the delivery of infrastructure and affordable housing. 4. The Development Corporation, run by the city should quicken the development process and improve the quality of city building, to assemble sites, plan developments and deliver infrastructure before auctioning plots to developers. KPIs Description Increased A measure of the additional property tax payers in a given ward derived Tax Base from the Transit Oriented Development in the BRT corridor. Increased Tax A measure of the additional property tax paid in a given ward derived Collection from the Transit Oriented Development in the BRT corridor. Developer Measures of the number of affordable housing units, m² of housing Contributions provided and the likely resident population in a given ward derived Quantity from the Transit Oriented Development in the BRT corridor Developer Measures of the number of affordable housing units, m² of housing Contributions provided and the likely resident population in a given ward derived Value from the Transit Oriented Development in the BRT corridor CIL Payments The amount of CIL recovered from a given ward. Development Corporation Planned The size and value of proposed schemes Schemes Development Corporation The income derived from plot sales Receipts Development Corporation Return on The rate of return produced from completed developments. Investment Figure 4.18 KPIs - Revenue Enhancement Governance and Implementation 429 4.2 CONTEXT & VISION Key Performance Indicators & Needs Needs • Developer Contributions: A database of all proposed and approved schemes used to record existing and possible developer contributions. • CIL: A PC based system in the City Council to record and manage assessments for CIL and monitor approvals and payments. Data • Development Corporation: Access to detailed market, demographic and economic data at a detailed level through the development corridor • General: Comprehensive market, demographic and economic data at a detailed level through the development corridor STRATEGIES • Developer Contributions: PC Based software, compatible with other city-wide systems. • CIL: Suitable database software compatible with other city-wide systems. Software • Development Corporation: Full business-wide systems. • General: A standard platform for data analysis using GIS. Capable of analysing disparate data and in the future using real-time data gathering. • 3. Development Corporation. Comprehensive business hardware. Hardware • All. PCs capable of running current GIS and data analysis packages. Secure and resilient data storage facilities. These could be cloud based but will require adequate and reliable connectivity. • Developer contributions: Suitably trained resource in City Council to develop Developer contributions strategy and policies. Suitably trained resources in municipality planning departments to negotiate with developers ECONOMIC IMPACT • CIL: Suitably trained administrators in the City Council to set CIL levels across the City, develop strategy Human and policy and monitor and report on performance. Resources & Training • Development Corporation: Senior management team with adequate skills and expertise to build a comprehensive new business. • General: Resource and Training, to do with: Strategic oversight to ensure that the right data is being collated and analysed. Analysts to gather, process and collate data. GIS specialists to ensure that spatial data is appropriately analysed and mapped. Challenges • Developer Contributions: A lack of expertise and experience of a new planning tool. • CIL: A lack of expertise and experience of a planning related revenue-capture tool Data • Lack of clarity on common approach across the city. Incomplete census data. Slow provision of data from government departments. IMPLEMENTATION GOVERNANCE & Software • All-Cost and specification Hardware • All-Cost and specification HR & Training • All-Lack of local expertise Actions Data • Cross-governmental working group to address the City’s data needs Software • Expert advice and a dedicated budget Hardware • Expert advice and a dedicated budget PILOT PROJECTS • Development Corporation recruit a CEO with adequate skills and expertise to Human establish new Corporation. Will need to consider international market. Resources & Training • Interim recruitment of outside strategy , planning ,data and GIS and financial/economic expertise to develop the City capacity and help with training and development, etc. Figure 4.19 KPI requirements for Revenue Enhancement (from Implementation Report) 430 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.2 Capacity Building: Conclusions Short-Term Actions To conclude, risks associated with the use of new tools to deliver a coherent strategy for TOD with Land Value Organisational Change Capture in Dar es Salaam are identified. Mitigation 01 From the Centre of these risks requires clear separation of roles and responsibilities between public sector bodies. In ensure that the City planning moves away from the hub and spoke model described earlier we expect It is also recommend that the hub and spoke system of to PO-RALG an MoLHHSD to take “centre stage” in governance, with PO-RALG at the centre, is inhibiting announcing, promoting and fostering the governance well-aligned planning and development in the city. It is adjustments proposed in this document. The most recommended that a more hierarchical approach with important changes are less like structural changes, and strategy, support and resources coming from the top. more like moves to return to fulfilling the mandates Planning, analysis and coordination ought to be set up for the agencies in question, to begin with. the responsibility of the City, whilst day-to-day The hierarchical structure described earlier in the delivery, enforcement and feedback are the job of the document, where things like development control municipalities, in this kind of structure. This will have are happening at the level of the MCs, and not taking capacity issues for all the organisations concerned. up the time of Ministry-level agencies, are of prime importance. Leadership - 02 Finding the Right People to Lead Leadership is critical to ensuring effective implementation of the BRT TOD projects. An opportunity exists here to bring in and to nurture the best talent both nationally and abroad. Such a recruitment process could only be begun once the steps had been finished, and the advertised roles would need to be scoped to include capacity building, such that these temporary posts could be filled by locals or permanent Dar residents in the long term. An alternative model might involve a quasi-independent board, possibly with private sector participation. Governance and Implementation 431 4.2 CONTEXT & VISION Mandates – Ensuring 03 04 Training and Development Clarity Between Agencies It is important to ensure that each orgaiation has a The capacity building exercise would be best clear mandate that does not conflict with others. This kick-started by a skills and abilities audit identifying needs to be addressed through central government to and apportioning skills and roles to the relevant facilitate rapid and deciosive management. agencies delivering the objectives of the CDS. There is merit in the idea of shared and joint working The clear preference is to find most candidates who to optimise the work by existing resources and in are already working in the Dar agency ecosystem. STRATEGIES particular to deploy staff to achieve the objectives of the CDS. 05 Establishing a Presence This can be assisted by the development of the kinds of data and documentary tools (Strategic Plans, The creation of a digital presence for the project, Objectives, Risk Registers, City Data pools) outlined in the development corporation, and any other Section 4, as a facilitated exercise by the agencies in related initiatives, is imperative, once the work question. outlined above has been completed. The result would be a shared set of project priorities, This must first be outward-facing, outlining the plans, ECONOMIC IMPACT a clear mandate for each agency involved in achieving followed by the more administrative aspects such as those priorities, a set of critical success factors (not just an online portal for planning applications, as referred tasks) for each agency, and a better understanding of to earlier when we discussed transparency, and digital the risk for each agency. improvements. With this mutually agreed documentation in place, If accepted as a solution, the Development these sessions would ideally be rounded off with the Corporation will require premises. Flexible space will establishment of the kind of independent review be required to accommodate secondees from other board also proposed in Section 4. agencies, consultants and other interested parties, as Clarity of purpose and priorities would make help the project moves forward. IMPLEMENTATION GOVERNANCE & the project team find ideal advisors to populate the Ideally, this building or buildings will include some independent review board, who in turn would impart space open to the public, where the vision and their experience to further increase the momentum of progress for the project can be exhibited. the project. PILOT PROJECTS 432 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Step-by-Step Approach BRT Phase 1 is the first of a six-phase enhancement programme for Dar es Salaam’s central urban area, implying a substantial stream of supporting capital and revenue investment as each phase is implemented. Certain parts of the CDS study area are more ready for investment than others (as demonstrated by the station evaluation matrix). Many key nodes will accrue significance as subsequent BRT phases are built. The timing, scope and scale of intervention should reflect these factors. The prioritisation of strategic infrastructure and environmental interventions has been notionally allocated across the corridor area as a series of project packages as two types of intervention: 01 Corridor-wide Initiatives – including supply 02 Project Packages – specific to parts of the of bulk utility services, drainage, flood and corridor, comprising parcel redevelopment, pollution alleviation projects, waste management service reticulation and regeneration and BRT route equipment. To be co-ordinated of unplanned development areas. with the utility supply companies to address shortfalls and ensure corridor and catchment These two levels of intervention should boost land enjoy a reliable utility service, scaled to account values and attract private investors to increase the for anticipated growth. Sewage and water density of the corridor. treatment plant and flood alleviation measures are major cost items requiring donor assistance. An Integrated Phasing Approach • Aims to introduce fornal, dense • These are the first catalyst acts of Distribution of development to the corridor while many subsequent development Uses & Densities alleviating pressure on the city stages that will help reshape the centre core. city by demonstrating best practice along the Phase 1 corridor. Lessons • Seeding new dense and accessible, learned in planning and delivering commercial mixed-use centres the TOD policies will apply to other at Gerezani, Morocco, Magomeni, parts of the corridor and to Dar’s Ubungo and Kimara, while growing BRT/TOD network. improving the CBD o attract tourism. Governance and Implementation 433 4.3 CONTEXT & VISION • Improve accessibility by upgrading • The prioritisation of key nodal Mobility damaged roads and building new road interchanges will be an economic links to connect the city’s nodes and development-marketing tool to attract activity hubs. This will also support employers and employees. The transit and promote walking and cycling as oriented priority areas will maximize the alternative modes and enhance access to access to employment and businesses the BRT route and feeder lines. located in such developments will benefit from a broader labour market and a larger • Bus feeders should be introduced in customer base. parallel with transport and highway improvements to extend transit coverage • The public transport system should be and enlarge the local catchment. finalised providing a fully operational, multi-route network which is STRATEGIES complemented by the implementation of interchange park & ride facilities at Kimara and Ubungo for commuters wanting to switch to BRT for the last part of their journey. Parking demand will be balanced between the need to provide current vehicular access to the station and future development opportunities. ECONOMIC IMPACT • Dar es Salaam’s public facilities for • TOD principles state that civic facilities Accessible healthcare, education, municipal should be located near BRT stations Civic Amenities services, parks and recreation facilities and along key streets and urban spaces are thinly dispersed and of varied to allow for accessible facilities which IMPLEMENTATION GOVERNANCE & quality. While they generally provide deepen the land use mix. coverage in most areas they by no • Smaller facilities such as post offices, means assure quality and sufficient civic offices, clinics and crèches can capacity. The BRT Phase 1 CDS become a key part of private mixed-use is a chance to develop projects development by stations for the that leverage private developer convenient use of BRT patrons. commitment in support of enhanced civic amenities to broaden the benefit • Facilities requiring more land of commercial development. (combined schools, universities, hospitals) should be located outside • By adding requirements for civic station cores but within easy provision to the redevelopment of key PILOT PROJECTS walking distance of stations via safe, nodes, local authorities can enhance pedestrian-friendly links. their service offer. 434 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Utility upgrades in this and in future BRT corridors needs to balance long-term planning Implementation and current requirements. of Utilities This raises pertinent points for but have less economic impact. This consideration: is purely a function of location and distance for upgrading of bulk supply The eight priority packages are lines. independent and spread across the Phase 1 corridor. Services will need to be • Sewer: Assuming the installation upgraded across the corridor to access of a 200 ML wastewater treatment each package. This requires significant works (WWTW) at Jangwani, the up-front infrastructure investment. To Magomeni, Gerezani and Morocco minimise cost, the eight areas should be packages would be suited for easier sequenced efficiently. servicing. Gerezani and Magomeni can drain via gravity over a relatively There will be disruption in installing the short distance to the treatment bulk services along road right-of-ways works, while Morocco can utilize the (ROW) to service each priority package. proposed lifting station to reach the However, the installation of bulk services works. Manzese, Ubungo and Kimara along the ROWs can also serve the areas will require significant investment in between to cater for future development. bulk sewerage conveyance to reach Each utility service has its own baseline the works, to make a strong case for condition and set of constraints. The a second WWTW located close to the commentary for water, sewer and University. electricity is provided below: • Electricity: With bulk (132 kV) supply • Water: supply is dependent on lines to the existing Ubungo, Ilala and storage reservoirs at Kimara and Makumbusho substations, priority University (East and North). The packages are relatively evenly poised Ubungo and Kimara priority packages for upgrading and can be selected are more cost-effectively serviced than based on planning and regeneration Morocco, Magomeni and Gerezani, preferences. Governance and Implementation 435 4.3 A key aim of the corridor’s economic approach Economic is to promote the regulation and formalisation Development of uses and activities throughout the corridor CONTEXT & VISION area by introducing (over time) reasonable levies for all unlicensed and prohibited activities. Travel and utility tariffs; retail and employment floorspace taxes; uplifts from land and rental transactions. On-street parking can generate revenue and raise transit ridership. Though small, these levies help instil the notion that regulated and managed areas promote efficiency and liveability, with better paid employment, better amenities and accommodation. STRATEGIES The revenues bolsters the authorities’ capacity to repay loans and cover costs. Phase 1 Focus Area and Priorities The CDS should stimulate positive change within the ready to accommodate new private development, study area. However, the project is too large in scope with well-serviced accessible parcels that can support for the capacity of the local authorities to manage. The Transit Oriented Development (TOD). Clusters of ECONOMIC IMPACT CDS phasing plans identify priority areas where targeted development can be achieved by prioritising the supply redevelopment can demonstrate the benefits of the CDS. of water, power, sewage, waste management, transport, street management and amenities (health and education). As the focus of this exercise, Phase 1 has been divided into Service provision can be overseen by the authorities – or considerable detail with two attendant sub-phases being preferably by a dedicated Development Corporation. classified as ‘priority’ and ‘enabling’ areas. ‘Enabling’ areas provide utility infrastructure to service the ‘Priority’ areas denote sites identified for imminent general needs of new high density development along the investment to facilitate rapid redevelopment. These are corridor. the key nodal clusters and terminal areas considered IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Phase 1 Area - Priority Phase 1 Area - Enabling Development Area Figure 4.20 Phasing Priorities - (Broadway Malyan) 436 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 It is critical to see the BRT Phase 1 corridor in its programmatic context as it hosts five subsequent BRT lines. Each impacts on the timing and extent of redevelopment. N.B the package number does not indicate its order of sequence. Each part of the corridor area will mature at different times in different ways according to how it connects with adjoining BRT phases. With each new line, the perfomance of each node in the network will be increased and the key nodes and terminal stations will atract the highest levels economic investment, which should be captured to help repay infrastructure capital and revenue costs. Pilot projects will promote best practice in streetscape management, regulate parking, street trading and other unlicensed activities in the immediate vicinity of the corridor. These will be managed by streamlined public sector delivery organisations dedicated to the project to ensure a focussed and impartial approach that targets the aims of the corridor development strategy as its goals. Package 4 Ubungo Secondary Centre Legend Phase 1A (Priority Area) Phase 1A (Enabling Area) Phase 1B (Priority Area) Phase 1B (Enabling Area) Phase 2 Area Phase 3 Area Phase 4 Area Phase 5 Area Phase 6 Area Area Outside of BRT Corrdiors Figure 4.21 Step-by-Step Strategy Governance and Implementation 437 Step-by-Step Strategy 4.3 CONTEXT & VISION Package 5 Morocco Hub STRATEGIES Package 1 City Waterfront Boulevard ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Package 3 Manzese Regeneration Package 2 Magomeni District PILOT PROJECTS Package 6 Gerezani Interchange 438 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Making it Happen: BRT Phase 1 Project Packages A range of project packages are recommended to improve access and bring environmental and social benefits to a users and stakeholders. Seven “project packages” examine the application of reduce the state’s capital and revenue costs burden. the proposed development model and give a high-level A DevCo will optimise the government’s land asset financial assessment of each project package. and planning instruments to promote and orchestrate The packages are focussed on the corridor and key development while also delivering the essential nodes to leverage maximum benefit from the BRT line. transport, utility and social infrastructure with affordable homes to the new community, at minimal cost to the The projects are scaled and phased for delivery through state. a development corporation- style of delivery vehicle (DevCo model). This allows private sector firms to Section 4.1 explains more about Development partner the vested authority to share proceeds and Corporations. Methodology for Analysis of Work Packages The team analysed the cost of delivering the additional Based on areas and values provided it was possible to real estate within each of the proposed work packages calculate figures indicating potential benefits, relating to: based on: • The amount of additional housing space provided 01 The cost of providing new roads and infrastructure he amount of additional employment • T reticulation within the designated corridor area, space provided, (including retail, offices, 02 The proportion of city bulk infrastructure costs industrial, and hospitality space). required to unlock the proposed development • The value of new housing stock to be taxable 03 The cost of enabling civil works relating he value of additional buildings for • T to the proposed development area employment use to be taxable. 04 Indicative construction costs, by floor An estimate was made of the level of developer profit for area and broad sector type each package (before taxation and finance costs), from the sale of space at commercial rates having only paid The market value was then calculated for the new for construction costs. A further estimate was made of accommodation based on the same areas and property the developers profit for each package (before taxation types. and finance costs), should they be responsible for all site costs and infrastructure. In most cases this indicates the Please Note: No allowance has been made for the cost potential for commercial developers to carry the cost of of borrowing or any taxes payable by developers. site preparation and infrastructure while still returning a profit (subject to their finance costs and applicable application). Package One, the waterfront is different owing to lower level of commercial development opportunity in relation to the level site and infrastructure works required. Governance and Implementation 439 4.3 Enabling Infrastructure The phasing for the corridor recommends the Sewer: Preparation of a Sanitation Improvement Plan CONTEXT & VISION most suitable focus areas for regenerative for Dar es Salaam (prepared by Nordplan) development. However, this vision requires Stormwater: Preparation of a strategic sanitation plan enabling infrastructure to unlock the land’s value for Dar es Salaam (prepared by Nordplan) and ensure anticipated land uses are serviced by adequate utilities. Electricity: Equivalent projects being undertaken in East Africa to price the bulk elements (132 KV overhead Enabling infrastructure plans have been developed for lines and substations) water supply, sewer, stormwater and electricity for each key focus area that forms part of the proposed Phase 1 All rates were inclusive of installation and ancillary costs improvements within the corridor. This demonstrates (excavation, laying, material, reinstatement, extra over the scale and quantity of enabling infrastructure items). An exchange rate of 2,250 TSH / USD has been that each focus area will require to ensure the land is used where applicable. STRATEGIES suitably serviced, from a bulk infrastructure perspective. It is important to note that costs associated with one While the infrastructure plans for each focus area focus area are not dedicated elements for only that demonstrate the required infrastructure investment, focus area – for instance, bulk water elements to they cannot be seen in isolation. Upgrades of bulk service Gerezani would include the elements to service lines such as water and sewer will also serve the wider Magomeni. Therefore, if you were to develop these two catchment lying well beyond the focus area. The areas, the cost would not be the sum of the two, but focus areas can be a catalyst to unlock the necessary would be significantly less. These costs do however infrastructure upgrades for the wider areas. represent the investment required, should a particular ECONOMIC IMPACT area be targeted for intervention. Infrastructure Cost Estimate Methodology Development of reticulation infrastructure Enabling Bulk Infrastructure An estimate was generated, per hectare, to provide all An enabling infrastructure concept design was of the necessary internal infrastructure requirements developed for each package. This consists of all the for a new / upgraded portion of land within one of bulk infrastructure services that are a pre-requisite the identified packages. This cost estimate has been to the successful unlocking of the focus area of each based on standard rates for typical construction items package. The enabling infrastructure cost estimate (water pipelines, road layer works, sewer pipelines, IMPLEMENTATION includes all of the following: GOVERNANCE & etc.) per hectare, and escalated to estimate the internal • Water distribution pipelines construction cost for any size of development within each package. • Package contribution to bulk water storage • Sewer distribution pipelines • Package contribution to wastewater treatment works tormwater conveyance lines and associated • S ancillaries (retention ponds, outfalls) • Electricity overhead lines PILOT PROJECTS • Electricity substations (new-build) • Electricity substations (upgrading of existing) In order to determine appropriate costs for these items, the following documents / projects were referenced: Water: Capital and running cost estimates for Lower and Upper Ruvu schemes (2010, adjusted to 2018 prices) 440 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 This envisages Kivukoni Terminal being substantially replanned as a TOD node, Package 1 with new dense mixed use development integrated within existing low-value City Waterfront Boulevard uses. This forms the bookend of a showcase boulevard and waterfront, with a programme of public realm renewal and heritage restoration. Relevant BRT Stations: • Kivukoni Terminal The ferry and transport facilities will The public realm along the waterfront be consolidated within a diversified and along the BRT route will be enhanced • Posta Ya Zamani development comprising privately as a City Boulevard, with avenue trees • City Council financed commercial/residential mixed and planted areas, footway paving and • Kisutu waterfront development of hotels, new lighting, with licensed trading kiosks. • DIT apartments, shops, leisure facilities and Treatments will permeate one block back parking. from the corridor to enhance the context. Key Objectives: Options for the fish market’s possible A heritage enhancement grants • Create a landmark inclusion will be assessed, along with programme will seek to restore and destination and international gateway scope for foreshore development and/or repurpose the key historic buildings marine reclamation. Private funding will lining the route to preserve the historic • Attract investors be leveraged to cover public sector costs. character and add vitality with new uses such as commercial office space, retail, The waterfront area will be Recommended Delivery university or college faculties, local Mechanism: comprehensively enhanced as part of a government. tbc larger redevelopment programme. Accessibility to the area will improve with the onset of Phases 2, 3 and 4 - all of Project references: which touch on the city centre ring road. • Stone Town • Luanda Public Sector Infrastructure Costs Waterfront • Split (Potentially Recoverable) Contribution to City-wide Bulk Infrastructure $ 14,000,000 Roads $ 65,232 Earthworks N/a Water N/a Cable / Fibre Ducts N/a Sewerage N/a Stormwater N/a Electricity N/a Schools N/a Health N/a TOTAL $ 14,065,232 Benefits Waterfront Infrastructure Costs recoverable through CIL Additional housing provision (brought into taxation) 594,676 m² Affordable housing units (at 20% provision) 1,090 units Additional employment space (brought into taxation) -144,271 m² Estimated capacity for new jobs 5,673 jobs Potential return to investors (excluding infrastructure)* 46 % Potential return to investors (including infrastructure)* 44 % *Before tax and finance costs CONTEXT & VISION STRATEGIES ECONOMIC IMPACT GOVERNANCE & PILOT PROJECTS IMPLEMENTATION 441 4.3 Governance and Implementation 442 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Facilitating a dense consolidated urban Package 2 community adjacent to the downtown Magomeni District Relevant BRT Stations: The spur to Morocco establishes the The DMDP project is promoting public • Magomeni Mapipa importance of this emerging node. realm enhancements in the area, • Magomeni Hospital The area will be under pressure for to help attract investors to develop, • Usalama redevelopment once BRT Phase 2 is with broadened footways, managed • Mwembechai realised, while Phase 6 skirts the north streetscape, public lighting, and a • Morocco Hotel side of the action area. consolidated market to accommodate street traders. The plans for Magomeni could be Key Objectives: delivered through a public private The existing ARP is broadly supportive • Residential and mixed use partnership arrangement to deliver of TOD and is ongoing, to help the area Decentralization high quality transport, access and develop quickly. utility services to the parcels within the Recommended Delivery regeneration area. Privately developed Mechanism: mixed use and housing solutions shoudl • Development Corporation align with the density targets of the CDS. Project references: • Ahmedabad • Lewisham, South London Public Sector Infrastructure Costs Magomeni (Potentially Recoverable) Contribution to City-wide Bulk Infrastructure $ 14,778,000 Roads $ 9,690,142 Earthworks $ 4,166,390 Water $ 1,328,084 Cable / Fibre Ducts $ 796,848 Sewerage $ 2,349,494 Stormwater $ 2,005,609 Electricity $ 9,599,369 Schools $ 295,105 Health $ 442,657 TOTAL $ 45,451,697 Benefits Magomeni Infrastructure Costs recoverable through CIL Additional housing provision (brought into taxation) 1,873,246 m² Affordable housing units (at 20% provision) 2,348 units Additional employment space (brought into taxation) 172,492 m² Estimated capacity for new jobs 14,321 jobs Potential return to investors (excluding infrastructure)* 49 % Potential return to investors (including infrastructure)* 48 % *Before tax and finance costs Governance and Implementation 443 4.3 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Magomeni District: Enabling Infrastructure Road Improvements A dense road network on both sides of the BRT corridor already serves Magomeni District area, but it lacks in a clear hierarchy. The planned actions aim to define the road hierarchy with IMPLEMENTATION GOVERNANCE & the upgrade of the existing links and the completion of the missing parts of the network. Minute but widespread actions will build both uninterrupted connections running parallel to the BRT corridor and new cross-links. The public transport network extension will involve in particular Mlandizi Road, Kagera Street and Mwinyimkuu Street, which will be upgraded to accommodate new feeder lines. Furthermore, the new bridge on the Msimbazi river connect PILOT PROJECTS Mlandizi Rd to UN Road, creating a new primary connection for the city. Figure 4.22 RoadImprovements - Magomeni District 444 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Bulk Water Supply Magomeni is served from the University reservoir, through a combined network of the supply lines running south from Morocco and along Morogoro Road. A proposed new supply line running parallel to the current Morogoro 375 mm dia. main will need to be constructed, consisting of a 900 mm dia. pipe, downscaling to a 400 mm dia. pipe towards Magomeni. In conjunction with adjacent projects, the improvements at Magomeni will contribute to the need for additional storage capacity at University reservoir, in the order of 4200 m3 additional capacity. Figure 4.24 Bulk Water Supply - Magomeni District Bulk Sewer Conveyance & Treatment A gravity main will need to be installed running along Morogoro Road, which will need to be sized to serve both Magomeni and future anticipated upstream and downstream flows from adjacent developments. This is anticipated to be a 1000 mm dia. gravity main, becoming a 1200 mm dia. main as it approaches the WWTW. The Jangwani wastewater treatment works will need to be constructed and operational prior to Magomeni being serviced by the gravity main. It does not necessarily need to be at full build out (200 Ml / day), but should have sufficient capacity to handle the anticipated flow. Figure 4.23 Bulk Sewer Conveyance and treatment - Magomeni District Governance and Implementation 445 4.3 CONTEXT & VISION Bulk Stormwater Conveyance Stormwater planning for Magomeni will need to extend beyond the boundary of the focus area, and allow for the following elements: • Provision of a bulk stormwater pipeline upstream of Magomeni (west along Morogoro Road) to assist with capturing of upstream stormwater flows prior to inundation at STRATEGIES Magomeni, and to discharge first into an attenuation facility and then into the local natural water course • Provision of a bulk stormwater pipeline extending downstream beyond Magomeni (east along Morogoro Road) to assist with conveying increased stormwater ECONOMIC IMPACT runoff as a result of the urban build up Figure 4.25 Bulk Stormwater Conveyance - Magomeni District in Magomeni, and discharging first into an attenuation facility and then into the natural water course. Bulk Electricity Supply IMPLEMENTATION GOVERNANCE & Upgrade Magomeni Substation to a firm 80 MVA and include additional 132 kV feeder bays. Construct loop in loop out 132 kV circuit. PILOT PROJECTS Figure 4.26 Bulk Electricity Supply - Magomeni District 446 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Establishing anchors for regeneration with improved access Package 3 and amenities, improved frontages and street lighting. Manzese Regeneration The area will be subject to increasing The revamped streets will feature wider Relevant BRT Stations: development pressure and infill once BRT footway space, better drainage, and • Kagera Phase 6 is implemented. lighting while prioritising signals for • Argentina feeder bus movements and for cyclists. • Manzese Manzese is a bustling and congested • Tip Top centre of residential and trade activity. There is scope to create new public space • Urafiki Its permeability will be enhanced by for social activity with parallel moves to freeing up footway space on the main establish something similar in the various • Shekilango highway and introducing new street smaller sub-centres in the wider area. connections that provide convenient Key Objectives: access to the station. This will enhance • Regeneration pilot project the structure, feel and character by • Decongestion providing commercial retail opportunities • Public realm improvement to improve the perception of the area. Facilities along feeder routes serving the Recommended Delivery area will be de-cluttered to connect to the Mechanism: station while offering new educational • Development Corporation and working opportunities. Estimated Cost: Estimated Benefit: Public Sector Infrastructure Costs Manzese (Potentially Recoverable) Project references: Contribution to City-wide Bulk Infrastructure $ 14,926,000 • Heliopolis (Sao Paulo) Roads $ 7,057,983 • Medellin Regeneration Earthworks $ 3,038,242 (civic amenities, cable cars) Water $ 968,474 Cable / Fibre Ducts $ 581,083 Sewerage $ 1,713,314 Stormwater $ 1,462,543 Electricity $ 7,000,116 Schools $ 215,198 Health $ 322,797 TOTAL $ 37,285,751 Benefits Manzese Infrastructure Costs recoverable through CIL Additional housing provision (brought into taxation) 1,547,800 m² Affordable housing units (at 20% provision) 2,743 units Additional employment space (brought into taxation) 269,285 m² Estimated capacity for new jobs 17,047 jobs Potential return to investors (excluding infrastructure)* 50 % Potential return to investors (including infrastructure)* 49 % *Before tax and finance costs Governance and Implementation 447 4.3 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Manzese Regeneration: Enabling Infrastructure Road Improvements IMPLEMENTATION GOVERNANCE & The informal settlement structure causes the lack of a defined road network in the Manzese area. To solve this critical situation, the regeneration will start from the construction of new roads to connect the entire neighborhood. The new network is partly based on some existing links, which are used as the base to define new links parallel to Morogoro Road. The existing streets that cross the corridor will be upgraded to accommodate new feeder services PILOT PROJECTS and provide transversal connection between Morogoro Connect Road in the north and Kigogo Road in the south. Figure 4.27 Road Improvements - Manzese Regeneration 448 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Bulk Water Supply Manzese is served directly from the University reservoir. As such, a proposed new supply line from the University reservoir will need to be constructed, consisting of a 1200 mm dia. pipe, downscaling to a 900 mm dia. pipe at Manzese. This is in conjunction with the existing supply lines running from University. In conjunction with adjacent projects, the improvements at Manzese will contribute to the need for additional storage capacity at University reservoir, in the order of 500 m3 additional capacity. Figure 4.29 Bulk Water Supply - Manzese Regeneration Bulk Sewer Conveyance & Treatment A gravity main will need to be installed running along Morogoro Road, which will need to be sized to serve both Manzese and future anticipated upstream and downstream flows from adjacent developments. The Jangwani wastewater treatment works will need to be constructed and operational prior to Manzese being serviced by the gravity main. It does not necessarily need to be at full build out (200 Ml / day), but should have sufficient capacity to handle the anticipated flow. Figure 4.28 Bulk Sewer Conveyance and treatment - Manzese Regeneration Governance and Implementation 449 4.3 CONTEXT & VISION Bulk Stormwater Conveyance Stormwater planning for Manzese will need to extend beyond the boundary of the focus area, and allow for the following elements: • Provision of a bulk stormwater pipeline upstream of Manzese (west along Morogoro Road) to assist with capturing of upstream stormwater flows prior to inundation at Manzese, STRATEGIES and to discharge first into an attenuation facility and then into the local natural water course • Provision of a bulk stormwater pipeline extending downstream beyond Manzese (east along Morogoro Road) to assist with conveying increased stormwater runoff as ECONOMIC IMPACT a result of the urban build up in Figure 4.30 Bulk Stormwater Conveyance - Manzese Regeneration Manzese, and discharging first into an attenuation facility and then into the natural water course. Bulk Electricity Supply IMPLEMENTATION GOVERNANCE & • Construct a new firm 80 MVA Substation. • Construct loop in loop out 132 kV circuit. PILOT PROJECTS Figure 4.31 Bulk Electricity Supply - Manzese Regeneration 450 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Ubungo Development Corporation (part of the Municipality), seeks to plan and Package 4 implement a major mixed use TOD development. It is anticipated that this seed Ubungo Secondary Centre project will grow into an alternative commercial node to Dar’s historic core. Ubungo is already under pressure for The seed project featured in this study Relevant BRT Stations: development as it sits at the confluence focuses on the under-utilised parcels near • Ubungo Terminal of BRT Phases 4, 5 and 6 which converges the BRT Phase 1 station, to accommodate • Ubungo Maji with Phase 1 at this location. dense mixed use activity Ubungo is on Dar’s ring road node and is It is anticipated a local development Key Objectives: adjacent to large parcels of under-utilised partnership will be established to • Decentralization. Establish an alternative CBD land owned by the university and others. assemble the land parcels and redevelop • Increase job and residential This is already being transformed with the area to meet TOD principles, to offer new commercial offices, shopping incorporate significant dense residential centres, campus ectensions, and a grade and commercial office space. This separated road intersection has recently will begin to create new BRT ridership Recommended Delivery been opened. demands to help reverse flows and Mechanism: optimise DART’s operating investments. All recent studies favour the expansion of Estimated Cost: this node as a development cluster. This can be undertaken in conjunction with the newly formed Ubungo Municipality Estimated Benefit: to deliver an exemplary mixed use TOD development. Project references: • Itaquera (São Paulo) • Orestad (Copenghagen) Public Sector Infrastructure Costs Ubungo (Potentially Recoverable) • Stratford (London) Contribution to City-wide Bulk Infrastructure $ 15,564,000 Roads $ 13,548,568 Earthworks $ 5,833,541 Water $ 1,859,507 Cable / Fibre Ducts $ 1,115,701 Sewerage $ 3,289,628 Stormwater $ 2,808,139 Electricity $ 13,440,489 Schools $ 413,189 Health $ 619,783 TOTAL $ 58,492,545 Benefits Ubungo Infrastructure Costs recoverable through CIL Additional housing provision (brought into taxation) 2,159,290 m² Affordable housing units (at 20% provision) 4,061 units Additional employment space (brought into taxation) 544,164 m² Estimated capacity for new jobs 43,269 jobs Potential return to investors (excluding infrastructure)* 50 % Potential return to investors (including infrastructure)* 49 % *Before tax and finance costs Governance and Implementation 451 4.3 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Ubungo Secondary Centre: Enabling Infrastructure Road Improvements Ubungo Centre is located at one of the main intersection of the city in an area with a very IMPLEMENTATION GOVERNANCE & high density of public transport. At the hub scale, it is important to provide accessibility to the BRT terminal, upgrading and completing the links that will accommodate BRT and feeder lines. At a wider scale, Shekilango Road becomes the spine of a new densified road network that feeds the surrounding neighborhoods, while Morogoro Connect Road and Kigogo Raod offer a primary alternative to Morogoro Road. Looking at the connections PILOT PROJECTS on the western side, new roads run parallel to the corridor starting from Morogoro Connect Road and Kigogo Road to reach Kimara area. A new regular road network derives from their positioning. Figure 4.32 Road Improvements - Ubungo Secondary Centre 452 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Bulk Water Supply Ubungo is served directly from the Kimara reservoir. As such, the proposed new supply line from the Kimara reservoir will need to be upgraded from a 900 mm dia. (DAWASCO proposed) to 2 x 1200 mm dia. pipes. This is in conjunction with the existing 525 mm dia. pipeline. In conjunction with adjacent projects, the improvements at Ubungo will contribute to the need for additional storage capacity at Kimara reservoir, in the order of 5,000 m3 additional capacity. Figure 4.34 Bulk Water Supply - Ubungo Secondary Centre Bulk Sewer Conveyance & Treatment While the overall corridor strategy recommends conveying Ubungo’s flow to the Jangwani WWTW, an alternative solution can be found to unlock this parcel, which includes the following: • Install a pump station and rising main from Ubungo, heading north towards University • Tap this into the corridor-wide sewer strategy, and discharge into the proposed new-build WWTW in the north of University. Figure 4.33 Bulk Sewer Conveyance and treatment - Ubungo Secondary Centre Governance and Implementation 453 4.3 CONTEXT & VISION Bulk Stormwater Conveyance Stormwater planning for Ubungo will need to extend beyond the boundary of the focus area, and allow for the following elements: • Provision of a bulk stormwater pipeline upstream of Ubungo (west along Morogoro Road) to assist with capturing of upstream stormwater flows prior to inundation at Ubungo STRATEGIES • Three discharge outlets into adjacent natural river courses, with associated retention facilities to assist with overall stormwater retention and removal of pollutants • Provision of a bulk stormwater pipeline extending downstream ECONOMIC IMPACT beyond Ubungo (east along Morogoro Road) to assist with conveying Figure 4.35 Bulk Stormwater Conveyance - Ubungo Secondary Centre increased stormwater runoff as a result of the urban build up in Ubungo. Bulk Electricity Supply IMPLEMENTATION GOVERNANCE & Upgrade the bulk transformer capacity at Ubungo gas fired power station and Substation where required and include additional 132 kV feeder bays for future developments. PILOT PROJECTS 454 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Consolidation of dense development around two stations (Morocco terminus Package 5 and Kinondoni) to facilitate more development space in response to demand Morocco Hub Morocco is a successful business cluster, which can facilitate a mix of densified Relevant BRT Stations: which has quickly established itself residential and commercial uses. This will • Morocco Terminal around the station area, whilst Kinondoni be accompanied by a parallel initiative • Kinondoni station to the south is relatively under to improve the public realm, including • Mwanamboka utilised. This strategy seeks to unlock sidewalks, lighting and public space. this additional land through strategic assembly, while tackling a number of key Key Objectives: local issues including the occupation of • Increase adequate commercial offer poorly drained land. The initiative seeks Recommended Delivery to extend the local road network with Mechanism: an integral system of positive drainage, • Development Corporation Estimated Cost: Public Sector Infrastructure Costs Morocco (Potentially Recoverable) Estimated Benefit: Contribution to City-wide Bulk Infrastructure $ 22,009,000 Roads $ 10,965,996 Earthworks $ 4,737,016 Project references: • Talatona (Luanda) Water $ 1,509,977 • Noida (Delhi) Cable / Fibre Ducts $ 905,984 • Stratford (London) Sewerage $ 2,671,280 Stormwater $ 2,280,296 Electricity $ 10,914,093 Schools $ 335,522 Health $ 503,283 TOTAL $ 56,832,448 Benefits Morocco Infrastructure Costs recoverable through CIL Additional housing provision (brought into taxation) 2,097,060 m² Affordable housing units (at 20% provision) 2,767 units Additional employment space (brought into taxation) 505,548 m² Estimated capacity for new jobs 37,261 jobs Potential return to investors (excluding infrastructure)* 50 % Potential return to investors (including infrastructure)* 49 % *Before tax and finance costs Governance and Implementation 455 4.3 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Morocco Hub: Enabling Infrastructure Road Improvements Morocco Hub is located at the crossing between north-south and east-west primary links. The IMPLEMENTATION GOVERNANCE & local road network is already dense and regular, but has no hierarchy. With the upgrade of some strategic roads and the completion of missing links, it is possible to differentiate the secondary links from the local ones. The new feeder lines are accommodated on Donga Street, Mount Atlas Road, Mwinyijuma Rd and Kinondoni Road. These streets cross Kawawa Road and become primary links of the network. PILOT PROJECTS Figure 4.36 Road Improvements - Morocco Hub 456 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Bulk Water Supply Morocco is served by the University reservoir, with the main supply lines running along Bagamoyo Road. The water demand analysis suggests that Morocco will be suitably serviced by the existing water supply networks, and no additional upgrades will be required. Figure 4.38 Bulk Water Supply - Morocco Hub Bulk Sewer Conveyance & Treatment Morocco will require large gravity mains to convey sewage, both from Morocco itself as well as upstream areas to the north of the study area that will flow along Bagamoyo Road through Morocco (1200 mm dia. main). This will gravitate to a low point at the river mouth, from where it will be lifted to the proposed Jangwani WWTW. The sewer demand analysis suggests that the upgrades proposed by DAWASCO are sufficient to cater for Morocco’s anticipated density. Figure 4.37 Bulk Sewer Conveyance and treatment - Morocco Hub Governance and Implementation 457 4.3 CONTEXT & VISION Bulk Stormwater Conveyance Morocco, sitting on a ridge, will drain both North and East, through ha series of stormwater lines that will need to extend beyond the study area prior to discharging into the ocean. These pipes will need to therefore be coordinated with downstream development plans to ensure that Right of Ways are reserved and protected for the future discharge of stormwater through STRATEGIES them. ECONOMIC IMPACT Figure 4.39 Bulk Stormwater Conveyance - Morocco Hub Bulk Electricity Supply Upgrade Makumbusho Substation to a firm 80 MVA and include additional 132 kV feeder bays. IMPLEMENTATION GOVERNANCE & Upgrade Oyster Bay Substation to a firm 80 MVA Substation and include additional 132 kV feeder bays for future expansion. PILOT PROJECTS Figure 4.40 Bulk Electricity Supply - Morocco Hub 458 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Establishment of a world-class multi-line BRT interchange, featuring dense Package 6 high quality mixed use development, within a well-regulated streetscape Gerezani Interchange setting Gerezani is likely to be one of Dar’s Incompatible uses displaced by the Relevant BRT Stations: busiest stations, serving all three of the new transport hub, such as the existing • Msimbazi Police initial BRT Phases, and located close street traders, can be located in new to the existing downtown areas and accommodation nearby to tap into the • Gerezani Terminal expanding port. This will be a major enhanced footfall from the three BRT commercial catalyst and it is crucial to lines, as an integral part of the new Key Objectives: ensure the right quality and density of framework. • Establish a dynamic mixed development is realised at this node. use centre The funds for this transformation should The station should incorporate a number largely be borne by private sector of commercial uses as befitting a key organisations trhrough a combination Recommended Delivery station terminus, including significant of defined planning obligations and Mechanism: retail, residential apartments, offices, floorsapce taxes. • Development Corporation hotels and conference facilities as a seed for the wider study area. Project references: • King’s Cross (London), • Los Heroes (Bogota), • Centro (Curitiba) Public Sector Infrastructure Costs Gerezani (Potentially Recoverable) Contribution to City-wide Bulk Infrastructure $ 23,125,000 Roads $ 6,004,705 Earthworks $ 2,583,131 Water $ 823,402 Cable / Fibre Ducts $ 494,040 Sewerage $ 1,456,669 Stormwater $ 1,243,463 Electricity $ 5,951,538 Schools $ 182,963 Health $ 274,444 TOTAL $ 42,139,356 Benefits Gerezani Infrastructure Costs recoverable through CIL Additional housing provision (brought into taxation) 641,006 m² Affordable housing units (at 20% provision) 987 units Additional employment space (brought into taxation) 188,773 m² Estimated capacity for new jobs 14,098 jobs Potential return to investors (excluding infrastructure)* 50 % Potential return to investors (including infrastructure)* 49 % *Before tax and finance costs Governance and Implementation 459 4.3 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Gerezani Interchange: Enabling Infrastructure Road Improvements An already consolidated road network characterizes Gerezani area. Bibi Titi Mohammed Street, Morogoro Road and Julius Nyerere Road provide great accessibility from IMPLEMENTATION GOVERNANCE & west, south and north, while local roads are dense and regular. However, this network is calling for a hierarchical reorganization to support the interchange facilities and new developments. For this reason, the upgrade of Lindi Street plays a critical role, since it will host new BRT and feeder services directly accessing the interchange. As well Msimbazi Street, which is already the spine of the area, will need an upgrade to host two more BRT lines. At a wider PILOT PROJECTS scale, the completion of Mkunguni Street towards west and Jangwani street towards north will provide new connections to Bibi Figure 4.41 Road Improvements - Gerezani Interchange Titi Mohammed Street, Morogoro Road and Magomeni area. 460 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Gerezani Interchange: Enabling Infrastructure Bulk Water Supply Gerezani is served by a combination of supply from the University reservoir and incoming networks running along Julius Nyerere Road, being supplied from reservoirs in the south of the city. As such Gerezani will require the necessary upstream upgrades to the supply lines from University reservoir as well as a new dedicated 800 mm dia. supply line to Gerezani itself. In conjunction with adjacent projects, the improvements at Gerezani will contribute to the need for additional storage capacity at University reservoir, in the order of 2500 m3 Figure 4.43 Bulk Water Supply - Gerezani Interchange additional capacity. Bulk Sewer Conveyance & Treatment With the close proximity of Gerezani to the new proposed location of Jangwani WWTW, a dedicated system of a lifting station, rising main and gravity main can convey wastewater from Gerezani to the WWTW. The Jangwani wastewater treatment works will need to be constructed and operational prior to additional upgrades at Gerezani beyond the existing sewerage network, since this is at full capacity. It does not necessarily need to be at full build out (200 Ml / day), but should have sufficient capacity to handle the anticipated flow. Figure 4.42 Bulk Sewer Conveyance and treatment - Gerezani Interchange Governance and Implementation 461 4.3 CONTEXT & VISION Bulk Stormwater Conveyance Stormwater planning for Gerezani will need to look at utilising the proposed open spaces within the interchange as locations of possible attenuation. Beyond this, the provision of a bulk stormwater pipeline to drain the urban runoff will be required, with a direct discharge into the bay. STRATEGIES ECONOMIC IMPACT Figure 4.44 Bulk Stormwater Conveyance - Gerezani Interchange Bulk Electricity Supply Upgrade Ilala Substation to a firm 80 MVA and include additional 132 kV feeder bays. IMPLEMENTATION Install a new 132 kV feeder circuit GOVERNANCE & from Ilala Substation to the new-build substation. Construct a new 80 MVA substation with additional 132 kV feeder bays for future substations. PILOT PROJECTS Figure 4.45 Bulk Electricity Supply - Gerezani Interchange 462 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Opportunity Development Sites & Ongoing Plans A number of existing ongoing strategic development planning schemes fall within the corridor and are identified below as otential target areas for future seed investment and regeneration. Approach Summary Main Ongoing Plans Potential strategic regeneration sites are being It is recommended the existing plans be reviewed against the developed in the corridor at the time of this study terms and densities proposed by the CDS as a development are briefly reviewed below. Some lack detail and pre-condition, to support the aims of the CDS and align with their status remains unclear, however they are the preferred development mix and density quotients, to significant in size and can influence their host ensure each development is appropriate to its location. neighbourhoods. For example the Kigamboni project would require advanced The general lack of available planning guidance transport links to be in place before development can go in Dar es Salaam has resulted in poor proposal ahead as the site is unserved by transit at present, requiring definition and integration. Inadequate scrutiny any prospective developer to make heavy transit and and coordination is contradictory to TOD principles highways investments before being able to realise their plans. and consequently holds the city back. Ubungo Highly accessible location that will benefit from the future BRT and railway projects. It has large industrial and transport sites which are under-utilised. There are already initiatives for the transformation of the station depot into a commercial and logistics cluster. Traffic congestion will be alleviated once the flyover and other works are completed. This is one of the study’s focus area sites, subject of a Detailed Planning Scheme. Magomeni Highly accessible area in the core of the BRT network with ongoing developments and medium-high density residential initiatives that can be revised to uplift their capacity to match the BRT guidelines. The existing Area Redevelopment Plan (ARP) is broadly supportive of TOD and forms a good starting point for the redevelopment of this area into a district node. Governance and Implementation 463 4.3 University Land CONTEXT & VISION Large institutional / educational site with potential for mix use development which could include employment, research and affordable housing with student accommodation. Potential interest for private investors and institutions. Area benefits from road and public transport connections related to Ubungo BRT station and railway and potential express connection with Airport. Towards the north, Mlimani Retail centre is already a city destination. Gerezani STRATEGIES Large vacant / under-utilised plots on the edge of Kariakoo / City centre with strong real estate potential due to high accessibility and location. BRT Terminal will significantly grow as BRT phases 2 and 3 are introduced and with the subsequent development of a commuter railway infrastructure. This is one of the study’s focus area sites, subject of a Detailed ECONOMIC IMPACT Planning Scheme. Morocco Already a successful business cluster with multiple office towers under construction or planned. It has the potential to increase the residential and commercial offer along Bagamoyo Rd, Kawawa Rd and under-utilised plots such as the TANESCO site where previous projects have been IMPLEMENTATION proposed. GOVERNANCE & It will further benefit from the implementation of BRT Phase 4 once programmed, and takes advatange of a slightly more affluent catchment strip that traces the coast. Kigamboni Large areas of land within institutional ownership in a prominent location close to existing CBD makes this area an important future consideration. Despite not connecting with PILOT PROJECTS any BRT line, the connection through ferry shuttle to Kivukoni and potentially to City Council will have a strong impact on the ridership capacity. However, due to the unconfirmed status of the masterplan and the necessary connections to the BRT network this area has been excluded from our calculations and modelling work. 464 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 Msimbazi River Park An ongoing project to transform the Msimbazi At the edge of the park area, a range of urban Basin in to a new city park is already under way functions are considered: housing, schools, streets, and in early stages of planning. commercial spaces with shops on the ground floor, parking, waste collection points and more. A clear Consultation with stakeholders including local demarcation line between urban and green park community leaders has established a shared vision functions is envisioned. for a safer, more usable public recreational park space on this low lying area of largely vacant land The descriptions above represent a first inventory located in the river basin. There is a general wish and the project team are finalising high level to maintain a strong water component as wetland, strategies for flood alleviation and the scoping of riverbed and terraced terrain with controlled flood possible amenities to be provided. areas. The use of this green space is captured in an overarching concept: ‘The City Park’. Functions that might fit this concept and under discussion are: football pitches, sportfields and club facilities. Classic Park elements like lawns, walking paths, benches, trees, shaded places, flower gardens and children playgrounds. Also market facilities, kiosks with food and drinks, restaurants and commercial elements like amusement hall or park have been put on the map as elements that one might find in this mainly green space. In addition, some specific agricultural use has been suggested by some: Palm trees (coconut and palm oil), vegetables in special conditions (greenhousing for instance) and tree nursery. Parque Barigui in Curitiba, created in 1972 to mitigate flooding while preserving the natural environment. Governance and Implementation 465 4.3 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Relationship between study area boundaries for CDS and Msimbazi River Park Project IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Inset: Flooding in Downtown Houston, 2016 (Image Credit: Jim Olive) Main: Buffalo Bayou Park has been designed as a major city recreation amenity but one that is able to flood safely during inclement weather and storms (Image Credit: Visit Houston) 466 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.3 The plan (right) identifies the unbuilt, under utilised and areas of low density development within the corridor area, which can be considered as having significant development potential. Developments in the vicinity of Magomeni, Ubungo and Gerezani will UNIVERSITY LAND UBUNGO be crucial to capturing value from past and imminent investments in new infrastructure associated with the BRT Phase 1 Corridor and later phases, and which can play a major part in absorbing significant future growth. MAGOMENI MOROCCO KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI MOROCCO TERMINAL URA KINONDONI MWANAMBOKA Legend MKWAJUNI P TOP BRT Phase 1 ARGENTINA MANZESE Opportunity Corridors MOROCCO MWEMBECHAI HOTEL Opportunity Areas MAGOMENI HOSPITAL KAGERA Areas of High Potential DevelopmentUSALAMA MAGOMENI JANGWANI Areas of Medium MAPIPA FIRE Development Potential STATION Areas of Long Term DIT KISUTU Development Potential MSIMBAZI POLICE Gazetted Flood Project POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL Land Occupation TERMINAL Low Density with High Potential Mostly Unbuilt Figure 4.46 Open Space Strategy - (Broadway Malyan) Governance and Implementation 467 Opportunity Areas 4.3 CONTEXT & VISION MAGOMENI MOROCCO STRATEGIES MOROCCO TERMINAL ECONOMIC IMPACT KINONDONI MWANAMBOKA MKWAJUNI TIP TOP AFIKI ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI IMPLEMENTATION FIRE GOVERNANCE & STATION DIT KISUTU MSIMBAZI POLICE POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL PILOT PROJECTS GEREZANI KIGAMBONI 468 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.4 CDS Planning Policy Areas Introduction Different countries around the world have different zoning ordinance) but the State retains the right to reject approaches to Town Planning and how they control development through its development control system. development and manage land. UK planning law is Germany applies a principle of ‘predominance’ where dictated by the Town and Country Planning Act of 1947 each land-use district is suitable for clusters of different and places all development under the control of local types of activity to foster a smaller scaled mixed-use and regional governments, effectively abolishing the outcome. ability to develop land by-right. Local Government is compelled to produce forward looking policy plans to Different approaches have their own criticisms. The guide development, however the outcome remains UK system can be seen as slow with less certainty and flexible and subject to interpretation. By contrast, US somewhat risky for developers. Zoning has been shown zoning allows land development as a right where it to be slow to adapt to new trends as cities and the needs complies with zoning ordinance which is imposed as a of society change. Zoning can also lead to effects of legal regulation. economic and social segregation and can marginalise housing construction (limiting supply), which fuels New York introduced the first formalised city-wide affordability problems and inequality in urban centres. ordinance plan in 1916, as a subdivision that could However, zoning (if properly applied) remains a simple legally arbitrate the distribution of incompatible property and powerful local government tool - especially when uses (e.g. factories and residential neighbourhoods). co-ordinated with higher-level regional spatial plans and This has evolved into a comprehensive manual for urban lower level municipal and local area plans. development. Other countries have developed hybrids of these systems. Singapore (a former British colony) has a system which interprets the UK Town & Country Planning Act and has evolved this further to adopt a master plan approach. It specifies land uses, plot ratios and development controls across the city (similar to a Above: Workshop participants testing different T.O.D. land uses and densities in local neighbourhood areas near BRT stations Governance and Implementation 469 4.4 The zoning and policy infrastructure and development parameters. Action Areas will match the profile and status mapping for Dar es Salaam CONTEXT & VISION of the current Area Redevelopment Plans BRT Phase 1 Corridor Development produced for Oyster Bay, Upanga, Magomeni, Strategy applies TOD policies Kariakoo, Kigamboni and Kurasini, and the City as a new layer over the existing Plan output for Ilala Centre. The existing plans planning and legal frameworks. will be updated to reflect TOD aspirations for heightened densities, with possible boundary modifications. Within an ARP, the planning This series of referred maps and policies will be authority will be able to designate specific progressively introduced as the CDS is brought into plots as Transit Economic Zones which are statute. It follows a hierarchical system comprising subject to specific development planning different tiers, each applying at an appropriate level codes. Two existing SEZ designations (Export STRATEGIES or scale: Processing Zones) are located at Ubungo, but 1. Corridor Area – this zone encompasses the are not TOD compliant as they are intentionally entire BRT corridor including trunk route, spur single use and fall below the required density arms and the transit feeder routes. It requires stipulated for their location. Future economic TOD policies to be applied strategically across zone designations in the corridors will the area and also refers to the separately issued incorporate TOD principles as well as specific Dar es Salaam Station Area Guidelines. fiscal incentives to encourage rapid high quality integrated development. 2. Planning Zones – the corridor area comprises ECONOMIC IMPACT nine individual urban districts, made up of 4. Station Area – TOD policy for the area sub-wards and census enumeration areas. This within 500 m of each of the 32 BRT Phase 1 include Dar Historic Centre, Upanga, Gerezani, stations, identifying areas and initiatives to Jangwani, Magomeni, Morocco, Manzese, stimulate transformational change. Central Ubungo, Kimara and Kigamboni. Each district and gateway sites coagulate to encourage has its own special functions, characteristics flanking development right along the corridor and needs, with growth target to facilitate. in the busier areas. Within a Station Area, the District Areas have their own particular policies relevant planning authority should designate which influence the TOD characteristics of a specific area as the Station Core Area. Typically applying to the immediate IMPLEMENTATION the corridor, potentially including GOVERNANCE & environmental and urban block(s) adjacent to the BRT heritage protection station, these plots will be policies. subject to specific TOD policies and plans to 3. Area accommodate the Redevelopment maximum density Plans – the plan and high quality identifies nodal public realm. development opportunity PILOT PROJECTS areas. These would be developed subsequently to stipulate prioritised Above: Workshop participants trialling area regeneration principles, building TOD neighbourhoods using LEGO blocks 470 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.4 The zoning and policy mapping for Dar es Salaam BRT Phase 1 Corridor Development Strategy applies TOD policies as a new layer over the existing planning and legal frameworks. This series of maps and policies will be progressively refined as the CDS is enhanced and brought into statute. It follows a hierarchical system comprising different tiers, each applying 5 Kimara 4 Ubungo at an appropriate level or scale: Level 01: Corridor Area Level 02: Planning Zones Level 03A: Area Redevelopment Plan Level 03B: Special Policy Zones Level 04A: Station Area Level 04B: Station Core 5 4 KOROGWE KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO KIBO TERMINAL UBUNGO SHEKILANGO MAJI URA Legend BRT Phase 1 Corridor Stations Level 01 - Corridor Area Level 02 - Planning Zones Level 03A - ARPs (Existing) Level 03B - SEZs (Existing) Level 04A - Station Areas Level 04B - Station Cores Figure 4.47 TOD Policy and Zoning Strategy - (Broadway Malyan) Governance and Implementation 471 TOD Zoning & Policy Strategy 4.4 CONTEXT & VISION 2 Morocco STRATEGIES 3B Manzese 1C Upanga MOROCCO TERMINAL ECONOMIC IMPACT KINONDONI 2 1A Historic Centre MWANAMBOKA MKWAJUNI TIP TOP AFIKI MANZESE ARGENTINA 6 Kigamboni MOROCCO MWEMBECHAI 1C HOTEL MAGOMENI 3B KAGERA HOSPITAL USALAMA 1A MAGOMENI MAPIPA JANGWANI IMPLEMENTATION FIRE GOVERNANCE & STATION DIT 3A MSIMBAZI KISUTU POLICE POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL 3A Magomeni 6 1B PILOT PROJECTS 1B Gerezani 472 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.4 Level 01 Corridor Area The Corridor Policy Map shows the relationships A series of draft TOD policy intention statements between the various proposed policy designation to be read in conjunction with the plans, under the areas enshrined by the CDS. These overlay the following headings: existing approved Area Redevelopment Plans as • Governance shown. It is recommended that these plans be • Economics reviewed and updated to reflect TOD principles, as • Development and Regeneration well as the strategies set out in the CDS. • Transport The map outlines the policy areas. In each case • Infrastructure it is important to make reference to the following • Environment supporting plans: This material supports the regulatory aspects • Administrative areas of the CDS. It allows it to be used as a tool for • Areas in public ownership planners to support, assess or manage future • Land uses development in the corridor. • Environmental areas and topography Once formally incorporated into statute, the policy • Road hierarchy plans will form a complementary draft of legislative • Public transport codes that sits within Tanzania’s broader legal and • Bulk utility service corridors planning framework, as a recognised planning • Amenities for healthcare, education, emergency instrument within the jurisdiction of Dar es Salaam. services and municipal management The CDS policy plans apply at the Corridor Area • Economic policy area designations level only. In order to establish a full set of loaning Each of the above are coordinated as GIS files. instruments to adequately manage planning and Information can be overlaid on recent aerial development control matters within the corridor photometry to indicate how planned urban area, further TOD-principled plans are required at a development has physically progressed. greater level detail, for the various levels described . below. Figure 4.48 BRT Phase 1 Corridor Area Governance and Implementation 473 4.4 Level 02 Corridor Planning Zones CONTEXT & VISION The mapping of these areas defines the constituent Key areas to be indicated might include: urbanised areas falling within the corridor. These • Action areas and the zones covered by include the following nine areas that together cover the existing Area Regeneration Plans entire corridor area: • Employment areas such as the land south of Morogoro Road at Ubungo and 1A Historic 3A  Magomeni “special mixed use” zones (specified in the Downtown zoning land use plan) are expected to host 3B Manzese 1B Gerezani transformational mixed urban development. 4 Ubungo 1C Upanga • Corridor improvements, road 5 Kimara widening and junction upgrades, 2  Morocco interchanges, future BRT phases STRATEGIES 6 Kigamboni The existing and forecasted residential and • Urban extensions to accommodate growth employment populations of each of these areas • Housing regeneration areas requiring service have been estimated as part of the CDS. This data improvements (essential utility reticulation, forms the basis of provisional infrastructure targets, street lighting, drainage, amenities, open space) for roads, utilities, amenities and densities. These • Environmental protection areas figures should be corroborated by subsequent census and flood area definition activities to gauge actual growth with time. Corridor Zone Plans will be allocated phased growth ECONOMIC IMPACT and densification targets for residential and formal However it is important to develop zonal maps employment activity, linked to the CDS business plan. at a greater level of detail to apply area planning These targets will be strategically apportioned to standards, to strategise improvements to public the different urban growth areas in three successive services at the municipal scale. It is anticipated that five-year periods to 2032. Corridor Zone Plans will be prepared to indicate the key regeneration initiatives and areas that merit District areas tend to be large areas for major special consideration or conditions, as areas, key development, with their own specific policies. Some routes and new links, new infrastructure and amenity areas will be accorded local economic policies with sites for schools, healthcare, municipal offices and tax benefits and other incentives that attract particular depots, parks, amongst other items. commercial activity or density coefficients. Overlaying IMPLEMENTATION GOVERNANCE & the policy area map on the phasing plan shows how the key areas can be activated within this framework as the BRT network develops. 5 4 2 PILOT PROJECTS 3B 3A 1C 1A 1B 6 Figure 4.49 BRT Phase 1 Corridor District Area plans 474 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.4 Level 03 A Area Redevelopment Plans Policies associated with the Area Redevelopment These are specific to lands undergoing major Plans will clarify special procurement, partnership change. They are to be read in conjunction with the and ownership arrangements, tariff and fiscal current Area Redevelopment Plans, and modified incentives and other mechanisms to attract to align with TOD principles. investment interest to these nodal areas. These The Area Redevelopment Plans have been will relate back to the executive body charged identified in the following eight candidate areas, with their implementation which could be the referenced and hatched on the zoning plan: Government (PO-RALG or similar), Dar City Council, DUTA, Municipality, Development 01 Historic Centre and Waterfront Corporation or other arrangement in contract with an appropriately selected commercial (private) 02 Gerezani funding and delivery partner. 03 Jangwani 04 Magomeni In each case the areas will focus on publicly owned land as the key asset, to be offset by the 05 Morocco private equity stake responsible for delivering the 06 Manzese development. 07 Ubungo 08 Kimara It is noted that Area Redevelopment Plans (ARPs) have no upper size limit. Where required, an ARP can extend to cover an entire Corridor Planning Zone. This is the recommended approach for the corridor, starting with the more consolidated urban areas (Zones 1, 2, 3 and possibly 4). 05 08 07 06 04 03 01 02 New ARP Required Existing ARP to be revised to consider TOD Existing ARP Boundary Figure 4.50 BRT Phase 1 Corridor Area Redevelopment plans Governance and Implementation 475 4.4 Level 03 B Special Policy Areas CONTEXT & VISION Within the ARP, the relevant planning authority should (B) Gerezani Business Centre TEZ – developing designate priority “seed sites” as special policy areas new high density office space mixed with residential, as Transit-Economic Zones. (TEZ) - smaller areas with hospitality and retail activity to create a new financial strong localised economic potential. Additional special and business centre with development incentives to areas may be agreed upon such as (for example) a locate there. new wholesale or retail market area, a tech / creative (C) Jangwani and Fire Tech Cluster TEZ – cluster, a park reserve, renewable energy/utility hub, promoting tech sector employment space within a heritage cluster, high density residential cluster area a mixed use residential and retail matrix to amongst others as necessary. accommodate creative media and advertising The existing SEZs at Ubungo and Urafiki are single use industries. in character and not fully aligned with TOD. Where (D) Ubungo Centre TEZ – planned as a first phase similar designations occur in future, the policies STRATEGIES and stage to establish Ubungo as Dar’s second city should require a mix that engenders more efficient centre, with tax and land development incentives and interchange with local station facilities. This can be easements to attract FDI to create a dynamic, diverse achieved by incorporating retail, residential and development comprising a range of employment, recreational leisure uses where appropriate into the retail, office and village clusters combined as a large otherwise commercial mix. high density economic development assembled over There is scope within the corridor area to establish a period of decades. Operated in partnership with TOD focus areas with specific fiscal incentives, local stakeholders including the university, to attain while enshrining codes that require dense mixed the development density targets, with the intention use solutions embodied as Transit Economic Zones that all businesses are regulated with audited ECONOMIC IMPACT (TEZs). These must fall entirely within the corridor accounts. area and could include, for example: (E) Kimara knowledge park TEZ – an economic (A) Kivukoni and Waterfront TEZ – promoting and educational hub anchoring the west end of the area as a new tourism node, with new measures the corridor, planned to integrate dense workplace to enhance the public realm, ferry jetties. This facilities for back offices and call-centres, with further will enhance the tourism experience and attract education and vocational training facilities, mixed new diversified investment, to be integrated with with affordable accommodation for workers, students all of the waterfront BRT stations. The approach and commuters. This will intercept students and includes policies to re-purpose local heritage assets workers from Mbese and surrounding areas who for hospitality, cultural, education and commercial currently travel onward onto the city owing to a lack non-governmental activity to make the central area of opportunities near Kimara. Such a facility can IMPLEMENTATION more diverse, vibrant, appealing and safe. eventually provide a training and skills resource pool GOVERNANCE & for the whole city. E D PILOT PROJECTS D C Legend A Existing SEZ (with Proposed Amendments) B Proposed TEZ Figure 4.51 BRT Phase 1 Corridor Economic Zones 476 BRT Phase 1 Corridor Development Strategy | Governance and Implementation 4.4 Level 04 A Divided TOD areas Station Areas Most stations should have These maps and polices establish the localised workings mutually exclusive geographies. of each station area, including rights of way and clearway policies to formalise parcel subdivisions, links and pathways, while removing street traders. These incorporate the 500 m catchment and may overlap (see right). In some cases, stations may be spaced more closely together as they serve dense areas with similar planned land uses. In these cases, station areas could be combined. Policies are applied at the local scale in relation to parcel geometries, access, areas of public realm and rights of way, the creation of new features possibly including markets for consolidated licensed street trading stalls, open spaces, historic buildings and smaller environmental features. Combined TOD areas These policy areas also articulate specific local area planning We recommend combining obligations for new facilities such as schools, clinics – to closely spaced station areas be funded and delivered through development around the that have similar planned land stations. Station Area Typology Guidelines are a further uses. reference. Level 04 B Station Core Areas Station Core Areas Indicative Station Core Areas The Station Core Area comprises the blocks immediately surrounding the stations - one or two streets back - to densify and enhance these areas. The initial focus will be on vacant or under-utilised areas. Occupied areas will be considered for change of use or density where viable. Figure 4.52 BRT Phase 1 Corridor Station Area & Core Zones Governance and Implementation 477 4.4 CDS Compatibility With Current Legislative CONTEXT & VISION Framework The provisions of the Urban Planning The CDS introduces the Transit Economic and Space Standards Regulations of Zones (TEZs) concept. It is proposed that 2011 (made in terms of section 77(1) of TEZs are not to be managed or regulated the Urban Planning Act 8 of 2007) are in terms of the Special Economic Zones Act not conducive for the implementation of 2 of 2006; but be regulated as a TOD policy Transit Oriented Development principles of overlay. This will allow TOD projects to be high density and mixed-use development. exempt from SEZ requirements (such as The plot ratios provided for in the Regulations minimum capital investment of 5 million are now considered as being too low. US$ is required from businesses wanting to STRATEGIES operate within the Special Economic Zones). The Town and Country Planning (Use Classes) Regulations of 1960 (made in terms The introduction of levies in order to regulate of the repealed Town and Country Planning and formalise economic activities within Ordinance) do not provide for mixed-use the BRT corridor should be done under developments. Therefore it is proposed the provisions of the Business Activities that the TOD principles be incorporated Registration Act of 2007 (read with the into the Corridor Development Strategy in Finance Act, as amended) which seeks to terms of the legal framework provided by the regulate the registration of businesses and ECONOMIC IMPACT provisions of sections 24 and 77 of the Urban the payment of business license fees. The Planning Act. Business Activities Registration Act requires all businesses which are not regulated in BRT corridors present a unique development terms of any other written law (e.g Companies opportunity which should be optimised to Act) to be registered with the local authorities; capture return on the large investment made and where applicable such businesses are to create them. It is proposed that the Phase required to pay business license fees in terms 1 BRT corridor be declared a special planning of the Finance Act. The current legislation area and that a separate planning scheme be seeks to formalise business activities in prepared for the corridor in terms of Section Tanzania. IMPLEMENTATION 24 of the Urban Planning Act. The Minister GOVERNANCE & could then make Regulations applicable to With regards to occupied areas that may the BRT corridor in terms of Section77(1) have to be considered for change of use or read with Section 77(3) of the Urban Planning intensity the Land Acquisition Act of 1967 Act. These Regulations will be based on authorises the government to acquire any the Corridor Development Strategy and land required for public purposes. will provide a legislative framework for the Section 7 of the Urban Planning Act incorporation of the TOD principles in the BRT authorises the Minister to appoint a duly corridor. established body or organ to be a planning authority or a joint planning authority. PILOT PROJECTS 478 BRT Phase 1 Corridor Development Strategy | Vision and Strategies  Vision and Strategies | Strategies 479  CONTEXT & VISION Part 05 STRATEGIES ECONOMIC IMPACT Pilot Projects In order to test the TOD planning principles set out in the Corridor Development Strategy, it is important to review how the principles are resolved in a more detailed scale. IMPLEMENTATION Two test cases have been developed, for specific sites at significant GOVERNANCE & locations - at Ubungo and Gerezani Terminal. The solutions described have been prepared to illustrate how a TOD-minded planning authority might plan each area as a blueprint for development. This is not intended to subvert any existing proposals but can be seen as inspiration for how each of these two key nodes might be developed. In both cases the team has sought to maximise the returns on prior PILOT PROJECTS investment in the BRT as a seed for the wider area’s regeneration. Both sites explore Land Value Capture techniques to show how private sector developer interest can fund substantial new infrastructure, housing and social amenities. 480 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5 Pilot Projects Two pilot projects have been planned to demonstrate how the principles of the CDS can be applied. In each case the wider area is assessed and an illustrative sketch layout produced for the vacant parcels at the centre of the station area as seed projects to boost the redevelopment of the wider area shown in the accompanying development framework. Selection Process Highly Accessible Sites The sites were selected for their significance to the Both Ubungo and Gerezani benefit from regular corridor, their development potential and their BRT services with particularly good access availability, reflecting the criteria in the station to jobs and homes making these two of the area development matrix. city’s most effective locations for business and housing. District Ubungo Terminal Centre Activity density (500 m) 7,820 Overall TOD Matrix score Current Daily Ridership 8,560 Key Data Score Population Catchment (30’) 700,545 Ubungo Terminal Employment Catchment (30’) 272,415 Informally occupied land 19% Pedestrian network length 13 km 17th Ubungo has a mid-ranking score as an emerging station - potentially of interest as land costs are relatively low. Significant parcels are available for dense Current Condition redevelopment to seed the regeneration of the wider Commentary area including the University. Vision and Strategies | Strategies 481 5 CONTEXT & VISION Ubungo Terminal STRATEGIES Gerezani Terminal Catalyst for Urban Regeneration Ubungo connects with multiple future BRT lines and offers cheaper land to create a new “smart hub” for business activity. Gerezani offers rapid links to both Port and Airport hubs, offering potential to create a new commercial ECONOMIC IMPACT zone on the edge of the existing downtown. Gerezani Terminal Gateway Human Activity (500 m) 33,420 Current Daily Ridership 20,505 Overall TOD Matrix score Key Data Score Population Catchment (30’) 585,150 IMPLEMENTATION GOVERNANCE & Employment Catchment (30’) 333,305 Informally occupied land 0% 4th Pedestrian network length 14 km Gerezani Terminal is a high ranking station area. It includes vacant land within the station which raises its capacity and ability to deliver well conceived high density Current Condition mixed use development. This would allow Gerezani Commentary has real potential to transform the area to deliver a pro- development approach and attitude. PILOT PROJECTS 482 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project A new Secondary Centre for Dar es Salaam Vision Ubungo can become Dar es Salaam’s new commercial district featuring high quality development facilitated through smart technologies to combine Dar’s best and latest offerings for business, entertainment, culture and lifestyle. Why is Ubungo important? Ubungo offers a chance for the city to diversify and spread its employment and commercial activities. Based on its accessible location at the city’s current centre of gravity, Ubungo has the potential to become a new urban centre in its own right. The redevelopment of existing vacant and under-utilised urban land at the mid-point of the new BRT Phase 1 Corridor. This can be planned to accommodate dense mixed-use and commercialised uses as an alternative to the existing downtown, which is congested and expensive to operate from. A new centre at Ubungo will help balance the transport flows on the BRT and will be a nodal development model for subsequent BRT lines. Vision and Strategies | Strategies 483 5.1 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist impression of the BRT Phase 1 Corridor and Ubungo Hub © Broadway Malyan 484 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Establishing a Secondary City Centre A secondary city centre provides better placed as an urban centre more choice and better value to serve the current population for new investors, which in turns catchment and will help balance improves the city’s competitivity transport flows. and performance. After a century of sprawl to the west, Ubungo is Becoming a Catalyst for change On establishing the seed for building is developed to new, Ubungo centre the area will begin higher standards. to attract new investors clustering in this relatively unencumbered area. These can enjoy the benefits of latest utility efficiencies, as Benchmark for Dar TOD vision Ubungo centre will become a activity to become a high density complete city centre with all node - as a development model amenities and activities. By for other areas and other cities to connecting with the university emulate. cluster and subsequent BRT line routes it will draw innovation and Bringing diverse uses and opportunities There is scope for Ubungo to street level, The effective transit accommodate a broad range of provision means that residents and transit-oriented uses, including visitors have lesser need for motor offices, hotels, apartments, student transport, allowing the space to accommodation as floorspace be developed more efficiently with that offers high quality retail and less parking provision that other leisure activity to animate the areas of the city. Vision and Strategies | Strategies 485 Key Project Objectives 5.1 CONTEXT & VISION Alignment with City Strategies The notion of a new centre at Ubungo has been • DMDP: Priority roads supporting public transit, supported by other independent studies, including the mobility and connectivity to low income draft transport masterplan. communities; Flood control &Storm Water Drainage • BRT Corridor Phase 1 The recent creation of Ubungo Municipal Council may be an opportunity to use this fresh organisation • Future BRT Corridor Plans as a model new authority which is structured to • Citywide Action Plan for Upgrading Unplanned and facilitate and deliver the proposed mixed use centre Unserviced Settlements for the benefit of the city and Ubungo’s many local • Dar es Salaam Infrastructure Development STRATEGIES neighbourhoods and communities. Programme The most relevant ongoing plans influencing the study • Pedestrian Mobility for Urban Growth project are: • Dar es Salaam New Commuter Rail Project • Ubungo New Fly-over. Preliminary Targets based on Land Uses and TOD principles ECONOMIC IMPACT More Homes Economic Viability The Seed Project will establish the 38,000 people bases for attracting private investors in collaboration with public authorities. More Jobs Future Flexibility 24,000 jobs The central location will be accessible to wider population for community facilities, jobs and culture events IMPLEMENTATION GOVERNANCE & A More Resilient Economy Sustainability Promoting a wide diversity of Ubungo will be a self sufficient hub and economic activities related to the catalyst for infrastructure reticulation nearby SEZs and university campus. Cleaner Air Focused Investment Less motor vehicles, improved modal The available land at the current coach split and lower emissions station offers the opportunity for focusing the strategies for a successful city hub. Universal Access The central location will be accessible Aspirational Vision Ubungo will become one of the main city to wider population for community PILOT PROJECTS destinations with diverse type of visitors. facilities, jobs and culture events 486 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Ubungo seed project occupies a centrally located Dar City Council leases the site to DART. The former site adjacent to the ring road and the historic route upcountry bus terminal is moving to make way for a of Morogoro Road and is a 20 minutes BRT ride to the commercial trading and retail centre. Downtown. The road intersection is being upgraded to a grade To the south the electricity substation, an economic separated junction. zone and a pocket of informal slums near the route of the railway. The north side is more mixed with government offices on the west side and low-density urban communities to the east. Seed Project 2 1 3 4 6 5 Figure 5.1 Ubungo Pilot Project - Location Plan - (Broadway Malyan) The area is covered with several The interior of the coach station is underutilised. A The character of the area is low churches and hotels couple of buildings have already been demolished densed industrialized Vision and Strategies | Strategies 487 Ubungo Today 5.1 CONTEXT & VISION The distribution of existing uses is shown in the plan below. BRT 4 STRATEGIES T1 $ LEGEND: $ 1000m ECONOMIC IMPACT Cargo Railway Station ATM $ 5 Hotel m in Market Institutional Building BRT 1 BRT 5 University School Bus Station / Stop IMPLEMENTATION GOVERNANCE & $ Bank ATM Cash Point Petrol Station Figure 5.2 Ubungo Current Framework - (Broadway Malyan) PILOT PROJECTS Ubungo Business Park The railway tracks are used as pedestrian routes Small developments are scatterd through the area 488 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project 05 01 02 04 06 03 Figure 5.3 Constraints & Opportunities, Corridor Level Constraints Proximity to watercourse in north introduces Existing areas of low density residential 01 05 flood risk issues to be addressed. development in N.E. hamper future expansion Electricity transformer plant occupies much land South side employment SEZ is non-TOD, resulting 02 south of highway intersection 06 in low density mono-culture of warehousing 03 Extended pylon reserve on south side sterilises Future station and rail expansion plans sterilise land and inhibits linkages 07 the short / medium-term development New road junction infrastructure increases higher Retention of part of site as a BRT depot is non- 04 08 noise, visual and air pollution impacts TOD and poor use of land asset Vision and Strategies | Strategies 489 Constraints & Opportunities 5.1 08 01 CONTEXT & VISION 04 05 06 08 05 02 02 04 01 STRATEGIES 06 03 SEZ 07 03 07 ECONOMIC IMPACT Figure 5.4 Constraints & Opportunities, Study Area Opportunities Relatively low cost, accessible land able with Potential to extend DCC development project to 01 06 sizeable, growing customer catchment incorporate government offices to west IMPLEMENTATION GOVERNANCE & BRT Phase 1 station to integrate with Phases 4 & 5 Market support for intensifying SEZ land on south 02 07 creating a model urban interchange side to include higher density mixed use New road intersection enhances the site’s Potential to connect to University lands to the 03 08 prominence and access to passing trade north west 04 New planned link road from DCC site to north Chance to leverage private developer investment 09 to deliver amenities and low cost homes PILOT PROJECTS DCC site to accommodate an all-phase BRT 05 interchange and high density mixed use development 490 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Feeder Routes and Feeder Bus Station The Bus Depot The current scheme contains BRT and Feeder Bus The tremendous future potential of the area, does station (for three feeder routes) at the back of the not call for a bus depot location in this area. The retail plot. The proposal doesn’t feel sufficient recommendation is to relocate the Depot facilities in (spatially) to accommodate such an important other plots having less economic potential. interchange node to grant an efficient circulation for all public transport vehicles. The recommendation is to establish a substantial facility according to the future forecasted demand, well connected via quality public routes to Phase 1 BRT Station. Surface Parking The actual design foresees an ample surface parking flanking the Morogoro road corridor. The objective of TOD is to encourage use of public transport. Provision of the car parking is encouraged at the back of the plot or / and within the structures (podium, semi-basement, multi storey car parking). Figure 5.5 Phase 4&5 BRT Interchange Plans (©DART) Vision and Strategies | Strategies 491 Ongoing Projects 5.1 Limited Vehicular Access Pedestrian Connection The Ubungo station area is planned to be a typical urban CONTEXT & VISION The current scheme does not provide a clear hierarchy public transport hub with bus and taxi bays and a pedestrian- of pedestrian connections in relation to the proposed enhanced surrounding area, which can catalyze residential commercial building and, the BRT corridor and surrounding and commercial real estate development opportunities. public / open spaces. Therefore it is recommended to limit the vehicular accessibility to the area. Unlike the current circulation Hence, the enhancement of public connection with the BRT scheme, the objective should be to minimize private car station is recommended along with a better integration of access and its impact onto the BRT corridor. It is understood the upper level connection with the buildings to avoid any the need for the vehicular connection to the scheme – conflict between vehicular and pedestrian traffic. therefore a traffic impact assessment study needs to be undertaken to illustrate if the traffic attracted and generated by the development won’t create congestion on Morogoro STRATEGIES Road and surrounding local network. East Africa Commercial & Logistics Centre ECONOMIC IMPACT Chinese developer Linghang propose to develop a retail market The current scheme can be improved by integrating current at the extended BRT Phase 4 and 5 interchange. While this is an and future BRT phases within a “city centre”, as the seed for the intensive use of the site, there is scope for a more deeply mixed wider phased process of development densification to increase urban development that incorporates housing, office, retail and the capacity and performance of the whole node. hotel floorspace. Overleaf the principles for a mixed use transit oriented nodal This will potentially yield more developer-funded housing and development are explained, as a possible model for the social amenities as well as downstream tax revenues, while authorities to refer to in planning the area. diversifying ridership and creating a vibrant, liveable town centre as part of a broader initiative to create a second city hub as an alternative commercial centre to the overheated historic IMPLEMENTATION GOVERNANCE & downtown. PILOT PROJECTS Artistic illustration of ongoing retail development (©LInghang Group Tanzania) 492 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project BRT 4 Seed Project 0m 50 BRT 5 SEZ SEZ Area for local regeneration through incremental process, implementation of utilities and reticulation 0 50 250m Figure 5.6 Ubungo - Wide Context Framework Vision and Strategies | Strategies 493 Consolidated Framework 5.1 Legend Framework Approach Study Area Boundary The plan shows how the seed project and context could be redeveloped CONTEXT & VISION Phase 01 BRT Stations over time to reflect the aims of the CDS, whereby Ubungo becomes a Phase 01 BRT Corridor (Built) regional economic hub. Phase 04 BRT Corridor This aims to increase the density of development in line with TOD Phase 05 BRT Corridor principles, to create a consolidated station area served by BRT Phase 1 stations of Ubungo and Ubungo Maji, as well as the lines from Phase 4 BRT Bus Station (from Bagamoyo Road), and Phase 5 (from Nyerere Road). Dala dala Station Te plan subdivides the wider area into a grid of parcels, to be incrementally Heritage / Institutional improved and consolidated as time allows. The economic zone would be Education promoted for denser more mixed activity, to reflect proximity to the BRT along TOD principles. STRATEGIES Hospitality Places of Worship The seed project lies at the heart of the area near the junction. This land is available with an interested private partner promoting a mixed use SEZ Special Economic Zone commercial and residential mixed use project. Power Line - Pylons Underground Power Line Implementation Approach Main Mixed Use Developments Pedestrian Oriented area The implementation process will take into consideration the different character and plot issues. While the large underutilised industrial and ECONOMIC IMPACT Main Mixed Use Developments transport infrastructure plots could have a more direct development Community Facilities process, existing local communities will be regenerated through different Office & Hospitality incremental approach. Other Relevant Zones Transport Facility Economic Approach Green Open Space The economic development strategy will promote diverse activities with increased retail and office space. Additionally, the existing economic drivers BRT 1 related to industry and Special Economic Zones will be adapted with an Accessibility Approach integrated strategy that will link industry with the central business areas IMPLEMENTATION GOVERNANCE & The road reticulation puts emphasis on near the station and the university and research centres in the north of the providing a new circulation parallel to study area. Morogoro Road as well as an adequate number Legend of links with Sam Nujoma and Nelson Mandela BRT Phase 1 Roads. A new public transport grid formed by Planned BRT New Feeder Routes the transit-enhanced arterials and collectors Railway running north and south of Morogoro road will Local Permeability guarantee a high metropolitan connectivity Parking level and accommodate new feeder routes. PILOT PROJECTS The upgrade of the railway system has been Interchange Hub taken into consideration. A new passenger terminal can be established on the Southern edge with a direct pedestrian boulevard link to the BRT Phase 1 station. After several meetings, it has been agreed that the extension of the railway line will be part of a long-term scenario. Figure 5.7 Public transport connectivity framework (Mobility In Chain) 494 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Total Development 80,304 sqm m² Total Plot Area 1,156 HOMES 490 Affordable Homes 6,638 Residents 10,000 sqm Pedestrian Areas 725 - 1,500 PARKING SPACES 45,000 sqm Retail areas 3 BRT Routes A possible layout of the Ubungo Hub The existence of a large plot currently used as coach station which will be relocated in the future and the high accessibility of the area which will be covered by BRT Phases 1, 4 & 5 offers a great opportunity for setting a new secondary centre and pilot project for future station areas. Vision and Strategies | Strategies 495 Seed Project - Possible Resolution 5.1 CONTEXT & VISION Plot A Plot B Plot Area (m²) 18,768 Plot Area (m²) 25, 490 Plot Coverage 40% Plot Coverage 48 % FAR 2.6 FAR 3.75 Floors 4-8 Floors 4 - 16 Parking 78 - 350 Spaces Parking 115 - 518 Spaces Main Land Use Residential Main Land Use Retail Land Use Mix 79% - Residential Land Use Mix 26% - Retail 21% - Retail 74% - Residential STRATEGIES Plot E Plot Area (m²) 5,590 Plot Coverage 62% FAR 4 Floors 5 Parking 500 Main Land Use Parking Land Use Mix 100% - Parking ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & Plot C Plot D Plot Area (m²) 10,545 Plot Area (m²) 19,910 Plot Coverage 37% Plot Coverage 43% FAR 1 FAR 1 Floors 1-5 Floors 1 - 25 Parking 9-36 Parking 78-350 Main Land Use Transport Main Land Use Transport PILOT PROJECTS Land Use Mix 07% - Transport Land Use Mix 32% - Residential 69% - Retail 18% - Retail 24% - Office 06% - Com. Fac 23% - Hotel 22% - Transport 496 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Current Status The intersection between Morogoro rd. and the intersection, the intersection with its current alignment of Nelson Mandela rd. – Sam Nujoma design is bound to become inefficient. It may rd. at Ubungo is currently an at-grade intersection especially pose a severe limit to the performance between two roads, each with several lanes for of the BRT lines. A more complex intersection is general traffic, while Morogoro rd. also has two considered necessary to provide adequate mobility dedicated lanes in the middle for the BRT bus performance. Namely, a split-level intersection service. will be required to guarantee the level of service needed for the operation of two intersecting BRT With the introduction of a BRT line along Nelson corridors since all at-level solutions do not provide Mandela rd. and Sam Nujoma rd., and with the sufficient performance. increase of traffic due to new urban development in the area around and beyond the Ubungo Proposed Solution (as per Lasts Drawings Received by TANROADS on March, the 11th) The solution proposed by for the Ubungo The whole length of the upper level flyover will be intersection consists in a three-level interchange. in the vicinity of 500 m. Such a huge infrastructure The two crossing flows of traffic and BRT buses will represent a massive disruption in the urban (flows that travel along the same alignment fabric, hardly compatible with a high density, across the intersection and do not perform walkable TOD development. It will also make it turn manoeuvres) are placed on two off-ground impossible to position a BRT station in the vicinity flyovers, while all the turn maneuvers take place at of the intersection along either Nelson Mandela rd. ground level. or Sam Nujoma rd., or both. The positive aspects of this solution are several: the These stations are considered important to allow BRT lines travel uninterrupted across the Ubungo local access to the local built environment, as intersection on both alignments, and also general well as to allow interchange with the BRT lines through traffic (which include feeder bus lines) travelling on Morogoro rd. Also, along Morogoro can cross the intersection without any hindrance. rd., the two BRT stations that already exist at the At ground level, only the turn maneuvers take two opposite sides of the Ubungo intersection place, since through traffic is routed along the two will have to be moved away from the intersection. off-ground levels (flyovers). This means that the This is necessary to accommodate the ramps to maneuvers can be managed by a relatively efficient access the flyover, and to allow BRT buses to climb traffic light 2-phase cycle signaling system, which the ramps once they have pulled out of a station, will resolve all major conflicts between intersecting or access the station once they have descended flows. from the flyover. The current distance between the stations and the intersection, in fact, does not The negative aspects, however, are also important: allow the buses that call at one of the stations to the first off-ground level (Morogoro rd.) will take access the ramps, and vice versa. the road surface to a level of about 8 meters, while the second level (Nelson Mandela rd. and Sam Nujoma rd.) will be approximately at 16 meters above ground. This means that each of the ramps that grant access to these two flyovers will be respectively, about 100 and 200 meters long per side. Vision and Strategies | Strategies 497 Ubungo Junction Flyover 5.1 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT Figure 5.8 Ubungo Junction Flyover, Current Proposal (©TANROADS) Alternative Solutions The alternative proposed considers building a single For the management of the conflicts between flows flyover across Morogoro rd., which accommodates at ground level a signalized intersection is suggested. through traffic and BRT lines that travel on the Nelson The signalized intersection implies a low land take and IMPLEMENTATION Mandela rd. - Sam Nujoma rd. alignment. All other provides better protection and more direct routes to GOVERNANCE & traffic, all maneuvers as well as the BRT lines that cross pedestrians and cyclists. The signalized intersection will the intersection travelling along Morogoro rd., will be feature a 2-phase cycle to manage general traffic flows, routed at ground level. which will be interrupted to give priority to the passage of BRT buses along Morogoro rd. The main advantage of this solution is that it involves the construction of a single flyover, which will reach The major disadvantage of the proposed solution is a height of about 8 m above ground, and will cause a that traffic wise, it is less efficient than the original one, much lower impact on the built environment than the requiring that through traffic along Morogoro rd., as well two flyovers of the original plan, one of which will be 16 as the BRT lines running along the same road, undergo m high and 500 m long. The proposed solution seek to the interference of the turn maneuvers of other vehicles. PILOT PROJECTS find a compromise between traffic efficiency and land take, urban disruption, severance and public transport accessibility. 498 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project New link (proposed as part of DMDP road E improvements) F 16 21 20 20 15 D 11 17 18 19 14 H pedestrian links 15 only G D pedestrian links only G Adjacent 12 neighbourhoods 22 13 Create pedestrian 11 links where possible 23 09 Rd Upgraded Existing 10 08 04 07 05 I C 06 A 22 B 03 towards Ubungo Protect BRT’ s ROW Flyover 01 Morogoro Ro ad 02 Morogoro Ro ad 01 Ubungo BRT Station Phase 1 (existing) 02 Pedestrian Bridge over Morogoro Road 03 Viewing Plaza over Ubungo District Quarter 04 Pedestrian bridge integrated into Feeder Bus Station & Retail offer 05 Feeder Bus Station 14 BRT Phase 3 & 4 Interchange A Vehicular access from / to Morogoro Road (left turn only) 06 Food & Beverage Pavilion 15 Ubungo Arcades - Retail Strip B Feeder Buses (only) access 07 Steps to the Ubungo Plaza 16 Multi-storey car park (Park & Ride) to / from Morogoro Road C Access to / from Feeder Bus 08 Primary entry to Eastern Africa Commercial Centre 17 Indoor Market or Food Court (optional) Station (Buses only) 09 Ubungo Circus - plaza animated through retail 18 Covered Street (service industry) D Access to / from BRT Phase 10 Commercial over retail with dedicated podium 3&4 Interchange (PT only) 19 Mixed-use block (Residential & Retail) parking / basement (subject to affordability) E Access to / from BRT Phase 3&4 20 Surface Parking (Visitors & disable) 11 Podium garden F Vehicular circulation 21 Commercial & residential blocks 12 Residential over retail 22 G Vehicular access to retail plot Shading structures 13 Retail 23 Offices H Access to adjacent plots I Potential Taxi, Bajaji & Boda boda pick up point Figure 5.9 Ubungo Seed Project - Wide Context Framework 0 100 200m Vision and Strategies | Strategies 499 Seed Project - Urban Framework 5.1 Delivery CONTEXT & VISION It is recommended that a any land value capture master developer oversees benefits, such as affordable the seed project and the housing. transformation of Ubungo. City and transport This ensures each parcel authorities will promote is developed in line with the implementation of the the CDS. Individual parcels transport interchanges. would be auctioned and sold for private developers to deliver, including STRATEGIES Land Uses / Public Realm The site has been modelled interconnected by an to maximise the ridership of enhanced public realm and the BRT, with diverse retail, pedestrian links. The main ECONOMIC IMPACT residential and commercial plaza will service the BRT uses on the west side of Phase 1 station, the retail the site, and with merged centre and will articulate DART BRT transport the future connections with services on the east side, Phase 4 & 5 interchange. Main Mixed Use Developments Pedestrian Oriented area Retail Transport Facility IMPLEMENTATION Plot A Phasing GOVERNANCE & 3B Plot E * The seed project will be secondary retail areas. 4 phased with the initial The affordable residential Plot D work associated with the cluster in the north will 3C retail centre and residential depend on the market Plot B 3A development above. As trends and construction the subsequent BRT lines capacity. 1A PILOT PROJECTS are phased so the rear of Subsequently the project the site would develop. would widen its remit 2A Plot C Once the 2 main elements to include the office (retail central and BRT campus to the west and interchanges) subsidiary the economic zone to the Plot E *: 1 Ha Temporary Surface Parking elements will be included to be Developed on Stage 1A south. such as parking and Figure 5.10 Ubungo Seed Project - Strategy 500 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project P P P T Legend Vehicular Accessibility Vehicular Access&Egress P Multi-Storey Interchange Car-park BRT Phase 4 &5 Circulation P Shopping Mall Parking Feeder Lines Circulation Surface Parking (Visitors & Disable) Structure Car-park Within Plots Together with Other uses - Phase 04 BRT Corridor Residential or Retail. (Podium and / or Underground) BRT Terminal Shopping Mall Loading Bay (Inside Parking area) P Feeder Terminal T Taxi, Bajaji & Boda boda drop off and pick up Point Figure 5.11 Ubungo Seed Project - Mobility Strategy 0 100 200m Vision and Strategies | Strategies 501 Seed Project - Mobility & Parking 5.1 Accessibility Strategy Parking Strategy CONTEXT & VISION Ubungo Terminal station area is at the crossing point Given the high level of public transport accessibility of the of major public transport corridors (Phase 1 BRT, future site, the parking provision has been kept to the minimum Phases 4 and 5 and commuter railway corridor) as well as there is evidence that car use reduces as access to as major road interchange. The central mobility hub will public transport increases. The proximity to the TOD feature two collector roads for a wide area accessibility, core led to a reduction of the parking provision of the and also ensure local circulation, drop off and pick up taxi development. stands, bicycle, bajaji and boda boda parking facilities. The site satisfies the required parking demand and The local accessibility and circulation strategy consists contains the following parking facilities: in the construction of a road grid for local circulation • Interchange multi-storey car park (approx.400-500 and parking inside the intervention area. Private vehicles car park spaces) STRATEGIES will be accessing and exiting the site via Morogoro Road (access only), Sam Nujoma Road (access and egress) and • Short term public parking area are located within the from the northern end of the site (entry and exit point district to support external visitors as well as disabled shared with BRT and feeder lines). Junctions will have the users appropriate design in accordance with the road hierarchy • Destination parking facilities for the residential and of the crossing axes, and depending on the actual urban commercial component (podium or underground), constraints and required land take. including dedicated servicing facilities Vehicular entry and exit from the major road corridors will • Drop-off sites and taxi bays, where motorists can ECONOMIC IMPACT be happening through a dedicated side road or through drop off or wait for transit passengers, are provided grade separated junctions to avoid any disruption of the at the main gateways without disrupting the public flows. transport service and pedestrian pathways. Given the presence of commercial and logistical functions The parking provision will follow the site’s phasing and associated attraction of vehicular flows, a particular strategy in order to provide the required number car attention is given to the private transport accessibility to parking spaces during the implementation. At first, vacant avoid any disruption of the flows on the surrounding road areas within the site will have to be reconverted into network. Entry-exit points comprise accumulation and temporary parking lots with reserved stalls shared among acceleration lanes to avoid disruption of traffic flow on different user types. major urban thoroughfares such as Morogoro Road and IMPLEMENTATION During the implementation the strategy will be taking GOVERNANCE & Sam Nujoma Road. Servicing to the main commercial steps to reduce car parking wherever possible and work node will be managed with dedicated loading areas in with other adjacent public car parking providers to proximity of main local attractors, to reduce blockages of accommodate any possible shortfall. public transport, bike lanes and motor vehicle lanes and limited to off-peak hours. New design considers the right of ways in order to accommodate, as much as possible, more space for active travellers and public transport routes. Pedestrian accessibility is organized on multiple levels in order to PILOT PROJECTS facilitate the connection across Morogoro Road and within the Mixed-Use District Quarter. Pedestrianized space is provided via the creation of pedestrian-only or mixed pedestrian-transit zones, especially to facilitate the connections between transit parking facilities and major activity areas. 502 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Ubungo Today (Before) Today, Ubungo station area is difficult to distinguish as a centre of activity, and is characterised by street vending stalls and transport infrastructure. Market stalls accrue along The coach station plot is underutilised the roadside cluttering the footways and presenting having a large dimension that creates an an unmanaged edge to the urban barrier for the local neighbourhood. corridor seen from the road The industrial plots, particularly on the Southern part of the study area, also offer a great opportunity. Pedestrians wander across the road Due to the large underutilized parcels and posing a safety risk the absence of a clear centrality gives a chaotic character to the station area. Vision for Ubungo (After) The seed project at Ubungo, on the north side of Morogoro Road provides dense mixed-use activity to intensively develop this important node, with enhanced streetscapes and high quality buildings that address the highway and create a prominent gateway to the city. It has the capacity for becoming a city destination with adequate open space areas and commercial or employment offer. At the same time, it will be one of the key hubs along Morogoro Rd and therefore, one of the most important city centres. Vision and Strategies | Strategies 503 Seed Project - Key Elements 5.1 CONTEXT & VISION The pedestrian access bridge to the BRT Lack of adequate station articulates the public realm connections between promotes the both Morogoro Rd sides. occupation by cars / motorbikes STRATEGIES ECONOMIC IMPACT Photo of existing condition at the Ubungo BRT Phase 1 Corridor IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist impression of the possible streetscape of the Ubungo cluster along the BRT Phase 1 Corridor 504 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Methodology The model uses a discounted cashflow including development costs and property values to calculate the Internal Rate of Return (IRR) to the developer. All calculations are before interest payments and tax as these components require specialist financial advice. The results of this modelling exercise do not constitute investment advice but are intended to illustrate an approach to options appraisal and business case development. The model is blind as to whether developer is a public or private sector developer and assumes that the developer is paying for land. Land that is clearly exclusively for BRT use has been exclude from the land price. This approach allows for the examination of the potential for Land Value Capture in three respects: • A variable, developer, contribution to site infrastructure and bulk infrastructure (city-wide needs) • A developer contribution in the form of affordable housing to be built and given to third parties to operate • A developer contribution in the form of a City Infrastructure Payment to subsidise more affordable housing and infrastructure elsewhere in the corridor. The Scheme The Ubungo scheme is built in an area adjacent to the existing terminal. Figure 5.12 and Figure 5.13 summarise the proposed development mix. Residential Office Development Mix Market Low Rise Low Rise 1% 1% Land use category GFA (m²) % Pop Units Retail Residential Market Low Rise 1,755 1.11 % 100 25 Low Rise 28% Residential Market Residential 76,827 48.50% 3,841 640 Market High Rise High Rise 48% Residential 4,930 3.11% 493 123 Affordable Low Rise Residential Affordable 29,376 18.54% 2,203 367 High Rise Retail Low Rise 387, 750 27.56% - - Residential Affordable Office Low Rise 1,860 1.17% - - High Rise Residential 19% Affordable TOTAL 158,407* 6,638 1,156 Low Rise 3% * GFA excludes parking areas Figure 5.12 Proposed Development Mix Figure 5.13 Development Mix, Percentage Split Vision and Strategies | Strategies 505 Seed Project - Development Model 5.1 CONTEXT & VISION Phasing The development phasing takes into account the construction of additional BRT lines in the future and consequent increases in footfall as the station facilities are extended. The increase BRT capacity in the local area will increase 35,000 demand for retail space and parking. 30,000 The development period used in the STRATEGIES 25,000 model, currently five years design and construction, may be flexed as local 20,000 demand changes or market capacity varies across the city. The pace of 15,000 development could be speeded up or slowed down depending on demand. It 10,000 should be noted, however, that slowing 5,000 down the rate of development will have an adverse impact on profitability and ECONOMIC IMPACT 0 Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y11 Y12 Y13 Y14 Y15 may ultimately make the proposals uneconomic. Figure 5.15 Phasing GFA (sqm) per year The scheme has been phased considering proposed additions to the City’s BRT network. Figure 5.14 shows the phasing. IMPLEMENTATION Development % Mix by Year GOVERNANCE & Parcel Subcode Use Components 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Code 1a-B 1 to 5 Residential Market & Retail 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1a-B Mall Residential Market & Retail 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 2a-C 1 Office 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 2a-C 1 to 3 Retail 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 2a-C Station Transport Infrastructure 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 3c-D 1&3 Residential Market 0% 0% 0% 0% 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 3c-D 1 Community Facilities 0% 0% 0% 0% 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% PILOT PROJECTS 3c-D 1 Hospitality 0% 0% 0% 0% 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 3c-D 2&3 Retail 0% 0% 0% 0% 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 3c-D Station Transport Infrastructure 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 3b-E Parking Transport Infrastructure 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 4-A 1 to 5 Residential Affordable 0% 0% 0% 0% 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 4-A 1 to 3 Parking 0% 0% 0% 0% 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 4-A 4&5 Retail 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Figure 5.14 Proposed Phasing 506 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Ubungo Pilot Project Affordable Housing The development model has assumed that the including both market and affordable housing will developer will be able to provide 20% of the allow for the improvement of the neighbourhood total housing as affordable housing at his own whilst still addressing some of the local housing cost and still be able to make a reasonable need. Funds collected from City Infrastructure Levy return. This amount goes a small way towards will also contribute to the regeneration of the wider addressing affordable housing needs. The amount area around the scheme and the provision of more provided may vary from site to site through the affordable housing. corridor depending on the nature and scale of the The new housing on in the development will proposals. We expect, in practice, the percentage accommodate 6,638 people. The housing of affordable housing required in each scheme population split will be as follows: to be an outcome of detailed negotiations with the planning authorities. The development mix, Low Rise Affordable Development Mix 7% Household Area Population Units Residential Market Low Rise 70 100 25 High Rise High Rise Market Affordable Residential Market High Rise 120 3,841 640 33% 33% Residential Affordable Low Rise 40 493 123 Residential Affordable High Rise 80 2,203 367 Low Rise Market 33% Figure 5.16 Housing population by type Figure 5.17 Housing type split $ 5M 4M Outcome 3M The proposed development 2M would produce an IRR of 1M Q3Y9 44.86% before tax and finance. The gross profit would be 0M Q3Y3 Q3Y11 $57,569,188 before tax and -1M finance. The project would take -2M fourteen and a half years and -3M would break-even in the third Figure 5.18 Quarterly cashflow quarter of year four. The charts below show the cashflow and 65M the cumulative cashflow for the 50M project. 40M 30M The cumulative cashflow shows how a developer would have to 20M fund a negative cashflow until 10M year four quarter three. After 0M Q3Y4 that period the project remains -5M -10M healthily positive. Q1Y1 Q1Y5 Q1Y10 Q1Y15 Figure 5.19 Cumulative cashflow - quarterly Vision and Strategies | Strategies 507 Seed Project - Development Model 5.1 Model Dashboard CONTEXT & VISION Development Dashboard Density Development Mix m2 Financial Measures Before Cost of Borrowing and Taxation Housing Outcome Gross Site Area 8.03 Ha Gross Developable Area                                 173,554 Gross development value         141,145,350 Low rise affordable pop                  493 Total affordable pop           2,696 Overall FAR 5.73 Neighbourhood Floor Area Ratio Actual Floor Area (Housing, Retail, Offices)                                 158,407 IRR 44.86% High rise affordable pop               2,203 Retained open space 62.27% Percentage of total site Residential Market Low Rise                                     1,755 Net Cash           57,569,188 68.88% Return Low rise market pop                  100 Parking spaces 698 Infrastructure Contributions ‐ Negotiated Planning Payments Residential Market High Rise                                   76,827 Break even date Q3Year 4 High rise market pop               3,841 Earthworks 100% Percent of the direct financial impact Residential Affordable Low Rise                                     4,930 Development Period 14.51 Years Total               6,638 Water 100% Percent of the direct financial impact Residential Affordable High Rise                                   29,376 Low rise  Cable / Fibre Ducts 100% Percent of the direct financial impact Retail Low Rise                                   43,659 affordable  pop Sewerage 100% Percent of the direct financial impact Retail High Rise                                         ‐ Cumulative Cashflow ‐ Quarters 7% Stormwater 100% Percent of the direct financial impact Office Low Rise                                     1,860 65,000,000 60,000,000 Roads 100% Percent of the direct financial impact Office High Rise                                         ‐ 55,000,000 Electricity 100% Percent of the direct financial impact Retail High Rise 50,000,000 Office High Rise Office Low Rise45,000,000 Bulk Infrastructure 100% Percent of the direct financial impact Residential  0% 0% 1% 40,000,000 Market Low Rise 35,000,000 1% 30,000,000 2 Community Infrastructure Levy $ /m 25,000,000 20,000,000 CIL Payment  25.00 Contribution  15,000,000 Retail Low Rise 10,000,000 CIL Income                                     3,960,240 5,000,000 28% Affordable Housing Subsidy % of market value 0 High rise  ‐5,000,000 Subsidy 100% Market Value ‐10,000,000 affordable  pop Total Subsidy                                   23,893,500 ‐15,000,000 33% 0 Q2Year 1 Q4Year 1 Q2Year 2 Q4Year 2 Q2Year 3 Q4Year 3 Q2Year 4 Q4Year 4 Q2Year 5 Q4Year 5 Q2Year 6 Q4Year 6 Q2Year 7 Q4Year 7 Q2Year 8 Q4Year 8 Q2Year 9 Q4Year 9 Q2Year 10 Q4Year 10 Q2Year 11 Q4Year 11 Q2Year 12 Q4Year 12 Q2Year 13 Q4Year 13 Q2Year 14 Q4Year 14 Q2Year 15 Q4Year 15 Housing subsidy per resident 8,861.92                                        High rise market pop Residential  58% Residential Affordable  Land Value Captured High Rise Market High  Residential Affordable Low Rise Rise Low rise market pop Original Land Value 2,971,248 19% 3% 48% 2% Total Land Value Captured 35,617,664 % of Original Land Value Captured 1198.74% Development Cost %  STRATEGIES Development Costs $ 0% 10% 20% 30% 40% 50% 60% 70% Earthworks                                 566,880 % Water                                 180,699 Earthworks 0.53% Cable / Fibre Ducts                                 108,419 Water 0.17% Sewerage                                   78,761 Cable / Fibre Ducts 0.10% Stormwater                                 272,883 Sewerage 0.07% Roads                              1,295,145 Stormwater 0.25% Electricity                              1,306,092 Roads 1.21% Total Construction Costs 68,880,750                             Electricity 1.22% Land Cost                               2,971,248 Total Construction Costs 64.09% CIL Payment                              3,960,240 Land Cost 2.76% Housing Subsidy                             23,893,500 CIL Payment 3.68% Bulk Infrastructure                              3,955,045 Housing Subsidy 22.23% Total Development Cost                         107,469,662 Figure 5.20 Ubungo Model Dashboard ECONOMIC IMPACT Implementation Land Value Capture We expect this project to be implemented by a Total land value capture of this development, excluding taxes is Development Corporation run by the City Council. calculated at $35.6m The benefits of this approach are several. The Development Corporation should be able to minimise Land value is captured in several ways: local conflicts of interest and ensure that the • Direct provision of housing and some community Transport Oriented Development fits the overall strategy facilities by developers as developer contribution. for the corridor. It will can take responsibility for the The developer will house a total of 2,696 people in IMPLEMENTATION GOVERNANCE & overall planning of the development and ensure that 34,306 m² of new accommodation. This would have a the infrastructure is in place and then auction the future market value of nearly $24m developments, ensuring that full costs are recovered, and planning conditions are met. This would help the • City Infrastructure Levy to contribute to new cashflow of developers making the schemes more bulk infrastructure and funding of Development attractive. Corporation. The developer is making a contribution of nearly $4 m. Based on a charge of $25 per m² • The developer is picking up all of the cost of site The affordable housing provided by the developer related infrastructure. This amounts to $3.8 m will be managed by the Development Corporation. PILOT PROJECTS It will let at affordable rents. Should there be any • The developer is contributing nearly $4 m towards surplus after maintenance then this will be invested in bulk infrastructure additional housing schemes elsewhere in the corridor. • In addition, the government will receive the CIL receipts will be also be used to support community normal Development Taxes and will increase the led developments in the corridor. It is also possible that formalisation of general property taxes. the National Housing Corporation could take a role in managing affordable housing. 508 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.1 Vision and Strategies | Strategies 509 5.1 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist impression of the Ubungo Hub © Broadway Malyan 510 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project A new Commercial Gateway Development at the Threshold of the City Centre, Capitalising on the Connectivity of This 3-Line Interchange Why is Gerezani important? Gerezani is planned to host the terminals of Dar’s first three BRT lines. This gives it potential to become a key catalyst for economic activity with its links to the expanding port, new airport terminal, the busy trading corridor of Morogoro Road and the new express connection to the south. Vision for new development The available land at Gerezani terminal provides an opportunity to accommodate dense mixed commercial office, retail and hotel floorspace to create a business and entrepreneurial hub with supporting residential development, including on - or off-site affordable housing, as a model for future gateway terminal developments. Vision and Strategies | Strategies 511 5.2 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist impression of the Gerezani Hub © Broadway Malyan 512 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project Establishing a Gateway to the City Centre Gerezani is a Gateway site, and a significant BRT interchange which - in the next 5 years - offers three key BRT lines and their respective feeder networks, giving unprecedented rapid access to a huge population catchment and employment area, all within 30 minutes travel. An Exemplar Transport Interchange The Phase 1 line provides connections to the City Centre and Kivukoni, to Morocco, Ubungo and Kimara. The Phase 2 line connects to the port activities and south down Kilwa Road to access the growing employment areas. The Phase 3 line connects through Buguruni to the new airport and the associated new economic areas. This is complemented by longer term aspirations for an improved commuter rail service and interchange, and links to existing dala dala and supporting transport. A Commercial Led Development These factors leverage the site and surroundings to offer real commercial potential and scope to increase the area’s economic performance and capacity, as a new urban hub. The development has significant scope for high density typologies for office, retail, hotel and residential space to meet demand and provide returns while setting new standards for development in the city. Showcasing High Quality Public Realm This will be manifest as a popular thriving walkable environment with distinctive, well-managed pedestrian environment. Vision and Strategies | Strategies 513 Key Project Objectives 5.2 Preliminary Targets Based on Land Uses and TOD Principles CONTEXT & VISION More Homes Economic Viability 2,000 Units Seeding wider economic growth More Jobs Future Flexibility A centre for employment and workplace Adapting to new markets and smart trends activity STRATEGIES Sustainability A More Resilient Economy Dense, walkable, smart development Diversified employment sectors at all levels optimising land and resources Cleaner Air Focused Investment Lower emissions, managed environment Tied into ongoing infra investment strategies ECONOMIC IMPACT Universal Access Aspirational Vision New access facilities for children, older people Setting new standards and fostering fresh and those with mobility issues trends for high quality urban development CBD Oyster Bay Downtown IMPLEMENTATION GOVERNANCE & Port Area Gerezani Station Rail PILOT PROJECTS 514 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project 7 6 4 1 1000 m 5m in 3 5 2 1 Figure 5.21 Gerezani Seed Project Site And Wider Context 1 Compliant TOD Land Uses 5 Realignment of Gerezani BRT terminal lies on the west edge of the downtown the Rail Truck within a consolidated urban area dating from the post war 2 Non-TOD Compatible 6 CBD Area era on land cleared for the BRT terminal. It is located near Land Uses the expanded port and is just north of Nyrere Road which 3 7 Rail Land Flood Plains connects the downtown with the airport. It flanks the city’s main commuter railway and the port freight line. A number of 4 substantial vacant parcels lie to the south of Gerez, which could Port Facilities be developed after seed project to regenerate the wider area. Much of the terminal comprises fenced Lindi Street market occupies the Existing BRT corridor streetscape suffers vacant land, which detracts from its use unmade footway flanking the from overcrowded and unmanaged as a busy terminal carriageway pavements, pedestrian safety issues as people wander into the road and BRT lanes, uncontrolled street trading, poor street frontage Vision and Strategies | Strategies 515 Gerezani Today 5.2 Informal Settlement BRT 6 6 BRT CONTEXT & VISION Karume Clothes Market BRT 1 1 BRT Central Rail Station BRT 3 Primary High School Girls Primary BRT 3 School School Gerezani BRT BRT 3 Station 1000m BRT 2 2 BRT Future Commuter STRATEGIES 5 Rail Stop m in Mixed Uses Residential BRT 2 Rail Line to be realign Oil Storages ECONOMIC IMPACT Figure 5.22 Existing Uses Existing / Planned Brt Routes Low - Mid Rise Residential Religious Railway (Planned) Mixed Use - Residential Wholesale Warehouse Under-Utilized Rail Land Institutional (Education) Industry Informal Settlement Retail Main Open Spaces 0 Informal Market500m 1km Hotel BRT Phase 1 250m Flood Risk Zone 750m BRT Phase 2 Commercial (Office) BRT Phase 3 BRT Station IMPLEMENTATION Community Facility GOVERNANCE & BRT Phase 6 Public Office Railway (Current) PILOT PROJECTS Lack of adequate public realm in Kiungani street promotes the occupation of automobiles 516 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project 07 04 Figure 5.23 Constraints & Opportunities, Corridor Level Constraints Existing BRT Phase 1 station operation dominates Informal trader stalls obstruct footways as over 01 05 the road frontage spill from Kariakoo market Consolidated mid-rise urban development Presence of local schools and smaller scale 02 constraints eastward expansion 06 trading / light industry 03 Extended pylon reserve on south side sterilises Railway corridor widening to accommodate a land and inhibits linkages 07 new route of more regular trains Street congested by mix of BRT, level rail 04 crossings, high levels of foot and road traffic Vision and Strategies | Strategies 517 Constraints & Opportunities 5.2 CONTEXT & VISION 05 01 06 02 01 02 04 05 06 STRATEGIES 04 07 03 ECONOMIC IMPACT Figure 5.24 Constraints & Opportunities, Study Area Opportunities BRT Phase 1 operation being extended to Scope for mixed commercial redevelopment 01 04 incorporate Phases 2 and 3 to create a local hub in support of port expansion IMPLEMENTATION GOVERNANCE & Land is a low-cost, unencumbered alternative to BRT site can incorporate dense integrated 02 05 the overheated downtown area development with apartments, shops, offices, hotels Chance to leverage private developer Plentiful vacant and under-utilised land to the 03 06 investment to deliver amenities and low cost south near Pugu Road homes PILOT PROJECTS 518 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project Aligned to City Strategies Dar es Salaam is undergoing a major transport The BRT station seed project is a catalyst for programme, with new roads, rail and transit a far more substantial “smart” business and systems being introduced within the decade. employment cluster on the edge of the CBD. This Gerezani is a major focus of this investment, would extend across the large areas of vacant land being located at the confluence of 3 key BRT lines. between the railway and Pugu Road, as a tongue Land redevelopment to support new economic of development connecting Gerezani with the city activity is an effective way to recoup value from centre. transit investment, by applying TOD principles. Its connectivity makes Gerezani a key candidate for new high density commercial redevelopment. Critical to the success of its redevelopment is the availability of vacant land. 3 Ha of BRT Interchange land 3 Ha of vacant land Aerial photo of the current Gerezani site © Broadway Malyan Vision and Strategies | Strategies 519 Seed Project - Urban Framework 5.2 BR T PH A CITY SE 1 SE 3 Kariakoo CONTEXT & VISION PHA TERPRISE HUB CEN Market Y EN BR T 01 A TR W TE EB I GA * US BR T AN Rehabilitated Msimbazi Rive r Park P HA IN Neighbourhood SS E SE 1 DI Z ST DAL TRANSPORT BR T RE RIC PHA MO SE 2 I I T GE 07 T AR EA NT UL TA RT S TIO 02 * GEREZANI M ERCH * B N BR TP HA * * * ANGE SE 3 R AIL 3 09 HA SE KEY AXIS VIEW CO M BR T P * MU E A DAL ST A OP T R 04 DAL ARK ET * BR TP HA SE * STRATEGIES LM 2 RMA 03 FO S E3 HA TP High density Fringe BR * Future Regeneration 05 Area 08 05 BR T PH A SE 06 Regen 2 er at ion ea A Rehabilitated ECONOMIC IMPACT r Neighbourhood 0 500m 1km Figure 5.25 Gerezani Development Framework 250m 750m 01 1km Expanded Catchment area to Serve Phase 1 Study Area Future Critical Mass Location Mid Rise Residential 02 Current Railway Central Station Mid - High Rise Residential Possible Future Regeneration Area for Mixed Mid - High Mixed Uses IMPLEMENTATION 03 Uses Development with Relocation of New GOVERNANCE & Central Railway Passenger Station Institutional Commercial (Offices) 04 Prestige Landmark Retail 05 Non-TOD uses (Under-Utilising the Transit Service). Main Open Spaces This land Could be Possibly Acquired as part of the Strategy to Regenerate and Maximise the Central Value Key Links for Mixed uses Real Estate and Density Increase Key Movement Corridor 06 Railway Realignment to Maximise the land Opportunity for Development BRT Phase 1 BRT Phase 2 07 Improved Education Facilities / Training Campus BRT Phase3 Future high-end Business Community Railway (Current & Planned) PILOT PROJECTS 08 Landmark / Key Buildings 09 Mid-High Density Hub Site As Air-Rights Opportunity To Obtain Value, Ensure Anchor Points Smooth Interconnectivity And Attain Maximum Density. Active Frontages 520 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project The following spreads represent a potential design framework for Gerezani. This piece of work fulfils the ambitions and needs that this City Gateway deserves. 10 17 Adjacent Schools 12 Create pedestrian links with Uhuru Street for better permeability 11 13 06 18 19 05 Ms 14 im 01 ba 20 iSz t 1 01 t h ase di S TP Lin BR 02 21 16 ase 3 BRT Ph 16 21 02 22 03 04 15 16 23 22 e2 Phas Rail Zone BRT 08 07 24 08 23 24 Figure 5.26 Possible layout of the Gerezani Hub MOBILITY PUBLIC REALM URBAN FORM 01 BRT Phase 1 Station (Existing) 10 Welcome Plaza 17 High Rise Landmark Building (Offices) 02 BRT Phase 2 & 3 Interchange 11 Gathering Plaza 18 Mixed-use Block (Residential, Hotel Retail) 03 BRT Phase 2 Access 12 Outdoor Market 19 Landmark Building (Retail) 04 BRT Phase 3 Access 13 Central Plaza 20 Mixed Use Block (Residential, Offices on Podium) 05 Taxi Pick Up Area 14 BRT Phase 1 Plaza 21 Residential on Parking Podium 06 Bajajis Pick Up / Drop off Area 15 Community Plaza 22 Community Facilities 07 Vehicular Drop off Area 16 Central Pedestrian Link 23 Residential Development 08 On Street Parking 24 Work live Units Vision and Strategies | Strategies 521 5.2 Potential Train Vehicular Drop off Passenger Stop CONTEXT & VISION Bajajis Taxi Pick up Street Market STRATEGIES Figure 5.27 Gerezani Hub - Land Uses ECONOMIC IMPACT Transport Key Vehicular Routes Active Frontages Community / Civic Railway Key Pedestrian Link Kiosks Landmark Building Hotel on Retail Development Residential Live / work units IMPLEMENTATION GOVERNANCE & Potential Pedestrian Connection to Railway BRT Interchange Gathering Plaza PILOT PROJECTS Admin Building Figure 5.28 Gerezani Hub - 3D Massing 522 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project G1 G2 T1 G3 G4 G5 Development Area Boundary Plot Boundary 0 25 m 50 m 100 m 200 m Total Development 6,000 sqm 8,000 sqm 11,700 m² Development Area Transport Uses Population 2,000 1,200 sqm OPEN SPACE New Homes 41,500 sqm 12,750 sqm Commercial Uses Amenities The plan above shows how the site There may be subsequent scope to Gerezani at Gerezani area could be segmented undertake “air rights” development of seed project - as a series of development phases, the terminals T1 where interest in the parcelisation undertaken as separate lots, from G1 to area outstrips demand for the local land G5, with respective quantities by parcel supply. shown right. Vision and Strategies | Strategies 523 5.2 CONTEXT & VISION Plot G5 Plot G4 Plot Area (m²) 5,700 Plot Area (m²) 2,450 Plot Coverage 40% Plot Coverage 20% FAR 4.10 FAR 0.45 Floors 5 - 10 Floors 1-3 Parking / Parking / 0.625 - 0.075 0.625 - 0.075 Plot T1 100m² 100m² Main Land Use Residential Main Land Use Community Plot Area (m²) 5,400 Land Use Mix 75% - Residential Land Use Mix 100% - Plot Coverage 40% 20% - Offices Community STRATEGIES FAR 7.20 5% - Retail Floors 20 - 10 Parking / 100m² 0.625 - 0.075 Main Land Use Offices Land Use Mix 50% - Offices 40% - Hospitality 10% - Retail ECONOMIC IMPACT Plot G3 Plot Area (m²) 3,500 Plot Coverage 40% IMPLEMENTATION GOVERNANCE & FAR 4.10 Floors 5 - 10 Parking / 0.625 - 0.075 100m² Main Land Use Residential Plot G2 Land Use Mix 70% - Residential Plot Area (m²) 4,950 15% - Offices 15% - Retail Plot Coverage 40% FAR 4.75 Plot G1 Floors 8 - 15 Plot Area (m²) 5,400 Parking / 0.625 - 0.075 Plot Coverage 40% 100m² FAR 7.20 Main Land Use Offices PILOT PROJECTS Floors 10 - 20 Land Use Mix 40% - Offices Parking / 30% - Retail 0.625 - 0.075 30% - 100m² Residential Main Land Use Offices Land Use Mix 50% - Offices 40% - Hospitality 10% - Retail 524 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project Land Use Transport The development mix illustrated below includes a range of commercial, Offices residential and civic community uses. Hospitality There is considerable scope for land value capture to include affordable Retail housing, low cost retail and work premises, high quality public realm and Residential other benefits. Residential & Offices Community / Civic Delivery It is recommended a Master Developer supply of power, water, sanitation be appointed by the stakeholder systems and telecommunications. group to oversee and deliver the Appointed developers would construct project. This would parcel the land each parcel, including parking and with development codes, as a basis enabling works, under license from the Phase 1 for auctioning each parcel in sequence stakeholders. or as a whole. The parcels would be Phase 2 developed with the appropriate level Phase 3 of utility servicing to ensure reliable Public Realm Transport The public areas between parcels will be established by the master developer, Railway including access, streetscape, key utility Key Vehicular Routes services, lighting and drainage. Key Pedestrian Link Active Frontages Kiosks Community / Civic Vision and Strategies | Strategies 525 5.2 CONTEXT & VISION Land Use STRATEGIES ECONOMIC IMPACT Phasing VEHICULAR DROP OFF IMPLEMENTATION GOVERNANCE & TRAIN STATION COMMUNITY PLAZA PEDESTRIAN LINK BRT 2 BRT 3 CENTRAL PLAZA PILOT PROJECTS BAJAJIS STREET MARKET TAXI PICK UP Public Realm Figure 5.29 Gerezani Hub - Land Use, Phasing & Public Realm BRT 1 526 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project Gerezani area happens to be a main attractor for The district is highly permeable and ensures direct and travellers across the metropolitan area and hosts a seamless connections between BRT, feeder, railway variety of functions, among which the most important stops and commercial activities. Private vehicles market area of the city as well as extensive unbuilt areas (including taxi) accessibility is limited to the western in close proximity to the existing railway and BRT lines. plots via Lindi Street from Shauri Moyo Street, while public transport can access the terminal core also from The principal road framework grants high accessibility Msimbazi Street. Vehicular egress takes place also from and circulation to the area, through a secondary Lindi Street only, which is kept one way to better direct road network serving in and around the city centre. traffic flows and avoid conflicts with public transport. According to the proposed connectivity framework, an inner network of local roads will provide the necessary Two vehicular drop-off, located close to the terminal infrastructure for the inner movements of motorised and area and main attractors, provide the necessary space non-motorised users. for kiss&ride and taxi stands. Servicing to the mix used development will be managed in dedicated internal The site is directly served by Gerezani terminal loading areas to preserve the surrounding pedestrian station of Phase 1 BRT corridor and in the future and transit environment and avoid traffic disruption. by Phases 2 and 3. The station area comprises The access to the dedicated space will be allowed only also a centralised dala dala terminal that will be to light vehicles during off-peak hours. transformed into a feeder bus terminal with the full reorganization of the city public transport. The massive enhancement of the actual infrastructure and station of the commuter railway line, which is located within walking distance from the building plots, will provide further connectivity to the area. Gerezani Transport Plan Vehicular Accessibility Vehicular Access & Egress BRT Phase 1, 2 & 3 Circulation Feeder Lines Circulation P B BRT Terminal T P Feeder Terminal P Phase 1 P Destination Parking P Phase 2 P Shopping Mall Parking P Phase 3 Surface Parking (Visitors & Disable) T Loading Bays P T Taxi drop off and Pick Up B Bajaji & Boda Boda drop off and pick up Point Figure 5.30 Gerezani Hub - Transport Plan Vision and Strategies | Strategies 527 Seed Project - Mobility & Parking 5.2 CONTEXT & VISION A system of bicycle lanes provides an easy and seamless It is also essential to recognise that conditions vary connection to the long term bicycle parking and to significantly in different parts of the city. Dar es Salaam’s the inner road network. The first stretch of Lindi Street city centre enjoys good public transport accessibility, provides space for two bicycle lanes, one per direction, and experiences substantial pressures on available while the final part has a reduced section and a single land. In view of this, an area-based approach has bicycle lane. On local road, the limited traffic flow allows been adopted, by minimizing as much as possible the bicycles to travel on street. Dedicated paths and the parking provision of the site in order to unlock more completely pedestrianized core area improve pedestrian space for public realm and create a liveable pedestrian accessibility from Msimbazi and Uhuru Street. environment. No on street parking space is provided in the area and parking requirements are limited to the Given the high footfall in the area, the main pedestrian STRATEGIES minimum values. crossing points should feature a proper signalling system with user-activated crosswalks and countdown Destination and visitors parking for the residential and clocks (mainly on Msimbazi Street). Main intersections commercial component is limited to specific areas are proposed to be redesigned in order to minimize located in the back of the plot or to small podium conflict points between active travellers and cars (corner parking facilities. The mixed-use development will have islands, kerb bulbs, ramps lined up with footpaths, etc). a dedicated on podium parking facilities with about 250 parking spaces. Since the parking provision is reduced, there is no need to build any underground parking facility, which would also increase construction costs ECONOMIC IMPACT and reduce the development feasibility. Gerezani Soft Mobility Plan Main Pedestrian Connections Bicycle Lanes IMPLEMENTATION GOVERNANCE & Bicycle Circulation P Long Term Bike Parking P P Bike Racks PILOT PROJECTS P P P Figure 5.31 Gerezani Hub - Soft Mobility Plan 528 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project Gerezani Today (Before) Gerezani appears as a chaotic environment that is not fulfilling its true potential. Elevated cables clutter the station area Hi pu Unlicensed traders occupy restricted paved space slowing pedestrian movement Vision for Gerezani (After) The BRT Phase 1 station area would benefit from better urban structure and street management to establish its new role as hub for business activity associated with the nearby port. Street trees retained for shade and texture Wider footways to allow unobstructed pedestrian movement Vision and Strategies | Strategies 529 Seed Project - Key Elements 5.2 CONTEXT & VISION Unmanaged street trading stalls obstruct footfall and movement at this junction igh fencing creates poor ublic realm interface Lack of adequate public realm STRATEGIES promotes the occupation by cars / motorbikes ECONOMIC IMPACT Photo of the existing conditions at the Gerezani Hub, along the BRT Corridor Mix of floorspace including offices, hotels, civic activities IMPLEMENTATION Development includes GOVERNANCE & residential apartments PILOT PROJECTS Licensed market stalls to New development with meet a enhanced retail active retail frontage standards Artist impression of the Gerezani Hub along the BRT Corridor © Broadway Malyan 530 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project Methodology The model uses a discounted cashflow including development costs and property values to calculate the Internal Rate of Return (IRR) to the developer. All calculations are before interest payments and tax as these components require specialist financial advice. The results of this modelling exercise do not constitute investment advice but are intended to illustrate an approach to options appraisal and business case development. The model is blind as to whether developer is a public or private sector developer and assumes that the developer is paying for land. Land that is clearly exclusively for BRT use has been exclude from the land price. This approach allows for the examination of the potential for Land Value Capture in three respects: • A variable, developer, contribution to site infrastructure and bulk infrastructure (city-wide needs) • A developer contribution in the form of affordable housing to be built and given to third parties to operate • A developer contribution in the form of a City Infrastructure Payment to subsidise more affordable housing and infrastructure elsewhere in the Corridor. The Scheme The Gerezani scheme is built in an area adjacent to the existing terminal. Figure 5.32 & Figure 5.33 summarise the proposed development mix. Residential Development Mix Affordable High Rise 8% Land use category GFA (m²) % Pop Units Residential Market 20,005 30% 1,000 167 Retail High Rise High Rise Office High Rise 18% Residential Affordable 44% 5,001 8% 375 63 High Rise Retail Low Rise 162 0% - - Residential Market High Rise Retail High Rise 11,578 18% - - 30% Office High Rise 8,756 44% - - TOTAL 65,502* 100 1,375 229 * GFA excludes parking areas, hospitality and Community facilities Figure 5.32 Proposed Development Mix Figure 5.33 Development Mix, Percentage Split Vision and Strategies | Strategies 531 Seed Project - Development Model 5.2 CONTEXT & VISION Phasing The scheme has been phased considering proposed additions to the City’s BRT network. Figure 5.34 shows the phasing. 25,000 20,000 15,000 STRATEGIES 10,000 5,000 0 Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y11 Y12 Y13 Y14 Y15 Figure 5.34 Phasing GFA (sqm) per year ECONOMIC IMPACT Development % Mix by Year Parcel Land Use 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Code IMPLEMENTATION GOVERNANCE & Retail, Offices, G1 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Hospitality, Parking Residential Market, G2 Residential Affordable, 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Retail, Offices, Parking T1-a Retail, Transport 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Residential Market, G3 Residential Affordable, 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% Retail, Offices, Parking G4 Community, Parking 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% T1-b Retail, Transport 10% 25% 30% 25% 10% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Residential Market, G5 Residential Affordable, 0% 0% 0% 0% 0% 0% 0% 10% 25% 30% 25% 10% 0% 0% 0% retail, Offices, Parking PILOT PROJECTS T1 - c Retail, Transport 0% 0% 0% 15% 35% 35% 15% 0% 0% 0% 0% 0% 0% 0% 0% Figure 5.35 Proposed Phasing 532 BRT Phase 1 Corridor Development Strategy | Vision and Strategies 5.2 Gerezani Pilot Project Affordable Housing The new housing on in the development will accommodate 1,375 people. The housing population split will be as follows: Development Mix Household Area Population Units Affordable High Rise Residential Market High Rise 120 1,000 167 27% Residential Affordable High Rise 80 375 63 Market High Rise 73% Figure 5.36 Housing population by type Figure 5.37 Housing type split Outcome 5M The proposed development 4M would produce an IRR of 3M 48.41% before tax and finance. 2M The gross profit would be $45,845,519 before tax and 1M Q4Y3 finance. The project would take 0M fourteen and a half years and -1M would break-even in the fourth quarter of year three. The charts -2M below show the cashflow and -3M the cumulative cashflow for the project. Figure 5.38 Quarterly cashflow The cumulative cashflow shows 50M how a developer would have 40M to fund a negative cashflow until year four quarter four. After 30M that period the project remains healthily positive. 20M 10M Q4Y4 0M -5M -10M Q1Y1 Q1Y5 Q1Y10 Q1Y15 Figure 5.39 Cumulative cashflow - quarterly Vision and Strategies | Strategies 533 Seed Project - Development Model 5.2 CONTEXT & VISION Model Dashboard Development Dashboard 2 Density Development Mix m Financial Measures Before Cost of Borrowing and Taxation Housing Outcome Gross Site Area 3.03 Ha Gross Developable Area                                  104,883 Gross development value        105,061,990 Low rise affordable pop                   ‐ Total affordable pop 375                        Overall FAR 3.46 Neighbourhood Floor Area Ratio Actual Floor Area (Housing, Retail, Offices)                                    65,502 IRR 48.41% High rise affordable pop                  375 Retained open space 0.00% Percentage of total site Residential Market Low Rise                                          ‐ Net Cash          45,845,519 77.42% Return Low rise market pop                   ‐ Parking spaces 595 Infrastructure Contributions ‐ Negotiated Planning Payments Residential Market High Rise                                    20,005 Break even date Q4Year 4 High rise market pop               1,000 Earthworks 100% Percent of the direct financial impact Residential Affordable Low Rise                                          ‐ Development Period 14.01 Years Total               1,375 Water 100% Percent of the direct financial impact Residential Affordable High Rise                                      5,001 Cable / Fibre Ducts 100% Percent of the direct financial impact Retail Low Rise                                           162 Low rise affordable  pop Cumulative Cashflow ‐ Quarters 0% Sewerage 100% Percent of the direct financial impact Retail High Rise                                    11,578 Stormwater 100% Percent of the direct financial impact Office Low Rise                                          ‐ 50,000,000 Roads 100% Percent of the direct financial impact Office High Rise                                    28,756 45,000,000 40,000,000 Electricity 100% Percent of the direct financial impact High rise  35,000,000 Bulk Infrastructure 100% Percent of the direct financial impact Residential  affordable  pop 30,000,000 Market Low Rise Residential  25,000,000 27% 0% Market High  2 20,000,000 Community Infrastructure Levy $ /m Rise 15,000,000 30% CIL Payment  10.00 Contribution  10,000,000 CIL Income                                          839,067 5,000,000 0 Affordable Housing Subsidy % of market value Residential  ‐5,000,000 Affordable Low  Subsidy 100% Market Value ‐10,000,000 Rise Total Subsidy                                      2,750,704 0% ‐15,000,000 Q2Year 14 Q4Year 14 Q2Year 15 Q4Year 15 Q2Year 12 Q4Year 12 Q2Year 13 Q4Year 13 Q4Year 11 Q2Year 8 Q4Year 8 Q2Year 9 Q4Year 9 Q2Year 10 Q4Year 10 Q2Year 11 Q2Year 7 Q4Year 7 Q4Year 3 Q2Year 4 Q4Year 4 Q2Year 5 Q4Year 5 Q2Year 6 Q4Year 6 Q2Year 1 Q4Year 1 Q2Year 2 Q4Year 2 Q2Year 3 0 Housing subsidy per resident 7,333.33                                          Residential Affordable  Office High Rise High Rise STRATEGIES 44% Land Value Captured 8% Retail Low Rise Original Land Value 1,121,063 Retail High Rise 0% Office Low Rise Low rise market pop 18% 0% 0% Total Land Value Captured 6,154,096 High rise market pop % of Original Land Value Captured 548.95% Development Cost %  73% Development Costs $ 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Earthworks                                  213,886 % Water                                    68,179 Earthworks 0.35% Cable / Fibre Ducts                                    40,907 Water 0.11% Sewerage                                    29,717 Cable / Fibre Ducts 0.07% Stormwater                                  102,960 Sewerage 0.05% Roads                                  488,663 Stormwater 0.17% Electricity                                  492,793 Roads 0.80% Total Construction Costs                            54,692,016 Electricity 0.81% Land Cost                               1,121,063 Total Construction Costs 89.89% CIL Payment                                  839,067 Land Cost 1.84% Housing Subsidy                              2,750,704 CIL Payment 1.38% Bulk Infrastructure                              1,127,221 Housing Subsidy 4.52% Total Development Cost                            60,839,954 Figure 5.40 Gerezani Model Dashboard ECONOMIC IMPACT Implementation Land Value Capture We expect this project to be supervised by the City Total land value capture of this development, excluding Council and the local municipality to ensure that taxes is calculated at $4.5m it complied with the principles of TOD and that the Land value is captured in several ways: developer honours commitments attached to planning consent. We expect the non-transport elements of the • Direct provision of housing and some development will be undertaken by private developers. community facilities by developers as developer contribution. The developer will house a total of The affordable housing provided by the developer will be IMPLEMENTATION 375 people in 5,001 m² of new accommodation. GOVERNANCE & managed by the Not for Profit Housing Companies and This would have a market value of nearly $2.7m will let at affordable rents. It is possible that the National Housing Corporation could also take on this role. • The developer is picking up all of the cost of site related infrastructure. This amounts to approximately $1.4m • The developer is contributing nearly $ 839,067 towards bulk infrastructure. • In addition, the government will receive the normal Development Taxes and will increase the PILOT PROJECTS formalisation of general property taxes. 534 BRT Phase 1 Corridor Development Strategy | Vision and Strategies Vision and Strategies | Strategies 535 CONTEXT & VISION STRATEGIES ECONOMIC IMPACT IMPLEMENTATION GOVERNANCE & PILOT PROJECTS Artist impression of the Gerezani Hub © Broadway Malyan 536 BRT Phase 1 Corridor Development Strategy | Index  Index 537  Index Abbreviations & Figure Index 538 BRT Phase 1 Corridor Development Strategy | Index  Abbreviations Abbreviations Abbreviations AADD Annual Average Daily Demand GFA Gross Floor Area AADD Annual Average Daily Demand GFI Geomorphic Flood Index AADF Annual Average Daily…… GIA Gross Internal Area AADF Annual Average Daily Flow GIS Geographic Information System AAR GLA Gross Lettable Area ARP Area Redevelopment Plan IFC International Finance Corporation ARPA Area Redevelopment Plan Authority IND Industrial BRT Bus Rapid Transit INFRA Infrastructure Commission for Architecture IRR Internal Rate of Return CABE and the Built Environment IT Information Technology CBD Central Business District Institute for Transportation and ITDP CBO Community Benefit Organisation Development Policy CC Creative Commons Sitation JICA Japan International Cooperation Agency CDS Corridor Development Strategy JLL Jones Lang Lasalle CIL City (or community) Infrastructure Levy JOSHCO Johannesburg Social Housing Company CIV Civic JPH Jops per Hectare CSC Civic Service Centre KM Kilometres CSIR Council of Scientific and Industrial Research LFF Local Finance Facility DART Dar Rapid Transport Agency LVC Land Value Capture Dar es Salaam Water and MAX Maximum DAWASA Sewerage Authority MC Municipal Council Dar es Salaam Water and DAWASCO MDA Master Developer Agreement Sewerage Corporation MF Multi-Family DCC Dar City Council MFS Mobile Financial Services Dar es Salaam Metropolitan DMDP MIC Mobility in Chain Development Project DPH Dwellings per hectare Meetings, Incentives, Conferences MICE and Exhibitions DRDC DRC - Democratic Republic of Congo MIN Minimum DRT Development Rights Transfer MIT Ministry of Trade and Investment DSM Dar es Salaam ML Mega Litre DUTA Dar es Salaam Urban Transport Authority Ministry of Lands, Housing and EPZA Export Processing Zone Authority MLHHSD Human Settlements Development F&B Food and Beverage MOFP Ministry of Finance and Planning FAR Floor Area Ratio (also know as Plot Ratio) MOHAS Ministry of Home Affairs and Security FDI Foreign Direct Investment Ministry of Works, Transport MOWTC GDP Gross Domestic Product and Communications Index 539  Abbreviations Abbreviations MRT Mass Rapid Transit SUDS Replace with SUDs in document MU Mixed Use SUF Slum Upgrade Facility MV Mega Volt Surface and Marine Transport SUMATRA Regulatory Authority MVA Mega Volt Amp TEMA/Ashairman Metropolitan NBS National Bureau of Statistics TAFSUS Slum Upgrading Fund NGO Non-Governmental Organisation TANESCO Tanzania Electricity Supply Company NHC National Housing Corporation TANROADS Tanzania National Roads Agency NMT Non-motorised Transport TAWLAT Tanzania Women Land Access Trust NPP Negotiated Planning Payments TBC Remove (Hopefully Carmen has done this) NSSF National Social Security Fund TEZ Transit Economic Zone OS Open Space TIC Tanzania Investment Centre PHF Peak Hour Factor TN Transit Neighbourhood The President’s Office Regional PO-RALG TOD Transit Oriented Development Administration and Local Government TRA Tanzania Revenue Authority PPH People per Hectare TRL Tanzania Rail Limited PPP Public-Private Partnership Tanzania Telecommunications PT Public Transport TTCL Company Limited PTAL Public Transport Accessibility Level UDSM University of Dar es Salaam PWC Price Waterhouse Cooper UK United Kingdom R&D Research & Development UN United Nations RAHCO Reli Assets Holding Company US United States (of America) REIT Real Estate Investment Trust USA United States of America RESI Residential USD United States Dollars RFB Roads Fund Board USO Portuguese - delete from diagram RFP Request for Proposal VA Volt Amp RFQ Request for Quotation VAT Value Added Tax ROW Right of Way VPO Vice President’s Office SEZ Special Economic Zone WB World Bank SF Single Family WHC Watumishi Housing Corporation SGR Standard Gauge Railway WHO World Health Organisation SME Small-Medium Enterprise WWTW Waste Water Treatment Works SP Seed Project STP Sewerage Treatement Plant SUD Sustainable Urban Drainage SUDP Strategic Urban Development Plan 540 BRT Phase 1 Corridor Development Strategy | Index  Figure Index Strategies page 68  Figure 2.0.1 Development Framework - (Broadway Malyan) page 70  Figure 2.0.2 Development Framework - Character Areas (Broadway Malyan) page 73  Figure 2.0.3 City Zoning - (Broadway Malyan) Strategies - Urban Planning page 79  Figure 2.1.1 Land Use Zoning - (Broadway Malyan) page 86  Figure 2.1.2 Land Use Distribution Comparison - (Broadway Malyan) page 87  Figure 2.1.3 Proposed Residential Population, GFA & Units - (Broadway Malyan) page 87  Figure 2.1.4 Proposed Land Use Zoning, Residential Uses - (Broadway Malyan) page 89  Figure 2.1.5 Proposed Net Residential Density - (Broadway Malyan) page 91  Figure 2.1.6 Proposed Population Density Change - (Broadway Malyan) page 93  Figure 2.1.7 Proposed Commercial floorspace (GFA) per Zone - (Broadway Malyan) page 93  Figure 2.1.8 Proposed Land Use Zoning, Employment Uses - (Broadway Malyan) page 94  Figure 2.1.9 Proposed Net Employment Density - (Broadway Malyan) page 95  Figure 2.1.10 Formal Employment Totals per Zone - (Broadway Malyan) page 96  Figure 2.1.11 Location of Street Vendors - (Broadway Malyan) page 98  Figure 2.1.12 Existing Street Vendors Mapping - Gerezani Terminal (Broadway Malyan) page 100  Figure 2.1.13 Existing Street Vendors Mapping - Manzese Station (Broadway Malyan) page 102  Figure 2.1.14 Existing Vendors - Types of Goods Sold (Broadway Malyan) page 103  Figure 2.1.15 Requirements for Informal Traders - (Adapted from Transit Oriented Development from Mexico City, MIT 2016 ) page 104  Figure 2.1.16 Street Vendors Types of Goods Sold (Broadway Malyan) page 105  Figure 2.1.17 Proposed Station Core Zones and Market Hubs (Broadway Malyan) page 106  Figure 2.1.18 Proposed Net Activity Density - (Broadway Malyan) page 108  Figure 2.1.19 Plot guidelines for residential and mixed use development parcels page 109  Figure 2.1.20 Proposed Average Building Height Zoning - (Broadway Malyan) page 110  Figure 2.1.21 Dual aspect block, configured as paired single aspect units page 110  Figure 2.1.22 Apartment block configured with ground floor maisonette unit page 110  Figure 2.1.23 Dual aspect unit within an apartment page 111  Figure 2.1.24 Public vs Private Space page 116  Figure 2.1.25 Typology A - Perspective View page 117  Figure 2.1.26 Typology A - Dimensions & Setbacks Plan page 118  Figure 2.1.27 Typology B - Perspective View Index 541  page 119  Figure 2.1.28 Typology B - Dimensions & Setbacks Plan page 120  Figure 2.1.29 Typology C - Perspective View page 120  Figure 2.1.30 Typology C - Section AA with Max. Height page 121  Figure 2.1.31 Typology C - Dimensions & Setbacks Plan page 121  Figure 2.1.32 Typology C - Section BB with Max. Height page 122  Figure 2.1.33 Typology D - Perspective View page 122  Figure 2.1.34 Typology D - Section AA with Max. Height page 123  Figure 2.1.35 Typology D - Dimensions & Setbacks Plan page 123  Figure 2.1.36 Typology D - Section BB with Max. Height page 124  Figure 2.1.37 Typology E - Perspective View page 124  Figure 2.1.38 Typology E - Section AA with Max. Height page 125  Figure 2.1.39 Typology E - Dimensions & Setbacks Plan page 125  Figure 2.1.40 Typology E - Section BB with Max. Height page 126  Figure 2.1.41 Typology F - Perspective View page 126  Figure 2.1.42 Typology F - Section AA with Max. Height page 127  Figure 2.1.43 Typology F - Dimensions & Setbacks Plan page 127  Figure 2.1.44 Typology F - Section BB with Max. Height page 128  Figure 2.1.45 Illustration of typical low density residential block in Dar es Salaam page 130  Figure 2.1.46 Reorganisation and consolidation of urban block to facilitate higher density development page 131  Figure 2.1.47 Massing model of existing condition page 132  Figure 2.1.48 Existing plots layout FAR 0.55 page 132  Figure 2.1.49 Proposed amalgamated plots with FARs 3.0 - 6.5 page 132  Figure 2.1.50 Example Massing to meet strategy standards page 142  Figure 2.1.51 Open Space Provisions page 143  Figure 2.1.52 Proposed Recreation & Open Space Strategy - (Broadway Malyan) 542 BRT Phase 1 Corridor Development Strategy | Index  Figure Index Strategies - Transport & Connectivity page 151  Figure 2.2.1 Integrated network design principles (© Mobility In Chain). page 153  Figure 2.2.2 Levels of the road hierarchy (© Mobility In Chain) page 154  Figure 2.2.3 Arterial roads (© Mobility In Chain). page 154  Figure 2.2.4 Collector roads (© Mobility In Chain). page 154  Figure 2.2.5 Tertiary roads (© Mobility In Chain). page 155  Figure 2.2.6 Overall proposed road network length by hierarchy level (© Mobility In Chain). page 156  Figure 2.2.7 Road Hierarchy (© Mobility In Chain) page 159  Figure 2.2.8 Complete streets handle much higher flows than car-centric ones, if the number of people moved is considered instead of vehicular capacity (© Mobility In Chain). page 159  Figure 2.2.9 Features of different road hierarchy levels (© Mobility In Chain). page 162  Figure 2.2.10 RoW Hierarchy (© Mobility In Chain). page 164  Figure 2.2.11 Transit and vehicular enhanced secondary arterial roads in the planned road network (© Mobility In Chain). page 166  Figure 2.2.12 Transit and vehicular enhanced collector roads in the planned road network. page 168  Figure 2.2.13 Tertiary roads in the planned road network (© Mobility In Chain). page 172  Figure 2.2.14 Finding the balance between the need for high connectivity and containing land consumption. page 173  Figure 2.2.15 Possible applications of intersection typologies. page 174  Figure 2.2.16 Road network intersections (© Mobility In Chain). page 176  Figure 2.2.17 Distance between intersection at the different hierarchy levels. page 180  Figure 2.2.18 Public transport Level I (© Mobility In Chain) page 181  Figure 2.2.19 Public transport Level II (© Mobility In Chain) page 181  Figure 2.2.20 Public transport Level III (© Mobility In Chain) page 187  Figure 2.2.21 BRT Interchange Station - Connecting the modes (© Mobility In Chain). page 189  Figure 2.2.22 Considering a 250 m walking distance, the feeder buses network helps extending the impact of the BRT network to non-directly accessible areas. page 190  Figure 2.2.23 Summary of the main features and performance of the transport levels page 192  Figure 2.2.24 Phase 1 public transport network (© Mobility In Chain). page 194  Figure 2.2.25 Full implementation of public transport network within the BRT Phase 1 Corridor Development Area - Map of high frequency services (© Mobility In Chain) page 198  Figure 2.2.26 Greenway network: Protected cycle tracks serve the primary roads, bike lanes densify the network on collector roads and additional pedestrian & cycle trails run along green corridors and rivers. page 199  Figure 2.2.27 Cycle network: Dedicated parking facilities at different BRT station typologies page 201  Figure 2.2.28 Superblocks of Barcelona: Overall view and circulation scheme page 202  Figure 2.2.29 Greenway network hierarchy and typologies - (© Mobility In Chain) page 205  Figure 2.2.30 Parking and vehicular access: current condition vs. proposed TOD development strategy (© Mobility In Chain) page 207  Figure 2.2.31 Relation between parking requirements (min. and max.) and traffic growth page 208  Figure 2.2.32 PTAL - Public Transport Accessibility level, Transport for London Index 543  page 208  Figure 2.2.33 Demand based pricing strategy at the corridor and node scale page 209  Figure 2.2.34 Parking strategy for mono-functional developments (© Mobility In Chain) page 210  Figure 2.2.35 Parking strategy for mixed-use developments - exploiting occupancy profiles of different landuse functions (© Mobility In Chain) page 210  Figure 2.2.36 Mixed use developments encourage cross visitation and minimize the overall parking provision (© Mobility In Chain). page 211  Figure 2.2.37 Public District parking configuration in urban block around station area (© Mobility In Chain) page 212  Figure 2.2.38 Parking and access strategy at the node scale (© Mobility In Chain) page 213  Figure 2.2.39 Servicing through the local road network (© Mobility In Chain). page 214  Figure 2.2.40 Proposed Gross Floor Area - Median page 215  Figure 2.2.41 Land use rates for the definition of the population model page 216  Figure 2.2.42 Total provision of residents within the Corridor Development area page 216  Figure 2.2.43 Total provision of workers within the Corridor Development area page 217  Figure 2.2.44 Total provision of visitors within the Corridor Development area page 218  Figure 2.2.45 Daily Occupancy Profile, Residents page 218  Figure 2.2.46 Daily Occupancy Profile, Workers page 218  Figure 2.2.47 Daily Occupancy Profile, Visitors page 219  Figure 2.2.48 Future Modal Share (MIC assumption) page 219  Figure 2.2.49 Occupancy Rates for each transport mode (MIC assumption) page 220  Figure 2.2.50 Motorised Trips loading the network in AM and PM peak hours page 220  Figure 2.2.51 AM Peak - Outbound trips page 220  Figure 2.2.52 AM Peak - Inbound Trips page 221  Figure 2.2.53 Total Trips by Mode page 221  Figure 2.2.54 PM Peak - Inbound Trips page 221  Figure 2.2.55 PM Peak - Outbound Trips page 221  Figure 2.2.56 Total Vehicle Trips page 222  Figure 2.2.57 Station typologies along BRT Phase 1 Corridor page 223  Figure 2.2.58 Maximum Parking Rates for the definition of the parking demand for each land use type page 223  Figure 2.2.59 Minimum Parking Rates for the definition of the parking demand for each land use type page 224  Figure 2.2.60 TOD core proximity discount page 224  Figure 2.2.61 Mixed use development discount page 225  Figure 2.2.62 Maximum and minimum parking demand for each land use function page 226  Figure 2.2.63 Minimum parking demand per each land use plot page 226  Figure 2.2.64 Maximum parking demand per each land use plot 544 BRT Phase 1 Corridor Development Strategy | Index  Figure Index Strategies - Integrated Infrastructure page 232  Figure 2.3.1 Proposed level of service for residential units page 232  Figure 2.3.2 Level of Service comparison – Tanzania and an improved Level of Service page 233  Figure 2.3.3 Bulk storage, conveyance and distribution page 233  Figure 2.3.4 Infrastructure strategy page 236  Figure 2.3.5 Location of Kimara and University storage reservoirs, relative to the corridor page 239  Figure 2.3.6 Current bulk water supply heading east from University, with declining pipe diameters page 240  Figure 2.3.7 Water demand estimate, per zone, for the BRT corridor page 241  Figure 2.3.8 Comparison of current and anticipated water demand page 242  Figure 2.3.9 Comparison of effects of 85 l / c / d (top) and 150 l / c / d (bottom) page 245  Figure 2.3.10 Bulk Water Supply DAWASCO Strategy page 247  Figure 2.3.11 Bulk Water Supply Proposed Strategy page 249  Figure 2.3.12 Proposed location of the Jangwani WWTW page 250  Figure 2.3.13 Proposed location of Jangwani WWTW and extent of the conveyance network, and the anticipated future WWTW page 252  Figure 2.3.14 Proposed relocation of current planned location of Jangwani WWTW page 253  Figure 2.3.15 Combination of gravity and rising main networks page 254  Figure 2.3.16 BRT Corridor Water Demand Estimate page 257  Figure 2.3.17 Proposed Bulk Sewer (Option 1) - Conveyance and Treatment page 263  Figure 2.3.18 Proposed Bulk Stormwater Conveyance page 264  Figure 2.3.19 Estimated inputs page 264  Figure 2.3.20 Estimated residential load page 265  Figure 2.3.21 Estimated Office Load page 265  Figure 2.3.22 Estimated retail space load page 265  Figure 2.3.23 Estimated retail space load page 265  Figure 2.3.24 Estimated load for remainder page 265  Figure 2.3.25 Total Estimated load of all categories in all Zones page 267  Figure 2.3.26 Total estimated load of all categories page 268  Figure 2.3.27 Development Zones page 269  Figure 2.3.28 Typical main distribution substation page 271  Figure 2.3.29 Existing Electricity Networks page 273  Figure 2.3.30 Proposed Electricity Networks page 275  Figure 2.3.31 Anticipated daily solid waste generation rates, per zone page 276  Figure 2.3.32 Recommended number of waste collection points per zone page 277  Figure 2.3.33 Recommended waste hierarchy for waste minimisation page 279  Figure 2.3.34 Proposed Solid Waste Strategy Strategies - Regeneration page 286  Figure 2.4.1 Buildings within Risk Areas - (Aurecon) page 287  Figure 2.4.2 Building Structures within Flood & Slope Risk Areas - (Aurecon) page 289  Figure 2.4.3 New roads, upgrades and Feeder Routes (Mobility in Chain) page 290  Figure 2.4.4 BRT Phase 1 Corridor - Percentage of households with piped water page 291  Figure 2.4.5 BRT Phase 1 Corridor - Percentage of households with electricity page 292  Figure 2.4.6 Prosperity Indicator for BRT Phase 1 Corridor Stations page 292  Figure 2.4.7 Income Survey Zones page 295  Figure 2.4.8 Urban Condition Plan (Broadway Malyan / CoLab) page 295  Figure 2.4.9 Existing Living Conditions/ Prosperity Plan - (Broadway Malyan) page 297  Figure 2.4.10 Monthly rental prices for a 3 / 4 bedroom home in wards of Dar es Salaam - (Pangani Real Estate) page 299  Figure 2.4.11 Tenure in CDS Study Area (CoLab) page 299  Figure 2.4.12 Population Projections for CDS Area (CoLab) page 300  Figure 2.4.13 Medium Population Projection - Housing Units: Market-rate vs Affordable (Source: CoLab) page 300  Figure 2.4.14 Medium Population Projection – Housing Units by Tenure (Source: CoLab) page 301  Figure 2.4.15 Medium population projection – Affordable Housing requirement (Source: CoLab) page 303  Figure 2.4.16 Rental Bands (USD $ per month) (Source: CoLab) page 303  Figure 2.4.17 Rental Curve: Lowest 66% of Income Survey ($ per month) (Source: CoLab) Index 545  page 305  Figure 2.4.18 Affordable Units Required over time (Mid Growth Population Scenarios) (Source: CoLab) page 307  Figure 2.4.19 Proposed Development Framework (Broadway Malyan) page 311  Figure 2.4.20 Affordable Units provided over time by Model 2 (Max . Population Scenarios) (Source: CoLab) page 313  Figure 2.4.21 Sample of the regeneration area - Before and after - the neighbourhood Regeneration page 313  Figure 2.4.22 Existing plots layout FAR 0.55 page 313  Figure 2.4.23 Proposed plots layout with FARs page 313  Figure 2.4.24 Illustration of local massing to meet strategy standards (Broadway Malyan) page 319  Figure 2.4.25 Opportunity sites identified by the CDS which could provide potential to unlock development sites for new housing Strategies - Community Facilities page 324  Figure 2.5.1 Corridor Zones and Proposed Population (Average) page 326  Figure 2.5.2 Shortfall / Over Supply of Community Facilities page 327  Figure 2.5.3 Population Thresholds page 328  Figure 2.5.4 Healthcare Strategy page 330  Figure 2.5.5 Baseline & Proposal Figures - Hospitals page 332  Figure 2.5.6 Baseline & Proposal Figures - Health Centres page 334  Figure 2.5.7 Baseline & Proposal Figures - Dispensaries / Clinics page 336  Figure 2.5.8 Education Strategy page 338  Figure 2.5.9 Baseline & Proposal Figures - Primary Education page 340  Figure 2.5.10 Baseline & Proposal Figures - Secondary Education page 342  Figure 2.5.11 Baseline & Proposal Figures - Tertiary Education page 344  Figure 2.5.12 Civic Strategy page 346  Figure 2.5.13 Baseline & Proposal Figures - Libraries page 348  Figure 2.5.14 Baseline & Proposal Figures - Post Offices page 350  Figure 2.5.15 Baseline & Proposal Figures - Police Stations page 352  Figure 2.5.16 Baseline & Proposal Figures - Fire Station page 354  Figure 2.5.17 Fire Services Response Time page 357  Figure 2.5.18 Community Strategy page 358  Figure 2.5.19 Baseline & Proposal Figures - Community Sport Facilities page 360  Figure 2.5.20 Baseline & Proposal Figures - Community Recreational Facilities Economic Impact page 380  Figure 3.1 Population projections page 381  Figure 3.2 Employment Projections and Targets page 385  Figure 3.3 Rent trends - key commercial suburbs, 2015-2018 (Pangani) page 385  Figure 3.4 Aggregate of non-performing loans over time in Tanzanian banks (Source: Pangani) page 387  Figure 3.5 Ownership profile of buildings by number and size, as of 2015 (Source: Pangani) page 391  Figure 3.6 Existing retail footprint in the BRT Phase 1 Corridor (Source: Pangani) page 391  Figure 3.7 Pangani Real Estate’s estimates for retail growth in the BRT Phase 1 Corridor page 392  Figure 3.9 Above: Predicted growth in commercial assets (Source: Pangani) page 392  Figure 3.8 Above: Predicted growth in retail assets (Source: Pangani) 546 BRT Phase 1 Corridor Development Strategy | Index  Figure Index Governance & Implementation page 399  Figure 4.1 Rejected one-time LVC measures page 400  Figure 4.2 Potential LVC measures for the future page 401  Figure 4.3 Central vs Local Tax Collection in Dar es Salaam (Source: Taxing the urban boom in Tanzania: Odd-Helge Fjeldstad, Merima Ali, Lucas Katera) page 403  Figure 4.4 Understanding Flows of Assets and Money - Land Readjustment & DRT (Source: CoLab) page 405  Figure 4.5 Understanding Flows of Assets and Money - Development Corporation (Source: CoLab) page 413  Figure 4.6 Decision tree for selecting the most suitable LVC mechanism page 414  Figure 4.7 Context & Gap Analysis Summary Table page 416  Figure 4.8 A more hierarchical approach to the urban development organisational structure in Dar es Salaam (Source: CoLab - Implementation Report) page 417  Figure 4.9 Proposed Reporting Lines and Responsibilities page 420  Figure 4.10 KPIs - Urban Planning page 421  Figure 4.11 KPI requirements for Urban Planning (from Implementation Report) page 422  Figure 4.12 KPIs - Development Control & Construction Permitting page 423  Figure 4.13 KPI requirements for Development Control & Construction Permitting (from Implementation Report) page 424  Figure 4.14 KPIs - Special Project Coordination page 425  Figure 4.15 KPI requirements for Special Project Coordination (from Implementation Report) page 426  Figure 4.16 KPIs - Investment Attraction page 427  Figure 4.17 KPI requirements for Investment Attraction (from Implementation Report) page 428  Figure 4.18 KPIs - Revenue Enhancement page 429  Figure 4.19 KPI requirements for Revenue Enhancement (from Implementation Report) page 435  Figure 4.20 Phasing Priorities - (Broadway Malyan) page 437  Figure 4.21 Step-by-Step Strategy page 443  Figure 4.22 Road Improvements - Magomeni District page 444  Figure 4.23 Bulk Sewer Conveyance and treatment - Magomeni District page 444  Figure 4.24 Bulk Water Supply - Magomeni District page 445  Figure 4.25 Bulk Stormwater Conveyance - Magomeni District page 445  Figure 4.26 Bulk Electricity Supply - Magomeni District page 447  Figure 4.27 Road Improvements - Manzese Regeneration page 448  Figure 4.28 Bulk Sewer Conveyance and treatment - Manzese Regeneration page 448  Figure 4.29 Bulk Water Supply - Manzese Regeneration page 449  Figure 4.30 Bulk Stormwater Conveyance - Manzese Regeneration page 449  Figure 4.31 Bulk Electricity Supply - Manzese Regeneration page 451  Figure 4.32 Road Improvements - Ubungo Secondary Centre page 452  Figure 4.33 Bulk Sewer Conveyance and treatment - Ubungo Secondary Centre page 452  Figure 4.34 Bulk Water Supply - Ubungo Secondary Centre page 453  Figure 4.35 Bulk Stormwater Conveyance - Ubungo Secondary Centre page 455  Figure 4.36 Road Improvements - Morocco Hub page 456  Figure 4.37 Bulk Sewer Conveyance and treatment - Morocco Hub page 456  Figure 4.38 Bulk Water Supply - Morocco Hub page 457  Figure 4.39 Bulk Stormwater Conveyance - Morocco Hub page 457  Figure 4.40 Bulk Electricity Supply - Morocco Hub page 459  Figure 4.41 Road Improvements - Gerezani Interchange page 460  Figure 4.42 Bulk Sewer Conveyance and treatment - Gerezani Interchange page 460  Figure 4.43 Bulk Water Supply - Gerezani Interchange page 461  Figure 4.44 Bulk Stormwater Conveyance - Gerezani Interchange page 461  Figure 4.45 Bulk Electricity Supply - Gerezani Interchange page 467  Figure 4.46 Open Space Strategy - (Broadway Malyan) page 471  Figure 4.47 TOD Policy and Zoning Strategy - (Broadway Malyan) page 472  Figure 4.48 BRT Phase 1 Corridor Area page 473  Figure 4.49 BRT Phase 1 Corridor District Area plans page 474  Figure 4.50 BRT Phase 1 Corridor Area Redevelopment plans page 475  Figure 4.51 BRT Phase 1 Corridor Economic Zones page 476  Figure 4.52 BRT Phase 1 Corridor Station Area & Core Zones Index 547  Pilot Projects page 486  Figure 5.1 Ubungo Pilot Project - Location Plan - (Broadway Malyan) page 487  Figure 5.2 Ubungo Current Framework - (Broadway Malyan) page 488  Figure 5.3 Constraints & Opportunities, Corridor Level page 489  Figure 5.4 Constraints & Opportunities, Study Area page 490  Figure 5.5 Phase 4&5 BRT Interchange Plans (©DART) page 492  Figure 5.6 Ubungo - Wide Context Framework page 493  Figure 5.7 Public transport connectivity framework (Mobility In Chain) page 497  Figure 5.8 Ubungo Junction Flyover, Current Proposal (©TANROADS) page 498  Figure 5.9 Ubungo Seed Project - Wide Context Framework page 499  Figure 5.10 Ubungo Seed Project - Strategy page 500  Figure 5.11 Ubungo Seed Project - Mobility Strategy page 504  Figure 5.12 Proposed Development Mix page 504  Figure 5.13 Development Mix, Percentage Split page 505  Figure 5.14 Proposed Phasing page 505  Figure 5.15 Phasing GFA (sqm) per year page 506  Figure 5.16 Housing population by type page 506  Figure 5.17 Housing type split page 506  Figure 5.18 Quarterly cashflow page 506  Figure 5.19 Cumulative cashflow - quarterly page 507  Figure 5.20 Ubungo Model Dashboard page 514  Figure 5.21 Gerezani Seed Project Site And Wider Context page 515  Figure 5.22 Existing Uses Existing / Planned Brt Routes page 516  Figure 5.23 Constraints & Opportunities, Corridor Level page 517  Figure 5.24 Constraints & Opportunities, Study Area page 519  Figure 5.25 Gerezani Development Framework page 520  Figure 5.26 Possible layout of the Gerezani Hub page 521  Figure 5.27 Gerezani Hub - Land Uses page 521  Figure 5.28 Gerezani Hub - 3D Massing page 525  Figure 5.29 Gerezani Hub - Land Use, Phasing & Public Realm page 526  Figure 5.30 Gerezani Hub - Transport Plan page 527  Figure 5.31 Gerezani Hub - Soft Mobility Plan page 530  Figure 5.32 Proposed Development Mix page 530  Figure 5.33 Development Mix, Percentage Split page 531  Figure 5.34 Phasing GFA (sqm) per year page 531  Figure 5.35 Proposed Phasing page 532  Figure 5.36 Housing population by type page 532  Figure 5.38 Quarterly cashflow page 532  Figure 5.39 Cumulative cashflow - quarterly page 532  Figure 5.37 Housing type split page 533  Figure 5.40 Gerezani Model Dashboard Project Team Broadway Malyan Mobility in Chain Aurecon / Pangani Group Lead Consultant Transport Consultant Engineer and Multidisciplinary Broadway Malyan (BM) is an Supporting the masterplanning Consultant urbanism, masterplanning and and real estate proposals will Aurecon (AUR) is a highly architectural design consultancy. be Mobility in Chain (MIC), respected international BM is the lead consultant an innovative and respected engineering and multi- for this assignment with the transport planning consultancy disciplinary consultancy following responsibilities: based in Milan, Italy. MIC with 20 years experience in advocates sustainable mobility Tanzania and an established Technical Role - to lead the solutions based upon an office in Dar es Salaam. overall technical direction of the understanding of the context project and specifically lead on Technical Role – to lead on and the area’s needs and inputs related to infrastructure, urban development planning capacity requirements. utilities, while advising and and urban design matters. Technical Role - to lead and supporting the transport, Management Role - to progress prepare the transit and transport GIS / survey, real estate (via the scope of work to the strategy requirements of Pangani) and urban planning agreed programme and submit the assignment and support requirements of the assignment. the deliverables promised. and assist the preparation of To support and assist on the Liaise with Client responding to a fully integrated transport preparation of a fully integrated Client/Stakeholder queries as planning solution. response and submission. appropriate, while discharging Management Role - to Management Role - to the contractual responsibilities lead on the overall progress lead on the overall progress associated with the commission. against programme and scope against programme and scope of work and submission of of work and submission of deliverables in relation to the deliverables in relation to transit and transport strategy the above technical role and requirements of the assignment. assist with stakeholder liaison, To lead on discipline engagement and participation related Client/Stakeholder and logistical support. queries and responses in relation to transport. CoLab Consulting Group Client PO-RALG Economic Strategy Consultant Stakeholders Eng. Davis B Shemangal Project Coordinator Project Sponsors (for full list please refer The World Bank inside front cover) Eng. Emmanuel Ndayamukama Sub-Project Coordinator Chyi-Yun Huang CoLab are international Key Government Ministries and Lead Project Representative, Departments Eng. Jovin B Bujulu DMDP Co-Task Team Leader economic and strategy Procurement & Contracts Dar Local Authorities (DLAs) Eric Dickson consultants who work for Transport Authorities Charles A Mariki DMDP Task Team Leader Urban Planner Yonas Eliesikia Mchomvu public and private clients Utility Authorities CTCP2 Task Team Leader Civil Society with a particular focus Steven S Segerlin CDS Lead Consultant on large-scale urban Lead Consultant Nordic Development Fund development business Per Largerstedt case and assessment. Broadway Malyan Program Manager James Rayner Technical Role – to lead Project Director on technical inputs related Monika Bik Project Leader to economic strategy Jesus Garate Lia Bezerra Phil Bonds Carla Brito Project Leader Ariadna Weisshaar requirements of the Ashish Gupta Sean Cleary Carmen Martinez assignment and assist Chris Vörös-Haynes Project Representative Giulio Iuele on the preparation of a fully integrated response Mobility in Chain Aurecon CoLab Consulting and submission. Federico Parolotto Monique Cranna Hugh Mulcahey Project Leader Project Leader Project Leader Management Role - to Kathrin Pinter Anna Munyagi Mike Duff lead on the overall Project Representative Project Representative (Local) Project Representative Sebastiano Scachetti Harry van der Berg progress against Lead Transportation Engineer Project Representative programme and scope of Francesca Pigni Ryan Alexander Transport Planner Senior Consultant work and submission of Vijetha Bezzam Juliery Mtobesya deliverables in relation to GIS Data Analyst Local Urban Planner the above technical role. Heri Bomani Local Real Estate Expert The President’s Office Regional Administration and Local Government (PO-RALG) DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT Sponsored by Project Team Produced for The President’s Office Regional Administration and Local Government (PO-RALG) DAR ES SALAAM DAR ES SALAAM BRT PHASE 1 METROPOLITAN CORRIDOR DEVELOPMENT DEVELOPMENT STRATEGY PROJECT VOLUME 1 - PART B TOD GUIDELINES FOR BRT CORRIDORS Integrated Transport and Land Use Planning Strategy  Dar es Salaam Bus Rapid Transit (BRT) Phase 1 Corridor November 2018 Sponsored by Project Team 02 TOD Guidelines for BRT Corridors | Introduction Key Stakeholders and Endorsees Municipalities (Ilala, Ubungo, Kinondoni, Temeke, Kigamboni) Dar City Council (DCC) Dar Rapid Transport Agency (DART) Vice President’s Office (VPO) Ministry of Lands, Housing and Human Settlements Development (MLHHSD) Ministry of Finance and Planning (MOFP) National Bureau of Statistics (NBS) Ministry of Trade and Investment (MIT) Tanzania Investment Centre (TIC) Ministry of Home Affairs and Security (MOHAS) Ministry of Works, Transport and Communications (MOWTC) Tanzania National Roads Agency (TANROADS) Surface and Marine Transport Regulatory Authority (SUMATRA) Tanzania Revenue Authority (TRA) Reli Assets Holding Company (RAHCO) Tanzania Rail Limited (TRL) Roads Fund Board (RFB) Regional Road Board National Housing Corporation (NHC) Tanzania Electricity Supply Company (TANESCO) Dar es Salaam Water and Sewerage Corporation (DAWASCO) Tanzania Telecommunication Company Limited (TTCL) Japan International Cooperation Agency (JICA) The following document is summarising the outcome of the complex set of studies undertaken by the team of consultants, led by Broadway Malyan, over the course of year 2017 and completed by May 2018, on behalf of the Client and the Project Sponsors. All reports and documentation pre-dating this report can be requested, as necessary, from the PO-RALG (The Client). All project data used as a basis for the strategies, has been assessed by the Project Team, in many cases based on third party data input (for details please refer to the Appendix containing detail methodologies used). Cover Image: Broadway Malyan All Icons used within the document: Flat Icon.com Produced for Sponsored by The President’s Office Regional Administration and Local Government (PO-RALG) Project Team TOD Guidelines for BRT Corridors 03 DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT 04 TOD Guidelines for BRT Corridors | Introduction TOD Guidelines for BRT Corridors 05 Contents Purpose of the Document 07 How to Use the Suite of Documents 08 Learning from the Benchmarks 10 An Aspirational Vision 12 Introduction 14 TOD at the Heart of the Vision 16 The Key Objectives of the Strategy 17 The Future BRT Network 18 A BRT Framework for Dar es Salaam 22 1 BRT Station Guidelines: User Guide 25 TOD Station Guidelines: Questions and Answers 26 TOD Guidelines: Step by Step 28 STEP 1: Station Area Typology Categories 29 STEP 2: Define Station Influence Areas & Assess Station Area 30 STEPS 3 & 4: Apply Recommended TOD Guidelines 34 Universal TOD Toolbox 34 2 Universal TOD Toolbox 37 01 - Plan for Walkable Neighbourhoods 38 02 - Massing & Land Use 41 03 - Interchanges & Connections 42 04 - Networks 44 05 - Community Facilities & Open Space 46 06 - Creating Quality Places & Public Realm 50 07 - Signage & Wayfinding 51 08 - Integrated Infrastructure 52 T9 - Safety, Accessibility & Comfort 54 T10 - Parking 56 3 BRT Station Typologies 65 BRT Station Typology Summary 66 Station Area Typology Guidelines - Central Business District (CBD) 68 Station Area Typology Guidelines - Gateway (GW) 76 Station Area Typology Guidelines - District Centre (DC) 84 Station Area Typology Guidelines - Service Centre (SC) 92 Station Area Typology Guidelines - Transit Neighbourhood (TN) 100 06 TOD Guidelines for BRT Corridors | Introduction TOD Guidelines for BRT Corridors 07 Purpose of the Document The “TOD Guidelines for BRT Corridors” Document sets out planning, development and design guidelines to help direct development at all (existing and future) BRT stations and their wider areas. The document describes how the guidelines have been developed, sets out the various categories and levels of guidelines and also describe how they are intended to be used. The guidelines cover all key station types and related zones of influence and are to be used to guide public and private development, investment and design. The aim is to encourage Transit Orientated Development (TOD) across the BRT network and to ensure this results in delivery of high quality integrated urban environment. 08 TOD Guidelines for BRT Corridors | Introduction How to Use the Suite of Documents The Suite of Documents The Corridor Development Strategy (CDS) comprises a number of different document which should be read in conjunction. The suite comprises of 2 main volumes of work and set of 3 Appendices. Reports issued previously provide useful background of baseline analysis and benchmarking which support the proposed strategies. Strategy and Guidelines Volume 1 - Part A: Volume 1 - Part B: CDS Vision and Strategy Report TOD Guidelines for BRT Corridors (this document) The report describes the TOD Strategy for the BRT Phase 1 Corridor. The Spatial and Economic This document sets out planning, development and Strategies are illustrated and supported by the design guidelines to help direct development at all explanatory narrative with necessary data and (existing and future) BRT stations and their wider supported by and Station Evaluation Matrix. This areas. The document describes how the guidelines volume is accompanied by a seperate Executive have been developed, sets out a series of different Summary magazine. station typologies and gives guidance to how to implement good TOD design. + TOD Guidelines for BRT Corridors 09 Appendices Three Appendix documents supplement the main volumes to provide more detailed background information on the study work underpinning the CDS. This pertains to the following: Appendix A: Appendix B: Appendix C: Surveys and Methodologies Design Strategies Implementation Report & Layered Basemaps Explaining the surveys, mapping Set of A3 drawings of basemaps This report provides practical methods, assumptions applied as produced during the baseline guidance on the implementation of well as the station evaluation matrix. analysis stage as well as drawings for development in the BRT The outcomes of the surveys are all of the strategies found within this corridor. It builds on the baseline also captured within this document Report. study, stakeholder workshops, as well as sources, methods and secondary research, and assumptions used while mapping the CDS. and producing drawings of the existing conditions and proposed It considers numerous commercial, scenarios (such as assumptions on social and economic objectives population, spatial standards etc.). associated with the successful This document also outlines the development of the corridor. methodology used to develop the TOD Matrix. Supporting Documents As part of the study, the team assessed a range of baseline data and material relevant to the study area and context, now retained by PO-RALG. Please note this material is for the purpose of formulating the CDS only. Volume 2: Volume 3: Preliminary CDS Report: Baseline Assessment & Benchmarking Development Scenarios Diagnosis of the BRT Corridor Transit Oriented Development (Published October 2017) (Published October 2017) (Published December 2017) Containing analytical studies The volume of work capturing the The document examines three examining the baseline data within key findings from the international contrasting scenarios evaluating the study area. The topics range from benchmarks studies around TOD. growth strategies for the corridor. socio-economics and real estate Lessons learned in the field of The recommended scenario has overview, environment, transport to land planning, land value capture been put forward as a basis for the urban planning and infrastructure mechanisms and good governance, Corridor Development Strategy studies. This is a 400-page set of among other topics. found in this document. analysis on the corridor and its city context undertaken for this project, also supported by the Appendix containing the drawings. 10 TOD Guidelines for BRT Corridors | Introduction Learning from the Benchmarks Through the extensive benchmarking 30 Volume 3 / Part 02 - International Best Practice in Transit Oriented Development - Benchmarking Transit Oriented Development Volume 3 / Part 02 31 2 Curitiba, Brazil studies the conclusions were drawn, which 2 Urban growth was structured along key urban shift public perceptions of the city and CURRENT GOVERNANCE MODEL IN DAR ES SALAAM transport axes radiating out from the centre, resulted in increased ridership utilisation Vision and political commitment to foster strong with regular stops and nodes. These corridors figures, while reaching out to previously public transport, social inclusion and to maximise were zoned to accommodate high density unserviced parts of the city. It operates a land values by applying a compact and linear 1 residential and commercial development, flat “social” fare structure for all bus types create a common body of knowledge, intensification model along BRT transit corridor. serviced by a more affordable, yet innovative and routes, enabling poorer and more and distinctive bus transit network. BRT was remotely located workers to get to work fast and simple way to ‘’retro-fit’’ to existing for the same cost as wealthier downtown urban infrastructure and quick way to make a residents. Key Data: Curitiba & Dar es Salaam positive impact. The new bus system helped Population Municipal Area Density System Stations Daily Peak Length Demand Frequency that informed and shaped the effective Curitiba’s BRT STOP Curitiba 1,879,355 431 km2 4,062 p/km2 76,6km 123 619,500 54” Dar Es Salaam 4,364,541* * Population Based on 1,654km2 1,133 p/km2 21* km **Phase 1 Only 32 294,000* **Interim Phase 90” Curitiba’s Success Factors 2012 Census Data TOD Strategy for the BRT Phase 1 Corridor. Modal Share INTERNATIONAL BEST PRACTICE IN TOD > Innovative initiatives and strategies > Independent, technical body were put in place regardless of leading planning and implementation budgetary constraints. of the TOD strategies along the 28% 26% 46% corridor and the wider city. > Right to Build, tax relief and other Successful TOD precedents around the world Dar 45% 12% 43% innovative incentives. Research and Urban Planning of Curitiba (IPPUC), provided consistency in strategy FAR bonuses for provision of extra open Overview implementation amid turnover in city space within the plot, property tax % administrations. Successful Regeneration Despite reduction when planting local species, Budgetary Constraints land-swap and property right swap, are > BRT & Bus Network supported among many initiatives implemented to aid economic transformation of the city. have been assessed, both in developing and The example of Curitiba proves that low regeneration and development within the budgets are not a barrier to successful Despite aspirational TOD density and corridor and the city. regeneration. Since the 1970s, Curitiba land use recommendations, Curitiba took has integrated public transportation > Successful BRT Mas Transit model on board economic and employment profile planning into the overall city plan, used as one of the tools to shape the of the city. BRT connectivity was applied DAR ES SALAAM’S EFFECTIVE TOD MODEL promoting the trinary system, which city. across the city, also to some of the low sought to integrate mass transit, access density employment hubs. This supported developed countries irrespective of the mode BRT was used as a lens to focus number of roads, and dense land uses together. economic growth and responded to the parallel initiatives to improve in the quality of Unable to afford a light rail system, employment profile of the city. life within the city. the city gave priority to buses, > Environmental policies achieved allowing them to move faster and be > Structural Axis focused urban density affordable way to mitigate flooding more efficient. The bus system has and investment along the BRT corridors. issues. been transformed into a mass Bus Rapid of transit system used. Latin America continues To maximise return on investment and Transit (BRT) with features such as fast Parks were created in flood-prone areas overall accessibility levels, the core of and large buses, exclusive priority lanes, reducing expenditure by 80% comparing density was focused along BRT routes. free transfers between routes, pre-board to engineering measures Variety of incentives were put in place to 0 5 10km BRT Express Biarticulated fare collection, enclosed and elevated encourage investment and density along BRT stations, information displays and traffic those corridors. Curitiba Public transport network coverage (metropolitan area) and signal priority. to be at the forefront of practices of socially related predominant land uses and densities inclusive corridor development. International case studies show that TOD implementation 32 Volume 3 / Part 02 - International Best Practice in Transit Oriented Development - Benchmarking Transit Oriented Development Volume 3 / Part 02 33 congested centre. Alongside the basic There is very little parking in central Curitiba, and have high real-estate values; hence property tax 01. Succesful BRT Mas 2 zoning of the transitways, the planning that little parking is available is mostly for short revenue has increased. Property taxes collected CURRENT GOVERNANCE MODEL IN DAR ES SALAAM must be a long-term and continuous effort. Transit Model helped authority: Institute for Research and Urban term use, while off-street parking are privately from the high-end housing have been estimated Planning of Curitiba (IPPUC), has adopted owned and expensive. Over 150 km of bikeways at the equivalent of the cost of park construction, shaping the city a number of policies that have bettered have been built. Curitiba has maintained high including favela relocation and compensation. the quality of the city and ensured a rich levels of road safety, with only 4.2 traffic fatalities The role of tax incentives to attract foreign The system currently contains stops mix of function, from the pedestrianising of per 100,000 people (compared to a 9.6 average investment. Curitiba focused largely in the approximately every 500 meters with 390 central streets (Curitiba’s car free zone) to in the region). concession of fiscal incentives to attract foreign bus routes and 2,000 vehicles that are used the construction of low income housing in investment. It was put at investor’s disposal for approximately 2.1 million passenger trips proximity of the structural axes. daily, nearly 50 times the amount of travellers 02. City taxes, tax incentives fiscal incentives, such as exemption from Because of its emphasis on the pedestrian VAT and property tax, and areas with direct 20 years ago. After its construction in 1974, environment, the IPPUC has always tried and land exchange funding were offered. Through the incentives, The lessons learned and outcomes gathered the BRT gained an annual ridership of 2.3% to flank the main busway with low-speed, but also from infrastructure development, of the population for over 20 years. The Guided by market principles, IPPUC regulates auxiliary lanes rather than making them a Curitiba succeeded in attracting new industry ridership has now reached 46%, reducing and monitors the implementation, negotiation, part of an urban highway. This ensures that to its Industrial City, with key sector being car traffic congestion and fuel consumption, while and transfer of development rights among pedestrian crossings can safely remain at manufacturing with Renault, Audi / VW and enhancing air quality (Curitiba has now the interested parties (that is, private developers and grade, and avoids costly infrastructure such Chrysler moving in. lowest rate of air pollution in Brazil*). Bus landowners). This methodology enables the city as tunnels or overpasses. primarily focused on two core aspects: firstly service reaches almost 90% of the city, and to implement, in the affordable way, a variety of Value Capture Mechanism. The city closely all users can access public transportation High traffic areas such as shopping centres planning strategies. For example, to encourage controls land use and allows for additional services within 500 meters walking distance. and high-rise apartment buildings in a increase of urban trees, the city offers landowners development only through the purchase of INTERNATIONAL BEST PRACTICE IN TOD land-use mix are conveniently located next relaxation of Floor Area Ratios (FAR) rules and tax development certificates. These CEPAC, The city implemented a detailed regulation to public transport stations, reducing car reductions. The city tax is discounted 10%, if a (certificate of additional development potential) zoning plan based on the public transport dependence. By coupling the development private landowner has one Paraná pine tree on his are auctioned off as a tradable credit within network. Curitiba zoning plans reflect the institutional capacity and arrangements of a pedestrian friendly community with the land. Also, rights to develop forest areas may be specified areas. The auctions for the CEPACs master plan’s strategic vision, geographical introduction of the BRT (and a 72km exchanged for rights to develop other city areas. sometimes occurred at a time when the property and geological constraints, water and wind dedicated BRT lane), Curitiba has market was severely depressed. Yields were directions, Curitiba’s industrial profile, and Property tax revenue - while regenerating flood successfully reduced the overall travel of only slightly over minimum prices and less than urban cultural and social factors. prone areas, city acquired the land, relocated its residents. The system is exceptional 60% of the anticipated funds were raised. Since the slum dwellers to better land, and provided Nearly all parcels have been zoned for mixed in terms of its affordability for this time, property has recovered strongly and compensation. After the park was established commercial-residential uses. This provided customers, efficiency and sustainability these CEPACs have increased in value, meaning and, secondly development and planning within the zone, the areas facing the park additional nodes and mixed use areas to and it is used by 75% of Curitiba this project missed out on value gains that could became neighbourhoods with high-end housing. take pressure away from its overloaded and population to commute to work. have gone into the development of the BRT. Houses with good views of the park and lake * Leitmann 1999 principles. The institutional capacity assessment DAR ES SALAAM’S EFFECTIVE TOD MODEL LOW DENSITY HIGH DENSITY STRUCTURAL AXIS HIGH DENSITY LOW DENSITY MAINLY COMMERCIAL, COMMERCIAL, MAINLY RESIDENTIAL USE RESIDENTIAL USE RESIDENTIAL USE RESIDENTIAL USE captured best practice governance models, Shops Business Shops Business RECREATION AREA implementation, financing of transits and land One-Way One-Way BRT One-Way One-Way Road Road Dedicated Road Road Lanes Curitiba - Conceptual Section Through Transport Corridor Park Barigui River Water Catchment Pond Livestock forms a part of the park maintenance strategy value capture mechanisms. It also analysed the challenges encountered in application. 52 Volume 3 / Part 02 - International Best Practice in Transit Oriented Development - Benchmarking Transit Oriented Development Volume 3 / Part 02 53 2 Trams have been running on Hong Kong • The MTR corporation uses the profits 04. Integration of transit and 2 CURRENT GOVERNANCE MODEL IN DAR ES SALAAM Island since 1904. Hong Kong Tramways made from property development obviate Limited runs seven routes on 13km of the need to borrow to invest in further land use planning The planning and development assessment double tracks along the northern shore of developing the transport infrastructure. While many properties are high-rise towers Railway Land Land Share of Profit city. The company’s 166 trams, including Development Development above MTR station podiums, the R+P model Right Opportunity two open-balcony trams for tourists and is not a “cookie-cutter” approach to making private hire and three special maintenance MRT’s governance structure and risk the cityscape transit supportive. MTR as a trams, make up the world’s largest fleet management Master Developer plays special attention of double-deck trams in operation. The MTR’s governance is sophisticated and towards the development parameters such captured specific planning approaches used Land Premium tramway recorded a daily average of 180,000 includes high-level government involvement. Corporate Governance Report as area size, building densities, floor uses Government Developer passenger trips in 2015. The non-executive directors include: Secretary and site designs, working closely with the Franchised buses are the largest road-based for Financial Services and the Treasury, developer, community and the urban planning The Board of Directors carriers, accounting for 31% of the total daily Secretary for Transport and Housing, Overall Management authorities. FAR of at least 4.0 is generally MTR Rail Plus Property Mechanism model public transport. Permanent Secretary for Development (Works), The overall management of the Company’s business is vested in the Board. Pursuant to the Articles of Association and the “Protocol: Matters Reserved for the Board” (the “Protocol”) adopted by the Board, the Board has delegated the day-to-day viewed as necessary if R+P model is to be Commissioner for Transport. Risk management management of the Company’s business to the Executive Committee, and focuses its attention on matters affecting the financially viable, however MTR actual site across the development scales. It also illustrated Public Light Buses (PLBs) are licensed to Company’s overall strategic policies, corporate governance, finances and shareholders. These include financial statements, within the company is highly evolved and is dividend policy, significant changes in accounting policy, annual operating budget, certain material contracts, strategies for future coordination remains flexible and encourages carry a maximum of 16 passengers each. The growth, major financing arrangements and major investments, corporate governance functions, risk management and internal Station/Depot Planning subject to a continuous improvement. control systems, treasury policies and fare structures. good placemaking and design through Property Master number of PLBs has been capped at 4,350 Below is a diagram of the governance structure of the Company: Planning Integrated design specific rail typologies. since 1976. They together provide about 1.86 feasibility million passenger trips per day. INTERNATIONAL BEST PRACTICE IN TOD Board Integrated Property and Railway Requirements 02. MTR a trusted development that TOD principles are not universal, needs and Property Development Railway Design Design partner to the government Note 1 Executive Committee Note 2 Resolve design interface Although long-established and, in some ways, Audit Committee Nominations (“AC”) Committee one of the most advanced approaches to (“NC”) Revenue Sources Property Project Railway property and land value capture, the Hong Kong approach Implementation construction works Railway (fares) does vary from city to city, setting to setting, avoids the need to develop new taxes or to Remuneration Capital Works Business/Functional Committee Committee Management (“RC”) (“CWC”) Committees Note 3 Property Development Resolve construction interface seek to capture infrastructure benefits from the Property Investment business community or public from special Risk Committee Corporate Property Completion Railway Opening (“RiskC”) Responsibility Non-fare taxes. The government benefits repeatedly Committee (“CRC”) from the success of the corporation’s Notes: MTR Governance © MTR Annual Report, 2016 Typical R+P station typology model and revenue share of MTR Typical Implementation flow Diagram for R+P 1 All Board Committees are provided with sufficient resources to discharge their duties and can seek independent professional advice (as and when required) at the development activities, by acting as a Company’s expense, to perform their responsibilities. The Terms of Reference of each Committee are available on the websites of both the Company (www.mtr.com.hk) and the Stock Exchange. with different mixes of land use; different levels development partner to the government. 2 The Executive Committee is delegated by the Board to handle day-to-day management of the Company’s business pursuant to the Company’s Articles of Association and the Protocol; and is chaired by the Chief Executive Officer (“CEO”) (who is supported by the 11 other Members of the Executive Directorate). 03. Smart phasing of infrastructure 3 Key Business/Functional Management Committees are listed out on pages 142 to 143 of this Report. The provision of new infrastructure increases 05. Development density the value of assets and so potential to improve The Hong Kong idea of a separate masterplan Hong Kong is one of the most densely DAR ES SALAAM’S EFFECTIVE TOD MODEL tax revenue. In Hong Kong this includes: for each of the 16 identified sewer catchments inhabited places on earth. Whilst its personal property tax (for individual landlords), is one that allows for phased infrastructure 130 MTR Corporation population density over the city averages stamp duty on transactions and rates – a investments. The infrastructure network almost 7,000 people per square kilometre, of population, employment, and civic activity; tax played to central government by all and treatment upgrades can be achieved this varies greatly, and includes some peaks commercial and residential occupiers based by focusing on each individual area and of over 50,000 people per square kilometre, in on the value of the premises. meeting the specific needs of that area’s Kwun Tong district, for example. Residential type and zoning. The 16 Sewer Masterplans • The government is a 75% shareholder in densities in the most dense areas, such us promote the use of new technologies, such the MTR Corporation and benefits from the Kowloon, are as high as 1,700 dwellings per as pipe jacking/microtunneling, tunnel dividends paid by the company hectare. To some extend those densities are and different scales of development. This is boring, and trenchless pipe repair. These possible due to the efficient, mass public • The MTR Corporation pays the modern techniques have the potential to help transport system. government the usual business taxes Dar es Salaam reduce the infrastructure spend on existing networks, leaving the potential High densiy neighbourhoods in Hong Kong Overlooking Hong Kong Island north coast, Victoria Harbour and networks with the funding to be realised. Kowloon from middle section © Wikimedia.org important because it re-enforces the need to have specific TOD approaches tailored to the Extracts from the Benchmark Report © Broadway Malyan unique characteristics of Dar es Salaam. The extensive body of work regarding Benchmarking TOD can be found in the Benchmarking Transit Oriented Development Document (Published October 2017). TOD Guidelines for BRT Corridors 11 London 13 Hong Kong Curitiba Singapore Bogota Johannesburg Population System Length Curitiba BRT 76.6KM (since 1974) MRT 176.7KM (since 1987) Singapore MRT 230.9KM (since 1979) Hong Kong TUBE 402KM (since 1863) London GAUTRAIN 80KM (since 2012) Johannesburg BRT 112KM (since 1998) Bogota BRT PHASE 1 - 21KM (since 2016) Dar es Salaam 12 TOD Guidelines for BRT Corridors | Introduction Vision for Vision An Aspirational Dar es Salaam The network of BRT corridors will become arteries for city life, commerce and activity. The radial and orbital BRT routes will be the spinal frame articulating new, dense efficient urban development. This will combine the best transport, utility and civic facilities with urban form and public realm of the highest quality and performance, to ready the city for its future by structuring its urban fabric under reformed systems of governance. The vision is to revitalise this historic commercial route and waterfront landing to that of a modern city but one that still speaks of an ancient and intriguing past. The aim is to meet city true potential, as a trading capital as well as a centre for culture and urban tourism, the embarkation point of all parts of the globe from which to explore Eastern Africa. The city needs to refurbish its neglected but beautiful and often unique historic architectural legacy with new higher value activities, building on its cultural and international associations to attract investment and trade. The congested central area should be re-planned with tranquil pedestrian and green areas free from the impacts of traffic. The government offices left vacant from the move to Dodoma can become branded hotels and high spec offices, while technological and port trading office activity begins to flourish in dynamic new urban districts outside the centre as new satellite clusters at Gerezani, Morocco and Ubungo. With the influx of investment the existing communities will benefit from better incomes and prospects, formalised to fund occupational training and new services funded through enhanced tax revenues and private investment streams. Accessible neighbourhoods cluster near the new centres with homes for all incomes and backgrounds to create a mosaic of communities that preserve Dar’s culture and vitality, while empowering its younger generations to build better homes and manage their future legacy. As the city renews itself and the new quarters mature, Dar will gain confidence and appeal to draw further inward investment to facilitate and harness its growth to rightfully claim its Mega-City status as East Africa’s commercial star. TOD Guidelines for BRT Corridors 13 Through the application of the TOD principles, support a ‘compact city’ growth model that will deliver enhanced quality of life, variety of housing, economic activity, access to public transport and investment opportunity across the BRT Phase 1 Corridor, BRT network and wider City. Photo: The BRT, Phase 1, Dar es Salaam, 2017. Image Credit: ITDP 14 TOD Guidelines for BRT Corridors | Introduction Introduction By 2030, 60% of the world’s population will live in cities, up from about 50% today. Over the same period, more than two billion people are likely to enter the middle class, with the majority of them living in cities in emerging markets, particularly pertinent in Asia and Africa where nearly 90% of the population is subject to high levels of rural-urban migration and class shift. 5.7 To deal with this unprecedented demographic With a current population estimated to be million and class shift, world cities are now looking at various sustainable growth models 5.7 million people, Dar es Salaam is expected to grow to over 13 million people by 2032. 2017 of urban mobility - heavy rail, light rail This will put even more strain on a city that transit (LRT) and bus rapid transit (BRT). has grown rapidly, with its infrastructure and Transit Oriented Development (TOD) growth essential services already stretched. models of urban mobility bring comprehensive One of the biggest problems for Dar es Salaam city growth and social benefits in addition to is its poor public transport infrastructure. the provision of new sustainable transport Until the recently opened Phase 1 of the BRT infrastructure. In developing countries, line, the city had to manage with informal governments are likely to find it difficult to raise minibus routes (dala dalas) and irregular 13 the required capital for expensive rail-based and limited commuter rail services, which million solutions, thus making Bus Rapid Transit are entirely unsuitable for a city of the size, 2032 (BRT) TOD is even more attractive than it profile and aspirations. was 20 years ago. Public transport can be fundamental in Dar es Salaam is looking at Transit Oriented transforming a city. Connecting people growth through the Bus Rapid Transit (BRT) (often the people in most need) to system. Its operation of Phase 1, started in May employment opportunities, essential 2016, consisting 5 terminals, 2 depots and 27 services and leisure opportunities is one bus stations located at the central median. The of the key city objectives. Improving living corridor traverses from the high-income central conditions, unlocking housing opportunities, business district towards middle and low-income increasing productivity, attracting business residential areas in the West. and investment, re-balancing the economic Some successful benchmarks of Transit Oriented distribution or ‘gravity’ of a city, as well as growth models around the world, both in restricting sprawling and energy intensive developed and developing countries, have been development patterns are the main aims of evaluated. Aim was to ascertain suitable and Dar es Salaam. relevant growth models and to drawn principles Sprawl can be contained through a and guidelines, which could be applied or adapted number of policy enforcement measures, to Dar es Salaam BRT Phase 1 and future phases. of which Transit Oriented Development (TOD) is particularly effective. It seeks to mobilise a city’s residential and visitor population to enable people of all ages and abilities to access economic opportunities and social amenities. TOD Guidelines for BRT Corridors 15 The basis for the Definition: Strategy: TOD Transit Oriented At the core of the strategy for the BRT Corridor is the Development (TOD) added value driven through the implementation of the public transport - the BRT. As such the principles Transit Oriented development (TOD) brings higher density, of Transit Oriented Development were applied. more compact, mixed-use development within easy walking distance of rapid public transit. TOD features vibrant streetscapes, pedestrian-oriented built forms, and land use characteristics that make it convenient and safe to walk, cycle, and use public transport. Institute for Transportation & Development Policy, USA What isn’t TOD: In general terms, uses, such as warehousing, logistics, surface-parking, low-rise / lower density developments are not compatible with the TOD approach. It is recognised, however that certain city specific characteristics and conditions will require exceptions and adjustments in the TOD approach. For example large manufacturing facilities, usually located away from the city centre, might be located in close proximity to the BRT station. The co-relation between employment areas and public transport might result in the need for non-typical TOD approaches. This however, is seen as a transitional situation and over time the density around the station will need to increase to meet TOD objectives.* *Example: Curitiba Industrial City - industrial area, providing large number of employment opportunities to semi-skilled workers, is well facilitated by BRT 16 TOD Guidelines for BRT Corridors | Introduction Vision TOD the Heart of the at for Vision Dar es Salaam Transit Oriented Development (TOD) Principles are at the heart of the future vision for the city and are aiming to support the Compact City growth model for Dar es Salaam. Although fundamentally the following three objectives drive the strategy: to maximise dense, mixed use development, to improve quality of life and well-being of city’s residents and to maximise the benefits of this significant transport investment, they are also supported by other, broader aims (listed below). More Homes Enhancing the city’s capacity, through denser neighbourhoods More Jobs Creates a focus for employment and workplace activity, particularly at nodes A More Resilient Economy Improves urban productivity and regional GDP Cleaner Air Reduces car dependency and helps tackle pollution Universal Access Access to commercial markets and social amenities for all Economic Viability Captures a return on the government’s investment Future Flexibility Provides a clear structure to accommodate growth Sustainability Regenerates areas engulfed by sprawl Focused Investment Integrates transport, amenities & development TOD Guidelines for BRT Corridors 17 The Key Objectives of the Strategy Provide land parcels, uses, Promote sustainable and resilient 01 densities and mixes that support 05 communities that integrate with existing transit orientated development development and natural context Concentrate development initiatives to Provide more formal employment and 02 06 achieve focussed regenerative activity employment diversity Provide development approaches that Provide a more and diverse 03 maximise opportunities for infrastructure 07 housing and real estate offer improvements Increase “last mile” connectivity via streets Ensure proposal is deliverable, achievable 04 08 which are safe, direct, and pleasant to use and realistic Bandar Malaysia, a mixed-use district with the Singapore to Kuala Lumpur high-speed railway terminus, at the heart of it © Broadway Malyan 18 TOD Guidelines for BRT Corridors | Introduction The Future BRT Network The alignment of the future BRT corridors were derived from an early transport planning study and will be assembled under six clear phases which will each play a unique role in the future TOD vision for Dar es Salaam. In order to gain best value by recouping It establishes clear density targets and broad land returns on the transportation investments, it is use distribution strategies which are focused on important to frame the proposals in a land use Transit Oriented Development, for maximum development framework context. This seeks to regenerative benefit and to maximise return. optimise the potential of each area served by the proposed network. Phase 1 Phase 2 Phase 3 Phase 4 Phase 5 Phase 6 The BRT, Phase 1-5, Dar es Salaam, 2017 TOD Guidelines for BRT Corridors 19 IN The purpose and status of each phase and how the phases build together, is described over the following pages. This phase by phase development has been reflected in our overall BRT network and Line 1 corridor development frameworks. Phase 1 Phase 2 North-western Corridor / Morogoro Road Kilwa Rd & Nelson Mandela Rd Morocco Kimara Ubungo Magomeni Gerezani Kurasini Mbagala Phase 1 Phase 2 This historic corridor is a major commercial This is a priority route and a commercial artery. Its high ridership is testament to its artery connecting the port activities with suitability as a BRT route. The next challenge Kilwa. The efficiency of the BRT operation will is to leverage its status to stimulate new high free up road-space capacity for commercial quality dense mixed use development along vehicles. The challenge will be to manage its length to increase corridor capacity and the impacts of commercial vehicle flows and stimulate Dar Es Salaam’s property market enhance the urban character of the corridor with improved policy, structure and purpose through the guidelines. to boost the local economy. 20 TOD Guidelines for BRT Corridors | Introduction Phase 3 Phase 4 South-western corridor / Pugu Road Kilwa Rd & Nelson Mandela Rd Kawe Mikocheni Morocco Ubungo Tazara Gerezani Gongolamboto Phase 3 Phase 4 Phase 3 is a prioritised section of BRT, for Phase 4 is planned to follow on after the which the alignment, design and funding prioritised phases 1-3. There is some debate are confirmed. As Dar’s prime airport link, of the modality of this key route, which may the Phase 3 route along Pugu Road should adapt to High Speed Rail in later years. be planned as a rapid direct connection Critically the route connects some of the more with smart, effective interchanges in the city prosperous and recently redeveloped areas centre providing ease of access for airport of the city and provides more network choice travellers. This should access few stations as it extends the overall network. and incorporate streamlined intersections to This will stimulate enhanced plot densities speed journey times. to complement other initiatives such as the The parallel BRT route through the community Salender Bridge, while supporting other can be considered as a more localised route nodes including Ubungo and Mikocheni. with more stops that convey residents to the employment corridor and city centre. TOD Guidelines for BRT Corridors 21 Phase 5 Phase 6 West Peripheral Corridor West Peripheral Corridor Kawe Msasani Morocco Ubungo Upanga Tabata Temeke Mtoni Phase 5 Phase 6 Phase 5 is subject to further funding. It Phase 6 is planned to follow on after the deepens the network to create a fully prioritised phases 1-3 and is subject to functional city centre transit network. This will funding. The route will complete the city stimulate the interstitial regeneration of more centre BRT network, including an inner BRT localised communities north of Morogoro ring which will help regenerate and mobilise Road, while completing the peripheral route numerous needy communities, providing that will define the city centre area’s western better access to employment and improving limit. access to all parts of the city. There is scope for the route to trace an existing water channel to mitigate flood risks in the area. 22 TOD Guidelines for BRT Corridors | Introduction A BRT Framework for Dar es Salaam The framework plan proposes intensified land-uses in the vicinity of each station area of the proposed BRT corridors. These build on existing areas of sound development as well as current municipal plans to inform direction for new development. ara Ga m Ki The radial and orbital corridors begin to emerge as dense development areas which integrate with other strategic transportation projects for road and rail proposed to fall within the next 10-15 years. The plan also outlines the Phase 1 Corridor, and shows its relationship with the emerging structure of the expanded central area, featuring predominantly mixed-use development throughout. The cluster of under-utilised state-owned areas west of Ubungo are shown hatched, which warrant further discussion as potential development sites that could be directly linked to the BRT network to accommodate cohesive larger scale comprehensive high density housing, civic and commercial development clusters. Phase 2 provides a southern spur of service activity extending from the port. The role of Phase 3 as a combined employment / rapid link / residential corridor is also clear in its linking the port, downtown and airport. Phase 4 extends north to serve the more affluent areas and connects with Morocco, Mikocheni and Ubungo as an economic artery. Phase ala Ga mp t 5 completes the western orbital and Phase 6 links to the North Ka ew coast and infill the central area. ay The overall plan shows how the central area dovetails with the relatively under-planned hinterland catchment which will gradually improve as the influence of the corridors ripples outward. Phase 1 Study Area Commercial Low - Mid Rise Residential Industrial Mid - High Rise Residential Main Open Spaces Mixed Use - Residential BRT Phase 1 Institutional (Civic) BRT Phase 2-6 Institutional (Military) Railway (Current & Planned) TOD Guidelines for BRT Corridors 23 Msa san jimpy i Ba a bezim y Gate Mix wa Oys M ed y se U ter Bay W ate rfront ng e T we ow M M i xe n d Use Wate Busin co Moroc es ate s Cen w ngo Tow bu rfront ay tre U n Manz ese M arke Magomeni t To N.M wn Ci t y C d- SM R. Ind D en us tre tri boni W m al at Ki g a C efront or rid or zara Tow Ta n - DS M m Stadiu Sports rport Ai ss Hu Ci ine ty b B us g al a T ba ow M n y ewa & In at du Kipara G strial Tow n 24 TOD Guidelines for BRT Corridors | BRT Station Typologies TOD Guidelines for BRT Corridors 25 USER GUIDE Part 01 UNIVERSAL TOD TOOLBOX BRT Station Guidelines: User Guide This section sets out how the basic principles that are the foundations of the illustrative guidelines which make up Part 2 and Part 3 of this document. The guidelines cover all key station types and related zones of influence and are to be used guide public and private development, investment design and other BRT STATION TYPOLOGIES interested parties. The aim is to encourage Transit Orientated Development (TOD) across the BRT network and ensure this results high quality integrated urban environments. 26 TOD Guidelines for BRT Corridors | BRT Station Typologies TOD Station Guidelines: Questions and Answers Q How to I read and use the guidelines? The Station Typology Guidelines are based on the • Station Typology Guidelines: that describe Vision and Frameworks for Dar es Salaam BRT the range of uses, density and development Corridors shown in Part 1 and provide a foundation approaches for different types of stations. for more detailed development strategies. Please note • Universal Toolbox: that describes key guidelines the guidelines shown in the following pages maybe and approaches that are common to all stations subject to further update based more detailed work undertaking in Phase 2 of this study. The guidelines are composed of 4 parts that must Guidelines Users should demonstrate to the be read in conjunction with one another. The key Local Planning Authority (and other interested sections include: parties when needed) that the guidelines in this document, covering TOD issues and approaches, • Corridor-wide Development Framework: has been considered in the design and setting out the overarching strategy for the entire development of schemes within the designated network, as well as specific strategy for the BRT Station Area. Phase 1 Corridor. • Introduction Section: including Step-by-step Process, Guidelines Themes, Station Categories and Summary Table, Community Facilities Summary & the Checklist TOD Guidelines for BRT Corridors 27 USER GUIDE UNIVERSAL TOD TOOLBOX Who are the guidelines for? What do the guideline illustrative Q Q diagrams represent? They have been designed to be used by planning The illustrative diagrams show the application of TOD authorities, developers, investors and consultants to approaches at different types of BRT station and area. plan for Transit Oriented Development and assess Diagrams do not represent the final transformation whether development proposals are compliant with of the station area. They show an intermediate phase the TOD guidelines. where TOD approaches have started to act as a catalyst for change. BRT STATION TYPOLOGIES Q Where can these guidelines be applied? Whilst the following guidelines are focussed on Dar Q How long are the guidelines valid for? es Salaam’s BRT Phase 1 network, they have been As the BRT network and other transport modes are developed around a series of Station typologies implemented in Dar es Salaam, It is expected that the that can be applied across the future BRT lines and typology categories and station designations will be phases (and if needed can be adapted to suit other reviewed periodically. Our recommendation is that a transit oriented development projects in the City). review is undertaken every 5 years. The Station typologies are based on a blend of future development and existing conditions and intended to provide typical guidance. Three dimensional representation of Station areas have been used to illustrate different station typologies and related key framework objectives. 28 TOD Guidelines for BRT Corridors | BRT Station Typologies TOD Guidelines: Step by Step The “4 steps” below describe how to use the overall TOD framework and the TOD guidelines to encourage and direct TOD development along a BRT or other transit corridor. These steps are the recommended approach to be used by planning authorities, developers, investors and consultants to plan for TOD development and assess whether development proposals are compliant with the TOD guidelines. STEP 1 Review & Understand the Corridor Framework Plan and identify the Recommended Station Area Typology Review and understand the characteristics of the overall corridor and identify the correct typology for the station STEP 2 Define Station Influence Areas and undertake relevant station assessment Define the various different levels of station influence and carry out a full assessment of the station and surrounding area STEP 3 Review & Apply the Recommended Station Area Typology Guidelines Use the Station Area Typology Guidelines to ensure development proposals fit station specific TOD approaches STEP 4 Apply Recommended General TOD Guidelines using the TOD Toolbox Use the TOD Themes and TOD Toolbox to understand the general set of components and guidelines that should be integrated in all station typologies TOD Guidelines for BRT Corridors 29 STEP 1: Station Area Typology Categories Each station on network should be assigned a ‘typology’ that relates to not only its current character but also its future role within the city framework Setting the correct Station Area Typology Station Area Typology Categories USER GUIDE Every station in a transport network will be unique Based on the TOD framework described in the and have its own characteristics, issues and potential. introduction of this document, each station has been However, it is important not to see the station in categorised into one of five station area types. isolation and judge it on what it is today, rather it The categories take into account the urban character, should be considered as a piece of a larger network land use, connectivity, social and economic context which will change and evolve as the city develops now and anticipated future change as the network and future BRT and public transport transit are develops. implemented. The following hierarchy of five station area typologies Therefore, through consultation and review of provide guidelines for BRT Corridor line and the wider relevant supporting plans and documents - such as network. city-level plans, line-specific Corridor Development Strategies (CDS) or the BRT Framework on page 22 01 Central Business District / Downtown Centre each station should be assigned a typology based on 02 Gateway UNIVERSAL TOD TOOLBOX its contextual role in the overall city network of Dar es 03 District Salaam. 04 Service Centre It is important to note that the category is not fixed and therefore the station could evolve over time so, 05 Transit Neighbourhood. for example, what was once a transit neighbourhood could evolve into a district or gateway as the city grows and develops. TYPE 1 TYPE 2 TYPE 3 TYPE 4 TYPE 5 BRT STATION TYPOLOGIES CENTRAL GATEWAY DISTRICT SERVICE TRANSIT BUSINESS CENTRE NEIGHBOURHOOD DISTRICT Major commercial Key Interchange Consolidated Place for mid-scale Residential station hub of the city. location and arrival urban district with employment and hubs supporting the Can be residential point in the city. commercial uses, non-residential needs of the existing or commercial retail frontages & activity & future community focused. apartments MORE DENSE & DIVERSE LESS DENSE & DIVERSE 30 TOD Guidelines for BRT Corridors | BRT Station Typologies STEP 2: Define Station Influence Areas & Assess Station Area 1000M 500M STATION STATION STATION Define Station Influence Zone Analyse the Existing Understand Existing Conditions Networks Depending on the distance from the station, the BRT will have a different impact on residents, businesses To better understand the Analysis tools help and development and this is recognised in the Station unique challenges of the understand key Typology Guidelines. The different influence areas station area, the study of the performance indicators applicable to Dar es Salaam are: existing conditions should but an understanding be undertaken and cross of localised networks is • Station Core: The development closest to the station, references with the TOD also critical to grasp an typically within 200m radius but will vary by station objectives. understanding of local • Station Area: In Dar es Salaam, the station area is movement patterns and To assist with this a TOD defined as a 500m radius from the BRT station. local destinations and Station Evaluation Tool has • Wider influence Area: Outside of the 500m station landmarks within the study been developed for Dar es area but typically within 1000m zone. Salaam. The TOD Guidelines aim to provide aid in establishing strategies for the station area and the wider area of influence from the TOD perspective. The assumption is that good urban design practices are adopted as a starting point, therefore the following guidelines focus predominantly on the topics supportive of TOD, safeguarding the Government’s investment in the public transport and enabling the area adjacent to the network and the station to benefit from the investment. TOD Guidelines for BRT Corridors 31 Study Areas Benefited by the Implementation of BRT Station Area: 500m The Station Area is the primary influence area of the BRT station. Studies undertaken for the BRT Phase 1 CDS have USER GUIDE shown that the 5 minute pedestrian walking catchment in Dar es Salaam is 500m and therefore this has been used to Figure 1.1 Divided Station Area define the Station Area. Station areas defined by 500m radius may overlap. The relevant authority should define mutually-exclusive station 500m areas to simplify land use analysis and avoid double counting. Overlapping station areas should be divided, as illustrated in Figure 1.1. In some cases, stations may be spaced more closely together because they serve dense areas with similar planned land uses. In these cases, station Figure 1.2 Combined Station Area areas could be combined, as illustrated in Figure 1.2 Station Core Area: UNIVERSAL TOD TOOLBOX This is the zone directly adjacent to the BRT station 500m 500m and corridor. The immediate area is likely to have the highest local level accessibility, for which higher density and increased heights should be encouraged with the incorporation of active ground floor uses are recommended. Station core areas will be different at each station and should be adapted to meet local conditions such as block size, land uses and ownership. Figure 1.3 Alternative Station Core areas based on varying conditions different block Wider Influence Area: The benefits of TOD Principles are also applicable to BRT STATION TYPOLOGIES further located zones thorough enhanced accessible 1000m 500m routes. Typically the benefits can be felt within 10 minutes walking distance to the station and in Dar es Salaam this is approximately 1000m. Therefore the Wider Influence area is defined as the area between 500m and 1000m radius of the station. Due to considerable overlap of influences at this scale the specific Station Typology Guidelines do not cover this area in terms of recommended development parameters but instead demonstrates how this zone should be connected to the station and station area to help spread the benefits and value derived from the investment in BRT. Figure 1.4 Activities and attractors between 500m-1000m from the station will have a influence on the design of Station Areas 32 TOD Guidelines for BRT Corridors | BRT Station Typologies Analysing Existing Conditions The Transit Oriented Development (TOD) Station Matrix is a decision- making tool that has been developed for Dar es Salaam that builds on the city’s vision and objectives to provide a consistent way to Targeting assess each station and offer insight to direct station development appropriate investment in recommendations and priorities. It will provide foundation for planning station areas and investing strategies around each station on the BRT network. The tool incorporates key performance indicators from all disciplines (urban planning, transport, infrastructure, economics and real estate) and therefore synthesises the collective studies of the baseline work undertaken in Stage of the project. The aim of the TOD Station Matrix is to assist The selected criteria are: in the evaluation process by enabling a range of quantitative and qualitative criteria that Market Potential may affect each station. • Investor attractiveness • Market vibrancy The matrix comprises 18 indicators, grouped into three categories. The indicators are both • Prosperity qualitative and quantitative in nature. Data • Nodal value for the quantitative indicators were drawn • Public transport population catchment from the corridor baseline assessment, from • Public transport employment catchment a range of primary sources and supported • Ridership by survey work undertaken by the Team between January and September 2017. Development Readiness The qualitative data comes from a range of • Ease of land assembly primary sources (legal texts, government • Ownership websites, press reports and interviews), secondary reports and data sources, scored • Developable land by the Team based on their comprehensive • Planning status knowledge of African and international cities. • Land formality • Access to infrastructure The categories have been chosen for their ability to balance economic, transport and development factors as well as current and TOD Characteristics future trends. • Connectivity to public transport The approach reflected successful practices • Human density applied elsewhere. The chosen criteria was • Development density selected both for its appropriateness to Dar • Mix of uses es Salaam and the availability of objective • Permeability data arising from the baseline. • Access to community facilities TOD Guidelines for BRT Corridors 33 Project Objectives Measurement Weighting SCORE What is the strategy What are we trying How important How do we evaluate it? that should be to achieve? is it to DSM? USER GUIDE pursued? Indicators were developed Provides foundation for that could be measured Some factors are critical The matrix must refer back planning and investing against existing conditions and more applicable to to the diagnosis of the strategies at the city, at each station. The certain life-cycles of the issues and opportunites corridor and station area indicators also enable city’s development and that are impacting Dar es scale and proposes a level comparative analysis therefore must influence Salaam’s future potential. of priority for implementing between and across scoring more than others. these strategies. stations. Contextualise the TOD Station Evaluation Stations Matrix UNIVERSAL TOD TOOLBOX Understand station as a part of larger Evaluate individual stations and group them through their network in DSM potential to achieve TOD development READY m 1k 0m 50 MATURE Morocco Kimara Ubungo EMERGING Gerezani EMBRYONIC BRT STATION TYPOLOGIES PLAN Review designation against city objectives and other ongoing initiatives Station Typology STATION Station Evaluation Designation STRATEGY Review designation against city objectives and other ongoing initiatives 34 TOD Guidelines for BRT Corridors | BRT Station Typologies STEPS 3 & 4: Apply Recommended TOD Guidelines Each of the Station Area 7 Broad Guideline themes: 05 Connectivity / Network Typologies will have 01 Station Influence Zone • Assessment of Existing Network different characteristics 02 TOD Compatible Land Uses • Create Synergies and therefore development • Typical Land Uses • Connect guidelines to suit. • Recommended Land Use Mix (%) 06 Place-Making & Soft Mobility The guidelines are 03 Development Density / Massing 07 Parking structured into 7 broad themes which are 04 Typical FAR (200-500m and 08 Infrastructure accompanied by a ‘toolbox’ 500-1km Density Gradient) of best practice which is to • Average Employment Density be applied to all stations • Residential Employment Density regardless of its typology. • Typical Building Heights (Range) • Typical Urban Block Parameters 01 Universal STATION INFLUENCE TOD Toolbox ZONE BRT Stations should be Comprising typical features and components that are prioritised for transit access common to all station typologies. and the flow of people to the corridor. The station provides Focused on transit supportive outcomes that reflect greatest accessibility at best practice. the concourse areas and Please refer to Part 2 of this document. diminishes as land is placed further away, and is also influenced by feeder systems that connect with the station. TOD Guidelines for BRT Corridors 35 02 03 04 TOD DEVELOPMENT CONNECTIVITY COMPATIBLE DENSITY& USER GUIDE NETWORK LAND USES MASSING Ensure TOD precincts Incorporate higher-density Establish a fully integrated support the operation of uses in TOD precincts system of intermodal transit services. Station areas to boost ridership while networks. should accommodate higher leveraging value from the Define and promote uses that density activity that relies BRT system. This helps achieve an appropriate modal upon transit access, rather set density and height share for public transport, than car access. Typically parameters for Station Areas cycling and walking, by this prioritises urban offices to ensure development is providing high levels of blocks over business park or transit supportive. accessibility and public UNIVERSAL TOD TOOLBOX industrial development, high amenity. street shops over retail parks, and apartments over single family homes. 05 06 07 PLACEMAKING PARKING INFRASTRUCTURE & SOFT MOBILITY These guidelines consider Allocate an appropriate level Provide TOD parcels with BRT STATION TYPOLOGIES how the public realm can of on-and off-street parking adequate capacity of respond to the quality if built provision to support modal essential utility services to form to create memorable shift and support walking, allow planned densities to places within a safe, legible cycling and public transport operate while maintaining streetscape network for a accessibility. a sustainable approach range of users. to the sue of power, water, telecommunications, waste and sanitation. 36 TOD Guidelines for BRT Corridors | Universal TOD Toolbox TOD Guidelines for BRT Corridors 37 USER GUIDE Part 02 UNIVERSAL TOD TOOLBOX Universal TOD Toolbox There a number of issues and challenges that are common to all station areas and transit hubs. These range from how pedestrian connectivity, community facilities, retail activities, block massing and form can be arranged to help maximise the TOD beneficial impacts. The Universal TOD Toolbox sets out best-practice approaches of how to overcome these issues and ensure the successful implementation of TOD at each station area. BRT STATION TYPOLOGIES 38 TOD Guidelines for BRT Corridors | Universal TOD Toolbox  Universal TOD Toolbox TOOLS FOR A 01 Plan for Walkable Neighbourhoods SUCCESSFUL Good pedestrian access is imperative TOD AREA for a successful BRT system. The movement of people in and around This section set-outs 10 key tools to tackle stations or transferring between common key issues that will be found different transportation modes within any station area. The TOD tools requires an emphasis on design of described and illustrated on the following the pedestrian realm. The objective pages build on the general Station Area is to provide a legible pedestrian themes. They set out specific best practice network, orientating and familiarising TOD approaches that have been adapted to Dar es Salaam BRT corridor conditions. people with the local area and linking It is expected and a requirement that the effectively with the surrounding approaches based on these tools are streets and pedestrian environments adapted to meet local conditions and along the BRT corridors. challenges. Creating Walkable Neighbourhoods BRT Stations and the spaces around them are very likely to be important focal points and destinations not only for BRT passengers but also a range of different users, activities and businesses. It is important that the streets and routes that connect the station to the surrounding area are easy, safe and comfortable to use. Dar es Salaam remains a city where walking is a key mode of travel. It is critical that this very sustainable and healthy way of moving around the city is encouraged and planned for at all BRT stations. The following principles need to be followed: • Ensure that Transit stations/stops link effectively with the surrounding feeder routes and pedestrian environments along the BRT corridors through identifying, designating and wayfinding network of main pedestrian feeder routes extending to the limit of the 1km catchment area Pedestrian Users and Attractors TOD Guidelines for BRT Corridors 39 Land Use Attractors: A Major Employment Cluster USER GUIDE B Key Community Building C Main Retail Frontages A Flow & Gathering Spaces: D D Routes to / and from the Neighbourhood E B C E Key Public Space F F Market Square - Formalised Street Vending G G Public Courtyards Pedestrian Generators / Attractors UNIVERSAL TOD TOOLBOX • Within the Station Area of Influence encourage clustering of anchor points such as commercial, retail and community activities, points of interest & landmarks to maximise user accessibility and station area attractiveness • Within the Station core area maximise pedestrian priority areas and feeder routes. Ensure that all pedestrian footpath widths are wide and generous (at least 2m wide) and provide building set backs that allow pedestrian movement area to building frontages A ithin the Station core areas, designate • W specific areas for street traders and kiosks (ideally licensed) to be accommodated and serviced . Ensure that restaurants and cafés BRT STATION TYPOLOGIES including small niche traders and workshops Active Frontage include covered spill out space for merchandise A Main Retail Frontages display and outdoor seating Set-back for Activity Space • Encourage pedestrian anchor points as commercial/ retail activities that complement the local area, activity nodes, points of interest, station facilities, landmarks and attractors within the neighbourhood or walking distance of 500m. 40 TOD Guidelines for BRT Corridors | Universal TOD Toolbox Planning for Pedestrian Friendly Urban Blocks The shape, scale and size of urban blocks and buildings has a big impact on pedestrian • Provide higher set-back along the key movement and comfort. Adjusting and Planning pedestrian routes and active façades to for pedestrian friendly urban block patterns and improve pedestrian experience building forms is crucial. • Emphasise the street by increasing corner • Urban blocks should ideally be no wider than mass of the building which points out the BRT 80-100m depending on the typology, and be route and pedestrian street entry, creating a separated by pedestrian friendly right of ways unique identity that can form a network of pedestrian routes • Higher volume to highlight the pedestrian through-out a neighbourhood street entry points. • Consider plot coverage ratio and built form to allow for public spaces and generous public footpath for pedestrian circulation near the station areas • Encourage provision of building canopies and arcades along the BRT routes and key pedestrian streets to improve weather comfort levels • Arcades with minimum of 3m wide and considered optimum width of 5m Building Permeability B D A C Full Street Arcades along the key pedestrian routes Arcade line B Emphasised Street Corner Building Block with Permeable Passageways C Arcades with Active Frontages D Possible Shading Structure over key Public Space A Higher set-Backs, Pavement Widening TOD Guidelines for BRT Corridors 41 02 Massing & Land Use BRT stations and stops have the ability to function as catalysts for development nodes USER GUIDE in a BRT corridor. Station Area Typology plans should address density changes and transitions necessary at the edge of the Station Area to achieve compatibility with surrounding neighbourhoods. Massing & Street Articulation Station Transition Area • Define build-to lines to achieve more intense, • Provide a transition between the Core Station Area and compact patterns and highest density of surroundings by stepping down the heights, changing development within the Core Area and Station Area plot coverage, increasing open space, reducing UNIVERSAL TOD TOOLBOX of Influence permitted maximum densities and changes in land use • Define build-to lines by us and specific design • Transition area should be identified in Station Area standards, including architectural character, building plans to soften the impact of high-intensity Core Area widths and street articulation uses on existing neighbourhoods. • Encourage higher building mass in the southern side of the Station for shaded areas Development and Value Capture • Encourage zoning density bands for high-density mixed use development • Densities bands should be tapered in proportion to the distance from the BRT routes • Phase to suit market demand and ensuring BRT STATION TYPOLOGIES investment activities respond to changing market needs. Station Core Area massing transition Neighbourhood Station Core Area Massing Wider Area Station Influence Zone 1Km 42 TOD Guidelines for BRT Corridors | Universal TOD Toolbox 03 Interchanges & Connections One of the critical aspects that establishes the success of a public transport system is undoubtedly the quality of its interchanges: these should be designed to guarantee an efficient transfer of passengers between different modes of transportation and circulation systems, for example from paratransit to BRT or from bike to bus. Intermodality • Interchanges are hubs of mobility where • Locate the transit facilities and infrastructure users can choose among multiple transport where feasible to enable quick and direct transfers. modes. The modes available and the Depending on the amount of passengers and on position in the network define the size and site-specific conditions the different areas can be the ridership of each interchange. Besides linked at-grade, via elevated walkways or via the the main hubs located along the BRT podium. corridor, other smaller mobility hubs will be • Outside the walkable catchment area, provide located in the entire project area and ideally competitive alternatives to private mobility: all over the city to maximize the catchment reserved lanes to speed up feeder lines and area of sustainable mobility. (diagram S, M, protected bike lanes to make cycling a safe and L, XL) attractive option. • Formalize the stops location of informal transit (Dala dala, Boda boda, Bajaji), by providing dedicated and properly sized waiting areas. XL BRT Feeder Rail/Bus L BRT Feeder M BRT Dala dala S Feeder Dala dala XS Network and nodes hierarchy Dala dala Boda boda Feeder Boda boda TOD Guidelines for BRT Corridors 43 USER GUIDE Ease of Movement • The interchange should be as compact and pedestrian • At-grade crossings are preferred to subways and friendly as possible in order to provide an easy and safe footbridges, to better serve pedestrian desire lines. interchange experience for all users and avoid conflicts Pedestrian overpasses and underpasses take up with vehicular traffic. sidewalk space, increase walking distance, and are frequently avoided by pedestrians in favour of a more • Provide a direct pedestrian access from all directions direct crossing. Grade separated connections should to all public transport stations and stops to ensure a be provided only where vehicular flows and pedestrian seamless connectivity. footfall are too significant to interact. • Addressing the first last mile challenge should be a • Drop-off sites, where motorists can drop off or wait for priority. This allows to reduce the distance and time it transit passengers, should be provided where feasible, UNIVERSAL TOD TOOLBOX takes people to travel from their origins to stations and but without disrupting the public transport service and from stations to destinations, while simultaneously pedestrian pathways. improving the user experience. BRT STATION TYPOLOGIES Station Access Hierarchy Last Mile Accessibility to Transit Station 44 TOD Guidelines for BRT Corridors | Universal TOD Toolbox 04 Networks The street grid plays a critical role in establishing a successful TOD. A well interconnected road network with frequent intersections allows to achieve a high level of connectivity by providing numerous routes and convenient pedestrian access. This will consequently maximize the number of riders within the walkable catchment area of a station. Road Hierarchy Establish a clear road hierarchy with adequate intersections between different kinds of streets. Growth along the corridors should occur through a set of major road connectors facilitating circulation of pedestrians and cyclists. 1 Primary roads: guarantee safe and fast connectivity for private traffic and public transport at the metropolitan scale between main urban poles. It accommodates the fully- segregated BRT route. 2 Secondary roads: provide medium-capacity connectivity between primary corridor as well as high permeability to inner urban areas by distributing traffic to tertiary and local roads. It can accommodate BRT feeder routes and dala dala that should run preferably on reserved bus lanes. 3 Tertiary and local roads: will have to guarantee safe movement for different modes of transport, have stringent speed limits and adequate size and priority paths for pedestrian and bike movements. Dala dala, Boda boda and Bajaji are allowed and can run in mixed traffic. TOD Guidelines for BRT Corridors 45 Accessibility Streetscape • Instead of functioning as just conduits for vehicle USER GUIDE • Existing main streets should be enhanced and converted into priority avenues, providing new movement, TOD streets are designed to accommodate alternatives for flow of traffic. all modes of transportation establishing a pedestrian- first modal hierarchy. Planning for a complete streets • Existing secondary streets should be retained and network means moving all types of travellers safely, enhanced, where possible, as access roads and comfortably and efficiently. collector roads to accommodate local neighbourhood traffic • Regulate and properly signalize bicycle traffic to foster cycling as an alternative to automobile. Prioritizing • Avoid, wherever possible, multi-lane one-way streets the construction of protected bike-ways on major since they tend to speed up through-traffic rather than streets will reduce the risk of injuries increasing the fostering a vibrant and liveable environment. The use of bicycles. Bicycle parking to be provided in the visual friction created by two-ways traffic flows keeps proximity of main destinations and PT stops. motorists more attentive making it easier for bikes and pedestrians to turn and cross. Two-way streets also • Design all streets to be easy to cross and to encourage facilitate transit usage since bus stops can be located safe pedestrian crossings. Provide at grade crossings UNIVERSAL TOD TOOLBOX on the opposite sides of the same street. around the station every 80 - 100 m at minimum, and not more than every 200 m, in order to avoid unsafe • Public transport priority: design intersections with the and unprotected crossing routes. main corridor with BRT-priority, avoiding or reducing to the minimum the possible conflicts between public • Curb extensions, tight turning radii and pedestrian and private transport. refugee islands help protecting pedestrian crossings, by minimizing roadway crossing distances. • Dedicated transit signal priority along the BRT route is one of the most powerful tools to increase the Traffic Management reliability and the travel speed of the service. • Walkable paths in the core area attract high pedestrian • Set speed limits on the roads that are conducive oriented services, and act as the major connections to pedestrian movement and activity around the to the station. Primary and secondary routes should station. Where vehicle speeds are above 30 km/h and provide direct pedestrian and bicycle access between pedestrian volumes and crossing demands are high, the station and major destinations in the surrounding provide signalized crossings to support a safe walking community. Sidewalks should be dimensioned environment. adequately to serve high pedestrian flows. BRT STATION TYPOLOGIES • Restrict heavy vehicles through traffic to the main roads. • Detour servicing traffic from the main corridor to the parallel local roads. Provide the access to loading bays for servicing to avoid wherever possible the interruption of the active fronts. 46 TOD Guidelines for BRT Corridors | Universal TOD Toolbox 05 Community Facilities & Open Space Social infrastructure, community services and facilities are fundamental to communities. Station areas provide the opportunity to increase the accessibility to existing nearby community facilities. Station areas should also be the preferred location for any new planned community facilities. Unlock Community Benefit Community facilities & TOD • Station Area development plans to secure the A balance distribution of community provision of public facilities such as markets, facilities is key for the success of youth spaces, day-care, performance spaces Transit Oriented Developments. While all and libraries, community halls, cafés, galleries, community facilities are progress of a community, government service centres, recreation centres, there are some of them that have a bigger and police substations influence from TOD principles and therefore will need to be considered when designing the • Encourage the distribution of community station areas. Diversity of community facilities facilities along the feeder routes to act as is also important for encouraging dynamic a catalyst for socio-economic and physical community. regeneration and to positive social change • Nurseries: support working parents. Location • Develop flexible, multi-purpose facilities near a park is recommended as well as in capable of supporting a range of functions walking distance from transit interchanges which may change over time but not adjacent to interchanges. • Establish strategic partnerships with community • Primary and Secondary schools: having organisations, local businesses and public similar influence on the life of working parents space managers and other stakeholders to and, the larger land demand recommends a strengthen integration and capacity for the furtherer position from the station being still strategy to take effect. connected through pedestrian and cycling TOD Guidelines for BRT Corridors 47 routes from the station. professionals could also be located within the station proximities. • Health points: to be located on the vicinity of the station. Larger facilities such as hospitals can be • Police station and Security services: the located further but will count with direct connection large amount of BRT users recommends USER GUIDE to the BRT trunk for emergency services. the location of some security services in the proximity of the station. However, larger • Public market areas: the already noticeable stations should be located at accessible increase on street traders recommend the creation locations from the primary routes but further of covered and open air spaces for regularizing these from the station in order to avoid disturbance. activities. These will be located connected but not adjacent to the station. • Libraries & Cultural centres: should also be located at accessible locations from the BRT • Post Office, Municipal Office: One of the station issues raised at the Focus Groups Survey is the centralisation of service at the city centre and the • Sport areas: to be located at accessible lack of alternatives at other parts of the city. TOD zones but not adjacent to the station. In the should incorporate the mentioned type of services case of large facilities such as stadiums, a in the proximity to the station in order to provide specific accessibility study will be required. a better municipal service and reduce number UNIVERSAL TOD TOOLBOX of trips. Other private services such as banks and Open Space Network • Floodable zones: attenuation measures to be TOD Guidelines also consider the network of open applied. In case of life risk, constructions should spaces within their main approaches. Relative high be relocated through adequate planning tools. density areas around the stations are balanced with different sizes of open spaces including parks, recreation • Place making: open space to be included zones, pocket squares, central squares and river corridor. • Recycling & Waste: An adequate maintenance These will be use depending on the typology by the local of the open space areas is key for the success of residents and the regeneration and suitability principles. Open In the case of Dar es Salaam, the BRT network is being space areas to be cleared from waste disposal. used as a regeneration tool at already built areas where Collection points to be located at the main the existence of dedicated open spaces is limited. accesses to prevent illegal dump. Regeneration of rivers & floodable zones and their • Community facilities: such as schools and BRT STATION TYPOLOGIES transformation into public spaces is an opportunity for sport areas to be located near open space areas. achieving the right balance. The following guidelines with different objectives are meant to support this • Open Space: the existence of open space areas regeneration based on TOD principles: has a positive influence on the property values. Therefore, the regeneration of river valleys • Drainage: TOD to take the natural flows and can be linked to the development of the TOD ecological corridors into consideration through diverse planning tools. • Ecological corridors and setback zones: to be included within a preserved network of open spaces for the establishment of recreation zones. These will not be located adjacent to the station but must be accessible through pedestrian and cycle routes. Distribution of social infrastructure within the wider neighbourhood 48 TOD Guidelines for BRT Corridors | Universal TOD Toolbox Community Facilities - Reference table Figures are based on the estimation of catchment per typology and are only to be used as a reference. Total distribution of community facilities and thresholds need to be read together with the overall strategies for the Phase 1 BRT corridor and the city-wide strategies. Healthcare Assumed Population TOD Station Catchment Within Station Typology Area (500m) Local Level Regional Level National Level 1 Healthcare Centre near high employment 1 National Level areas 2 Dispensary/ Hospital, required CBD / Downtown 30,000 Clinics spaced in the entire equally from the corridor context. Healthcare Centre. 1 Healthcare Centre near feeder routes and residential clusters 2 Gateway 35,000 Dispensary/ Clinics spaced equally from the Healthcare centre. 1 Regional Level Hospitals located 1 Healthcare Centre close to district near high employment centre stations, areas 2 Dispensary/ (2 Regional Level District Centre 35,000 Clinics spaced public hospitals in equally from the total required for Dar Healthcare centre. es Salaam in terms of total metropolitan population) Service Centre 10,000 1 Dispensary/Clinic Transit 2 Dispensary/Clinics 35,000 Neighbourhood near station. TOD Guidelines for BRT Corridors 49 USER GUIDE Education Sports & Recreation Civic Facilities Crèche Primary Secondary Tertiary Sport Open Police Fire Station Library Post Office Facility School School Education Facilities Space Station Pockets of 2 Medium sport facilities. Tennis & 1 Regional Scale Post 1 University/ 1 Metro squash Library in the Office/ 14 3 2 University of Urban Park 1 Police courts, corridor-wide Agency with Technology Station swimming context post boxes pool and gymnasiums UNIVERSAL TOD TOOLBOX 2 Local 1 Regional 2 Post 1 Tertiary or Parks and 1 Sports 1 Local Office/ Occupational Community 10 3 2 Stadium in 1 1 Training Park Library Agency with the corridor- Facilities with play post boxes wide context equipment Athletics 1 University/ Stadium 2 Local/ University of 2 Post (3000+ Parks and 1 1 District Technology or 1 Local Office/ seats) and Community 15 3 2 mixed public 1 Police Swimming Park Library Agency with University in Station Pool Complex with play post boxes the corridor and 1 equipment wide context Grassed field BRT STATION TYPOLOGIES 1 Post 1 Satellite Office/ Police Agency with Station post boxes Grassed field 2 Post 1 Tertiary or (1 football field 1 Local Office/ Occupational 2 Local 10 3 2 equivalent) 1 1 Training Parks Library Agency with with 500 Facilities post boxes seater stand. 50 TOD Guidelines for BRT Corridors | Universal TOD Toolbox 06 Creating Quality Places & Public Realm Public Ream can help to support transit use by enhancing connections between the community and its transit network, integrating stations into their surroundings and improving the experience for transit users. It can support the operation of the station by creating space near the entrances to absorb congestion within the station / stops at peak times and also provides social spaces to enable people to linger and enjoy the area as a place. Public Spaces Identity & Navigation • Define build-to lines to allow engaging spaces • Reconsidering the layout of the streets to make in key areas where there is enough footfall to it more intuitive make retail viable without disrupting access to • Special features such as sculpture, water, the transport system and other public artwork, that help create • Parks, natural features, and plazas, should be identifiable gathering spaces, should be utilised as an integrated component for Station incorporated as part of the public open space Area development and used a focal point hierarchy • Ensure transition from smaller urban parks and • Ensure viewing corridors and vistas to plazas near the Station Core Area to the larger landmarks to improve legibility. parks within the wider neighbourhood • Including squares, green corridors, pedestrian walkways could be planned as a vehicle- free environment to enhance the pedestrian connectivity between activity areas • Integrate public spaces with existing and intended key pedestrian and circulation routes to facilitate ease of pedestrian movement • Landscaping, streetscaping, and public art seek to enhance station quality and attractiveness • Provide clear sight lines which do not impede visibility to transit waiting passengers and transit vehicles in the running-way. TOD Guidelines for BRT Corridors 51 07 Signage Public Transport Information & Wayfinding • Should be included within the station entrances and exits, bicycle parking areas, bus drop off, short-term pick-up/drop- off, and, where provided, park-and-ride facilities USER GUIDE One of the primary functions of TOD is • Information should be communicated simply the provision of a comprehensive and • Place signs on / near corners and decision points, consistent wayfinding transit information regularly-spaced along a route approximately 200-300 in and around station areas to assist m apart navigation and guide passengers to and • Place wayfinding elements at progressive intervals, through the station and its surroundings. DAR regularly spaced along a route approximately 200- 300 m apart, and disclose necessary information Street Signals: at decision points. Name stops, stations, and destinations adopting similar branding, images and • Place street signals on existing and new colouring to reinforce identity and recognisability. infrastructure such as light poles or at building • Signage should be positioned in appropriate and corners at heights that are visible to both intuitive locations and displayed at an easily located pedestrians and active transportation users. central point UNIVERSAL TOD TOOLBOX • Information should be communicated quickly and • Ensure that signs are pedestrian-scale simply. The wayfinding system should indicate the most useful local destinations • Use arrows and maps of interchanges and the local reachable within 5- and 10- walking ES SALAAM area maps on these signs to highlight station location, and cycling time. common destination areas, and routes • Integrated with similar branding, images and DAR ES colouring as adopted on the marketing materials and SALAAM vehicles. DAR ES SALAAM Types of Signage: INFORMATION POINT MAP • Static: permanent signage of text and graphics/maps • Changeable/Variable: information on routes, service times which may change and be updated by replacing BRT STATION TYPOLOGIES hard copy material INFORMATION POINT • Real-time: electronic current information on next train or bus, route number, and emergency conditions, messages to passengers regarding information on traffic delays, updates on roadworks and major events affecting the network. • Digital Platform: real-time information and expected transit arrival times provided on mobile devices. Assist new users in finding stations using geospatial software. Way Finding Information 52 TOD Guidelines for BRT Corridors | Universal TOD Toolbox 08 Integrated Infrastructure Infrastructure Network Utilities Capacity ocus public infrastructure investments where • F ased on the proposed density and land use of • B development is most desirable to correct existing the station area, ensure that sufficient public deficiencies and ensure capacity for high- infrastructure has been allowed for, and that the intensity TOD distribution of these services to the station area is catered for in the broader city infrastructure nsure that adequate public infrastructure, • E planning frameworks including streets, drainage and telecommunication systems, are in place in or station areas, establish an adequate level • F advance or can be completed concurrent with of service for all public infrastructure, including development in Station Areas streets, drainage, water supply, sanitation, power provision and telecommunications systems, istribution networks branching from the BRT • D and that the implementation of these systems trunk route need to align with dedicated mobility does not hinder the expansion and roll out of routes, as these are likely to be the highest development within the station areas. load centres. These can also be aligned with service lanes for waste collection for secondary distribution networks – key bulk lines need to Water, Sewage & Drainage remain along the BRT corridor and trunk feeders, pgraded utility routes for bulk water (in excess • U for ease of access and distribution. of 250mm dia pipelines) and bulk sewer lines • E nsure that valuable public open space areas are (in excess of 600mm dia pipelines) should be incorporated with bulk infrastructure elements, aligned with the BRT trunk route particularly soft open space with stormwater ncourage the generation of new nodal zones • E management infrastructure, such as channels of load centres, preferably in areas that are not and retention facilities. prone to regular flooding, at sufficient distance from the existing infrastructure (between 2 and Infrastructure planning for regeneration 4km) in order to service the upgraded area surrounding the service centre Infrastructure will need to adequately respond to regeneration strategies within the corridor. In order nsure that the network has been designed to • E to ensure sufficient infrastructure, the following cater for the anticipated demand of the proposed approach is recommended: land use: • Key locations for regeneration need to be 01 Individual dwelling houses: 600 litres – 1000 identified in terms of social benefit; litres /hh /day • A vision for these locations then needs to 02 Low-rise multiple dwelling unit buildings: 600 be defined in order for the infrastructure litres – 1000 litres / hh / day requirements to be interpreted; 03 High-rise multiple-dwelling unit buildings: 450 • Based on the vision, sufficient bulk infrastructure litres – 700 litres / hh / day (potable water, energy provision, sewerage (Consumption figures based on assumed water- conveyance, solid waste removal) would need borne sanitation; if an alternative sanitation system to be in place in order to ensure the functioning is utilised, these can be reduced) of the regenerated area. This could include relocation of households with temporary services • Select the most appropriate sanitation solution and re-laying of formalised networks to unlock for the given context – waterborne sanitation the land potential for the vision. (with bulk service provision), conservancy tank storage or pit latrine. TOD Guidelines for BRT Corridors 53 tormwater infrastructure needs to consist of • S USER GUIDE sufficient conveyance infrastructure in the form of road crossing culverts, piped culverts and open channels to evacuate stormwater as quickly as possible; etention facilities need to be located at • D reasonable distances (200 - 300m) along water courses in the area to detain flood events and provide containing of stormwater, with adequate overflows, to reduce the peak runoff at the outlfow of the region; tilise public parks for location of bulk • U infrastructure elements (water reservoirs, electrical substations) as well as stormwater attenuation and management at the low lying UNIVERSAL TOD TOOLBOX portions of the open spaces. Energy & Telecommunications Solid Waste pgraded utility routes for MV power provision • U olid waste provision needs to be made to cater for • S need to be aligned with the BRT trunk route, with one public waste facility per 150 households. step down transformers located along the route ach facility should consist of a hard-stand area of • E for subsequent distribution to the station load at least 100m2 to cater for the collection and sorting centres. of waste. • Ensure that the network has been designed to • The size and scope of the facility should be defined cater for the anticipated demand of the proposed by the chosen waste hierarchy. Reduction in waste land use: generation should be prioritized, with disposal at • Low income consumer: 220kWh / month Landfill as the final use: • Medium income consumer: 520kWh / month BRT STATION TYPOLOGIES • Allow sufficient corridor width (1.5m) for telecommunications ducts to run adjacent to the electricity cables within the road’s Right of Way. 54 TOD Guidelines for BRT Corridors | Universal TOD Toolbox T9 Safety, Accessibility & Comfort Transit stations should be designed to promote a safe, secure, and comfortable environment. In transit system, passenger safety and accessibility is a paramount and in urban design should be ensured through implementation of different measures and requiring different approaches. Enhancing Safety and Comfort Improving Accessibility and Sightlines • Allocate land uses and public spaces near • Pedestrian routes should be clear, direct and the bus stops to help to provide natural with signage and should be free of barriers to surveillance during day and night for waiting users. passengers • Provide continuous sidewalks connected by • Ensure appropriate lighting of public spaces to safe pedestrian crossings on both sides of provide sense of safety and security at night urban streets with transit service. In case of low pedestrian flows, pedestrians and cyclists may • Development around the stations and be accommodated on shared-use paths on one transitways should provide shelter design or both sides of a street. through canopy, shades for weather safety and comfort for waiting passengers. • Establish a safe light-controlled pedestrian/ cycle crossings and dedicated cycle networks • Create dedicated and regulated street vendors space to avoid encroaching into pedestrian • Station areas should not include fencing and flows in crowded or narrow sidewalks, ensuring any barriers for ease of movement a clutter-free pedestrian clear path. Dedicated • Using the principles of universal design for full spaces can be allocated on sidewalks, in access to all. parking lanes, or in the enhancement zone. • Decluttering the space to accommodate • Access and connections to mass transit lines pedestrian flows. Clear paths must be free of as well as local transport should be improved fixed objects and major gaps or deformities. with direct pedestrian paths of travel, providing the shortest distance to transit stops for the • Where large events or people gathering places largest number of potential riders. may happen, bollards, street furniture and/or tree planters will be provide to ensure security. • They will also prevent public areas from illegal parking. • At intersections, mark crosswalks and provide detectable warning strips at the end of the exclusive pedestrian area. TOD Guidelines for BRT Corridors 55 • Medians and refuge islands create a two-stage • When crossing a minor street, a raised cycle crossing for pedestrians, which is easier and safer track can be carried through an intersection USER GUIDE when crossing multiple lanes of traffic. and be combined with a raised crosswalk to clarify and accentuate priority. • Use raised crossings and curb extensions to limit turning speeds from the major to the minor street. • On local neighbourhood roads, actuated signals and beacons are applicable where • Use bollards & other systems to ensure segregation pedestrian volume is very low and speed at people gathering areas management is not sufficient to create safe • Where sidewalk space is limited, provide a dedicated crossings. space for transit shelters with boarding bulbs to • Manage vehicle flows and keep parking free of enhance personal safety and visibility. pedestrian areas Appropriate lighting Weather Comfort UNIVERSAL TOD TOOLBOX BRT STATION TYPOLOGIES O NLY B US Passenger Loading Zone Dedicated Bus Zone 56 TOD Guidelines for BRT Corridors | Universal TOD Toolbox T10 Parking One of the key principles of a TOD strategy is to reduce car trips in favour of walking and transit trips. Properly managed and priced parking provision is one of the most effective strategies to shift users away from the automobile towards more sustainable modes. A TOD needs and should allow less parking than a similar development in non-TOD areas. A specific parking strategy that coordinates both on and off street parking and that sets maximum requirements is a major driver of the success of the district as a TOD. Typologies • On-street parking provision should be metered for dala dala, boda boda, bajaji, taxi, coaches for short-term turnover rather than all-day use (regional and intercity bus connections) and to provide a liveable and active environment. bicycles. However, parking should be selectively avoided • Dala dala, boda boda and bajaji termini will on the main arterials where it may cause delays to preferably be provided off-street to avoid causing traffic and public transport. Roadside parking will congestion on the main roads and should be be strictly dedicated to public parking. The quota incorporated into public transport interchanges. of roadside parking is included in the parking Where off-street space is not available, on- rates defined and will generally contribute to no street termini may be provided but they should more than 20% of the total parking allowance. preferably be physically segregated from other • Off-street parking should be provided in form traffic in lay-by bays with specific entry and exit of compact and centralized parking facilities points. properly sized based on the actual demand • Coach parking should be provided at the airport, and within the maximum provision allowed. ferry terminals, transport interchanges, hotels and Encouraging the development of centralized at or near major tourist attractions. parking areas, will result in more efficient traffic flow with a lower number of accesses and a more • Taxi Stands should be provided off-street at efficient management. In particular off-street centres of heavy demand, preferably within large parking typologies are represented by site-wide developments or public transport interchanges. centralised parking (park and ride) district parking Taxi stands should be provided also at ferry and dedicated (or building/plot) parking facilities. terminals, rail stations, major public transport interchanges, the airport, hospital, cultural, • Drop off/pick-up locations should be provided entertainment or retail centres. TOD Guidelines for BRT Corridors 57 • Cycle Parking Areas shall be provided off road/cycle USER GUIDE track to avoid obstruction to vehicular, pedestrian and cycle traffic. To encourage use of the designated parking areas and to discourage illegal parking, cycle parking areas shall be conveniently located close to the general destinations. Small, frequent parking racks for bicycles are preferable to large but sparse racks. Large racks providing many spaces for bicycles. Parking prices are increased in proximity to the station • Parking provision for disabled people: suitably designed, and located at designated car parking and drop-off points are required. Municipal Councils should take into account local issues and estimates of local demand in setting appropriate standards and quotas of public and pertinence parking. Municipal UNIVERSAL TOD TOOLBOX Councils should monitor and enforce the spaces to prevent misuse. • Operational parking for maintenance, servicing and deliveries is required to enable a development to function. Off-street and back-of-the-house servicing spaces will be preferred as they causes less interference to other activities and reduces obstruction to pedestrians and traffic. Parking Fares • Parking fares and time restrictions should be put in place to encourage a frequent turnover on the curb- Parking access from side roads and alleys street parking provision. The main target is to ensure that on-street parking is never completely occupied. This will strongly reduce cruise traffic caused by Context and Urban Quality BRT STATION TYPOLOGIES the search for parking, which is a major cause of congestion. • Limit on-street parking to unlock space for public • Demand-based parking fares: prices will be higher realm, create a liveable pedestrian environment where demand is higher; toll-free curbside parking and maximize the available space for the nature will not be provided in the core areas around major reserve at ground level. public transport stations. • In areas of high parking demand, exploring the possibilities for shared on-street parking should be a goal by creating a market for curb parking. This could be achieved through the usage of residential parking benefit districts on one hand, and on the other hand by the charge of a fee to non-residents high enough to maintain 15% vacancy. 58 TOD Guidelines for BRT Corridors | Universal TOD Toolbox • Avoid parking access from the corridor but manage it via the side roads and alleys wherever possible: in particular parking access should not be located in areas interested by main pedestrian and traffic flows, for example around the main station and Parking Standards interchanges interested by significant footfall. The parking standards set out in this guidance are • Parking can frequently disrupt urban quality: for intended to ensure that a new development, including example big surface parking lots should be avoided in the change of use or extension of existing uses, urban areas and multi-level parking facilities should adequately addresses the likely requirements for be less prominent as possible. Where possible above- car parking. Although the standards provided will be ground parking facilities should be screened behind a expected to be met, they are intended as guidance and building or should at least provide an active ground- are not, therefore inflexible. This guidance will have to be floor frontage with retail or other compatible uses. reviewed from time to time and updated accordingly by • Maximum parking provision quantities are defined the authorities in charge. in function of the type of land use and the position The parking standards apply to all Station typologies relative to major public transport stations. This will within the entire corridor development area. Beyond guarantee that the more a site is accessible by means a limit of 1 km from the BRT station areas, parking of public transport, the stricter are the rules that limit requirements will be assessed independently from the parking provision. station typology on a case by case basis. The assessment will take into consideration the type of development proposed, its impacts on the character of the area, the surrounding uses and the existing road network as well as the accessibility of the site to public transport and pedestrians. C - 100 0m Cl ass as Cl s B - 500 m D ss la -> C A - 20 1 00 0 ss 0m Cla m no reduction - 50% - 25% - 10% TOD Guidelines for BRT Corridors 59 Methodology Assessment The following general car parking standards should apply Starting from reference rates a set of new rates to all new built development and to the change of use or suitable for TOD mixed-use developments was created extension of existing uses. The standards are relevant to according to the following principles: the entire corridor development area where the density • Fixed minimum and maximum limits – a of development particularly requires the best and most USER GUIDE recommended rate representing the unconstrained efficient use of land and where the overprovision of car parking demand of a land use. parking can encourage increased use of motor vehicles, adding to congestion and inefficient use of public space. The • TOD proximity discount – depending on the general car parking standards therefore represent minimum distance from the TOD core an additional parking and maximum provision for parking which is expected for rate discount (reduction) will be applied to all development proposals within the Corridor development functions. area. However, although these standards are expected to be • Mixed use development discount – although each met, they are intended as guidance and are not, therefore land use has a defined nominal parking rate, these inflexible. Variations may be allowed depending on the can be reduced in mixed use developments by individual characteristics of each site, if approved by the including a combination of major land use types relevant local authorities. such as residential, retail, office, commercial, civic In deciding whether or not more generous standards are and light industrial. The mixture of uses can be to be applied, account should be taken of the extent to horizontal and vertical, but not necessarily in the same building or site. The only condition relies on UNIVERSAL TOD TOOLBOX which public transport might be provided in the future. Consideration should also be given to the implications for air the proximity of different land uses within a walking quality and the impact of on-street parking measures which distance of 200-250m. Beyond this distance, only may also help reduce the potential for overspill parking and nominal rates can be applied for each land use congestion, and improve safety and amenity. type. Predominant Monofunctional Development Residential Office Retail cps/dwelling unit cps/100 sqm cps/100 sqm Rates are not optimized according to the distance from the station’s core Max Min Max Min Max Min CBD (A) 1,15 0,00 1,25 0,20 1,00 0,25 CBD (B) 1,15 0,00 1,25 0,20 1,00 0,25 GATEWAY (C) 1,15 0,00 1,00 0,20 0,50 0,25 BRT STATION TYPOLOGIES GATEWAY (D) 1,15 0,25 1,75 0,30 2,00 0,50 DISTRICT CENTER 1,25 0,25 1,25 0,30 1,00 0,25 SERVICE CENTER 1,25 0,30 1,50 0,40 2,00 0,50 TRANSIT NEIGHBOURHOOD (E) 1,35 0,35 1,50 0,50 1,50 0,30 TRANSIT NEIGHBOURHOOD (F) 1,35 0,35 1,75 0,50 1,75 0,30 TRANSIT NEIGHBOURHOOD (G) 1,35 0,35 1,75 0,50 2,00 0,50 >1000 m from station core 1,50 0,50 2,00 0,75 2,00 0,50 Parking rates for single use development. *(For other land uses refer to relevant authorities) 60 TOD Guidelines for BRT Corridors | Universal TOD Toolbox Three main land uses are considered and related parking standards were defined, and namely: 01 Residential Buildings: the parking rate is in 02 Single Use Buildings - Office, residential, general inspired to the logic of self-supported retail functions (single rates for each properties (i.e. parking demand associated to a function - proximity to the TOD core may residential property is predominantly met within lead to a reduction) the property boundaries). The reference value 03 Mixed Use Developments: optimized rates should be set in relation to a designated target of to take advantage of the synergy between motorization rate for the city of Dar es Salaam or by adjacent uses that is obviously valid only Ward in relation to the expected planning. if mutual spatial distance across different functions is within the given threshold (200- Residential land uses foresees a minimum and 250m). Also, proximity to the TOD core may maximum requirement for each station typology lead to a further reduction). The proposed as well as an optimization rate according to the landuse plan foresees different mixed use distance to the BRT corridor. This requirement functions, namely: takes into account current car ownership of Dar es Salaam and expected future growth, but still, • Special Mixed-Use (MU01): combination of two aiming at preventing higher rates of car ownership or more uses as a mixed use development per dwelling unit in order to minimize the reliance • Mixed-Use Residential (MU02): medium on the car and promote the usage of public density residential-led mixed-use transport. Parking should be unbundled from development housing costs, residents can also be given options about having an assigned space or an unassigned • Mixed-Use Commercial (MU03): medium space, with assigned spaces costing more because density commercial-led mixed-use they cannot be shared by other residents. development For the above uses the parking rate is inspired from experience and research based on similar site specific conditions in transit oriented developments. TOD Guidelines for BRT Corridors 61 For each mixed use function typology standard parking rates have been defined as follows: Mixed Use Development MU01 MU02 MU03 USER GUIDE cps/100 sqm cps/100 sqm cps/100 sqm Rates are not optimized according to the distance from the station’s core Max Min Max Min Max Min CBD (A) 1,30 0,15 1,45 0,10 1,45 0,15 CBD (B) 1,30 0,15 1,45 0,10 1,45 0,15 GATEWAY (C) 1,20 0,15 1,30 0,10 1,25 0,15 GATEWAY (D) 1,50 0,35 1,70 0,40 1,80 0,35 DISTRICT CENTER 1,35 0,30 1,50 0,35 1,50 0,35 SERVICE CENTER 1,55 0,40 1,75 0,45 1,75 0,45 TRANSIT NEIGHBOURHOOD (E) 1,55 0,40 1,75 0,50 1,75 0,50 UNIVERSAL TOD TOOLBOX TRANSIT NEIGHBOURHOOD (F) 1,60 0,40 1,80 0,50 1,90 0,50 TRANSIT NEIGHBOURHOOD (G) 1,65 0,45 1,85 0,55 1,90 0,50 >1000 m from station core 1,65 0,45 1,85 0,55 1,90 0,50 Parking rates for mixed use development Parking is a piece of the sustainable mobility proposed • Profile optimization- shared parking facilities will allow for transit oriented developments; in fact parking supply to optimise the parking efficiency by maximizing the is a powerful instrument to influence the users’ transport occupancy of the available parking spaces throughout choices. Hence, the mixed land use-based parking rates the day, exploiting the difference in the occupancy peaks definition, is underpinned by the following strategies in depending on the land use. order to reduce the overall parking provision: • Unbundled parking- parking spaces rented, leased, or • Cross visitation factor- given the mix of uses, multiple sold as an option rather than a requirement of the rental, destinations occur in the development. As a result lease, or purchase of a dwelling unit or non residential BRT STATION TYPOLOGIES one function covers different visitor destinations and a floor space. subsequent reduction of parking spaces. 62 TOD Guidelines for BRT Corridors | Universal TOD Toolbox Public Car Park Provision All defined parking rates comprise private and public The percentage of public car park varies for the parking provision that will be distributed off and on different land use: street according to the different landuse functions. From • Residential: 20% off site in public parking or a traffic management point of view, the possibility of on street, 80% remains on site applying a parking control strategy is fundamental to manage traffic and parking pressure in specific areas of • Retail: 50% off site in public parking or the city. However it is necessary that a relevant quota of on street, 50% remains on site (note: this the parking provision remains public. excludes big shopping malls which will be parked on-plot). The parking strategy proposed is based on the principle that most attractive land use areas in the most attractive • Office 40% off site in public parking or on areas of the Corridor development area will have a street, 60% remains on site percentage of parking provision offset in public car parks • Mixed Use: 35% off site in public parking or on or on street (very limited). street, 65% remains on site Private and public parking provision distribution TOD Guidelines for BRT Corridors 63 USER GUIDE UNIVERSAL TOD TOOLBOX BRT STATION TYPOLOGIES Central Barcelona with generous public realm and safe integration of pedestrians and transit (CC BY 0) 64 TOD Guidelines for BRT Corridors | BRT Station Typologies TOD Guidelines for BRT Corridors 65 USER GUIDE Part 03 UNIVERSAL TOD TOOLBOX BRT Station Typologies This section presents specific guidelines which can be applied to each of the 5 Station Typology types which are described in Part 1. BRT STATION TYPOLOGIES 66 TOD Guidelines for BRT Corridors | BRT Station Typologies BRT Station Typology Summary The purpose of this table is to provide an overview of all station area typologies and illustrate key variables. The recommended ranges, derived from Stage 1 studies and applied to the local conditions are applicable to the Station Areas which are designated as 500m radius from the station. The numbers in the table below should act as a guide to the sort of development that should be permitted at each of the stations Development Mix Station Typologies Typical (within 500m of Station) for Dar es Salaam BRT Sub Category Corridor Land Uses Residential Office Commercial Other % % % % Office, CBD 40 -60 15 - 40 10 - 20 5 - 15 Central residential, retail, Commercial Business District entertainment and civic Uses CBD Residential 60 - 70 12 - 25 10 - 25 5 - 10 Transit Gateway, Office, retail, Gateway N/a 50 - 75 10 - 20 10 - 30 5 - 10 residential and entertainment Residential, District Centre retail, office, N/a 60 - 80 10 - 25 5 - 20 5 - 15 community uses Mid scale Service Centre employment uses, N/a 40 - 70 5 - 25 10 - 30 10 - 25 SME’s, light industry T.N. 60 - 70 5 - 10 5 - 10 20 - 30 Consolidated Residential Transit with supporting Neighbourhood community T.N. Shanty 60 - 70 5 - 10 5 - 10 20 - 30 amenities T.N. Suburban 60 - 70 5 - 10 5 - 10 20 - 30 TOD Guidelines for BRT Corridors 67 USER GUIDE Typical Gross Population Building Transit System Density Range Gross FAR Housing Type Employment Type Height Function (PPH) (Levels) 200-450 2.0 - 5.0 5 - 25 Tertiary sector economy Multi-family (services-offices, retail, hotels) City-Centre Stop apartments 300-600 2.0 - 4.0 5 - 15 and few community uses UNIVERSAL TOD TOOLBOX Tertiary sector economy Townhouses to mid- Major interchange 150-500 1.5 - 3.0 5 - 15 (offices, showrooms, mostly rise apartments / terminal stop retail around station) Multi-family mid- rise apartments, Secondary and tertiary townhouses, sector economy (offices, District station 250-500 1.5 - 2.5 5 - 15 condominium small industries, retail), (Interchange) buildings & some community uses limited single-family Small offices, light industrial Low-mid rise multi- Neighbourhood 100-150 0.5 - 1.5 2 - 10 uses, retail parks, workshops family apartments stop / interchange with some retail BRT STATION TYPOLOGIES 250-500 1.25 - 2.75 2-8 Low-rise multi- family apartments, Small offices and retail around Neighbourhood townhouses & station, community uses / local Stop 300-500 1.25 - 3.0 2-8 single-family 250-400 1.25 - 2.0 2-5 68 TOD Guidelines for BRT Corridors | BRT Station Typologies Station Area CBD Typology Guidelines 1000 & 500m Station Influence Area Central Business District (CBD) Forming an entry point to the city’s downtown core area, this is a major commercial hub typology which comprises a critical mass of prime office space and which seeks to reinforce its positioning as core business and mixed-use centre supported by complementary high quality uses, such as hotel, retail, and residential uses. The proximity to BRT reduces the parking standard required for these areas as motorists and create an attractive and pedestrian friendly physical environment. The CBD Typology is divided into 2 sub-categories: 01 CBD (Residential) 02 CBD (Commercial) This allows for a different land use balance between a residential and commercial focus. The diagrams represent the gradual transformation from the current realities of DSM into the optimal vision for Transit Oriented Development. For illustrative purposes, they show key alterations of the Station Core Area and primary TOD related components within the area of influence. Main Components: ad 1000m Wider Influ Ro ence A y rea ar im Pr Retail Commercial F&B Entertainment Mixed-use Typologies Managed Heritage Parking Promote mixed-uses typologies to encourage BRT Station a mix of complementary Dala Dala / Feeder Station uses – commercial, Primary Roads with Feeder PT offices, residential, hotel BRT Route and entertainment. TOD Guidelines for BRT Corridors 69 USER GUIDE 500m Station I nfluen ce Ar ea Station Complex Strong Commercial focus around the station with multi-level podium malls linked through elevated footbridges over the transit corridor, providing a full linked retail, commercial & entertainment destination. UNIVERSAL TOD TOOLBOX Podiums designed with roof gardens to be usable as outdoor spaces. Multi-modal Transit Stations Special attention should be put in place to create compact multi-modal facilities, with adequate connection between station and other transit modes with strong pedestrian connections. Extended development opportunities in this area. BRT STATION TYPOLOGIES ad Ro ry n da Se co Enhanced Accessibility/ BRT Corridor Network Direct Influence Blocks Create a functional network hierarchy with dedicated Feeder Route Developing streets for traffic, shared Enhancement Density surfaces and pedestrian only Activate feeder Aspirational density ratio values for these stations, streets for blocks that are closer routes with smaller with a typical maximum FAR of 6.5. Different to the corridor and around the scale retail, F&B and building heights should be specified for individual heritage clusters. Secondary mixed-uses, with precincts to create a balanced three dimensional roads to accommodate high quality public skyline profile and provide a mix of employment, cyclists and other modes of realm. residential and destination uses. transportation. 70 TOD Guidelines for BRT Corridors | BRT Station Typologies CBD - Central Business District Guidelines 500m Influence & Station Core Zone Feeder Route Enhancement This area represents the localised catchment which affects the pattern and intensity of use for each station along the corridor. The guidelines Activate feeder routes with smaller scale retail, seek to optimise these areas by promoting transit-oriented uses that F&B and mixed-uses, with high quality public take advantage of the corridor and the intersecting feeder routes. realm Development Height Profile Create landmark buildings & podium perimeter tower blocks around the station and at suitable locations, and a variety of different heights to help to redefine the image of the city. Building heights of new developments should be respectful of heritage buildings. Pedestrian Networks Encourage a comprehensive network for improved pedestrian oriented accessibility around the station C core area and downtown, through-block links, pedestrian streets, shared surface zones and cycling. Routes connecting to the station with a greater emphasis on the inclusion of activity-generating uses at the street level. Open Spaces / Community Facilities r de As part of the city green space networks, existing parks e Fe should reinforce the integration of existing and new ain M community facilities for a complete offer, such as new Main education and recreational facilities. Create mid-block open Components: spaces, such as pocket gardens and plazas with pedestrian friendly routes to the station and key spaces of activity. Retail Commercial BRT CBD Station Dala Dala / Feeder Station A Waste Collection Centre: to B Commercial Central Square: F&B Entertainment Primary Roads with Feeder PT support community focused at the back of the station Local Routes - Shared & Pedestrian waste collection strategy, designed as a flexible Oriented including areas where space for local events and vehicular access is limited. commercial activity as a Active Frontages major local focus point. Managed Heritage Main Community Facilities Parking TOD Guidelines for BRT Corridors 71 Existing Transit Uses Station Access Plot Efficiency Existing stock of offices, SME’s, Promote plot community, retail and residential The intersections with local amalgamation of small which is of an adequate quality road must be limited to specific individual plots to should remain but improvements in points & controlled by traffic light USER GUIDE improve service, maximize efficiency an additional uses should (BRT priority). Both BRT station access development potential and be considered. points to have sufficient landing integrate more efficient space with plazas and retail space. typologies around the BRT corridor, such as, perimeter blocks and podium developments with taller eeder Main F buildings. F Existing Historical B Clusters Preserve integrity of D heritage elements in the UNIVERSAL TOD TOOLBOX downtown to maintain its key character asset value. Effort should be made to create a suitable setting to make a design response to those heritage features. E A Building Form/ Distinctive Features Consider scale, and architectural expression of Se rvi the surrounding buildings. ce Features that will enhance La BRT STATION TYPOLOGIES BR ne the character and identity TR to be located at key OU locations. They can be TE architectural, landscape ea nce Ar and /or art. 500 m Inf l ue C Community Facilities: D Indoor Market: with a related E Off-street parking - as podium F Dala Dala Hub - create Existing hospital, and open space at an accessible / basement /multi-storey a dala dala and possible integration of new location to accommodate facilities with capacity that other modes buses facilities such as schools, former street traders in a meets anticipated demand. interchange. library, leisure centre, consolidated and managed convention centre, located in facility. a central position. 72 TOD Guidelines for BRT Corridors | BRT Station Typologies CBD - Central Business District Guidelines CBD1 STATION INFLUENCE ZONES CBD2 TOD COMPATIBLE LAND USES 3 Distinctive Areas of Influence form a TOD Compliant Land Uses transit station to define the appropriate Dense development with a vertical mix of urbanised level of density allocation: uses and built forms, including: As other categories, the 3 zones are Station • Landmark office towers, government or corporate, Area (500m radius), Station Core Area and wider with supportive retail and services. Healthcare influence area (1000m radius). and medical facilities, hotel / hospitality use and civic uses • Tailored designed station core area is subject • Multi-lifestyle retail centres to typological urban block which in this case • Convention / conference facilities has a reference dimension of 60-80m. This can • Active ground level accommodating retail / F+B vary depending on the current conditions and • Community uses, such as educational, or other the predefined urban fabric as represented on amenities. the diagrams. • Delimitation of areas to be defined and verified Land Use Mix during the planning process. Will accommodate a commercially oriented mix of uses • The implementation of shared surface zones that and activities while retaining residents to ensure out-of- support the adequate performance of the BRT hours activity. trunk will also support the definition of the Station CBD Commercial: Core Area. • Residential: 40 - 60% • Office: 15 – 40% • These zones of influence should be incorporated • Commercial: 10 – 20% in all detailed Station Area action plans and • Other: 5 – 15% the actual boundaries of the Station Core Area should be verified through a Station Area planning process. CBD Residential: • Residential: 60 - 70% • For Station Areas that overlap, please refer to Part • Office: 15 – 25% 1 of this document for how to divide or merge zones. • Commercial: 10 – 25% • Other: 5 – 10% Employment Focus: Tertiary sector economy (services-offices, retail, hotels) and few community uses. Community Facilities: • Please refer to Part 2 - Universal TOD Toolbox TOD Guidelines for BRT Corridors 73 CBD3 DEVELOPMENT USER GUIDE DENSITY & MASSING FAR Range Gross FAR: 1.5 - 5.0 • Feeder routes with potential higher typologies and active frontages Plot FARs: • Accommodate a range of residential typologies in • Station Core = 4.0 - 6.0 order to promote the social inclusion and integrate • Station Area (500m) = 2.5 - 5 different family sizes and incomes. Typical Building Heights • Station core area and feeder routes to enhance development to maximise the more accessible plots • Generally min. 5 storeys - max. 25 storeys with higher amount of residents and tenants. • CBD Station Core: 8 storeys - max.25 storeys UNIVERSAL TOD TOOLBOX Density Approach • CBD Station Area (500m): 7 storeys - 16 storeys While TOD principles generally recommend the • Exceptions for allowable heights for key landmark densification, densities at some stations in Dar es Salaam buildings where maximum height is subject to the are already high. They are however, areas that have not Master Plan controls and planning process been planned or do not have an adequate provision of • Lower-rise heights exceptions apply to heritage clusters utilities or community facilities. Guidelines for Dar es and where there is a need to maintain a pedestrian- Salaam recommend a redistribution of density promoting friendly scale, for example, along the waterfront areas, areas that are more accessible so the investment is and to safeguard views towards key open spaces. maximised reaching larger amount of population. It is also an opportunity for regeneration bringing community Massing and Typology facilities and redistributing economic activities. • Mid to high-rise perimeter blocks with tower blocks, some landmark tall buildings and podium developments BRT STATION TYPOLOGIES • Promote connected multi-level podiums with retail and commerce (up to 3 storeys) around the stations and the roof areas incorporating landscaping in the form of sky terraces and roof gardens that can be designed to be usable outdoor spaces • Promote plot amalgamation for larger comprehensive developments to improve efficiency and service access • Grid block pattern to rationalize BRT corridor frontage • Recommended minimum building block of 60m along the BRT corridor • Promote mixed-uses blocks: residential blocks with corner stores 74 TOD Guidelines for BRT Corridors | BRT Station Typologies CBD - Central Business District Guidelines CBD4 CONNECTIVITY NETWORK CBD5 PLACEMAKING & SOFTMOBILITY Public Transport Network Placemaking • Ensure a strong integration between public • Provide wide sidewalks and clear paths where high transport and soft mobility (pedestrian and pedestrian volumes occur bicycle networks). • Provide street furniture (bollards, benches, planters, • Provide dedicated space within the street to allow street lights, and bicycle parking) to define a shared stops and drop-off of existing informal transport space and to create a cohesive street design. means (dala dala, bajaji, boda boda, taxi). • Create traffic-free zones reserved for pedestrians Street network • Incorporate clearly defined pedestrian linkages reinforced by appropriate landscape materials, • The existing road grid in the City Centre is paving materials and lighting consolidated and fairly dense. All interventions should be focused on re-arranging the streetscape Soft Mobility and traffic in-favour of public transport and pedestrians. • Provide at grade crossings only and avoid grade- separated pedestrian linkages • The character of many streets in the City Centre is already well defined. It is important to formalize • Adding bike-ways between the transit-way and the following functional hierarchy: 1) through the exclusive pedestrian space to create people- streets for traffic 2) shared streets 3) pedestrian centered streets only streets • Encourage slow mobility solutions envisaging the • Connect all the downtown public spaces into a possibility of tailored solutions that will enhance clear and interconnected network the station vocation from a user accessibility standpoint. • Widening footways and de-cluttering the space to accommodate pedestrian flows • Develop strong pedestrian connections between the community gathering spaces and other uses in Servicing the city centre. • Identify specific loading areas and signalize them (markings, different paving) • Loading and unloading should be limited to off- peak hours (usually early morning) TOD Guidelines for BRT Corridors 75 CBD6 PARKING CBD7 INFRASTRUCTURE USER GUIDE • Prohibit parking on transit roads and pedestrian Provide sufficient bulk infrastructure local streets to reduce vehicle travel to central capacity and storage in the Central civic and employment areas that are well-served Business District area to cater for by transit, walking, and cycling facilities. anticipated high densities as well as • Strategically locate off-street parking facilities future growth. outside the CBD area to relief the core from car This needs to translate into: traffic. • Upgraded utility routes for MV power provision, • Maximize on-street parking revenues and use bulk water (in excess of 250mm dia pipelines) and them to fund projects that enhance public realm bulk sewer lines (in excess of 600mm dia pipelines) and promote sustainable modes. aligned with the BRT trunk route UNIVERSAL TOD TOOLBOX • Encourage shared parking as a way of reducing • Placement of substations close to public facility both its physical supply and its cost. This strategy clusters, which are load centres, in order to ensure takes advantage of the mixed-use character of the efficiency of supply CBD. • Water and energy capacity needs to cater for • To reduce traffic congestion in rush hours, relatively consistent, day time demand associated differentiate parking fares according to time of the with a largely daytime workforce, but also take day and day of the week. into account CBD residential units which will place • Provide adequate bicycle parking both in private peak demand requirements on networks during the and public main destinations. morning and evening • Solid waste in formalised CBD / Downtown stations will need to be collected by formalised waste removal systems, and removed to the closest regional waste facility for processing. “ BRT STATION TYPOLOGIES 76 TOD Guidelines for BRT Corridors | BRT Station Typologies Station Area GW Typology Guidelines 1000m Wider Influence Area Gateway (GW) A Gateway Station is typically a terminal location marking entry to the city, or a key interchange location allowing road users to transfer to transit to access the city centre. These are ideal locations for densely rea developed commercial, leisure, cultural or educational uses including office, retail, university/ college, e n ce A fl u hospitality and leisure uses. r In W ide m These also offers an opportunity for creating building clusters that are denser and 00 10 taller , as appropriate, to capitalise on the opportunity and offset public investment in transit. Gateways can be well-suited to destination uses allowing people to be intercepted at these key nodes so that they do not congest over parts of the city. Gateway sub-categories include: 01 Gateway - City Edge R1 02 Gateway - City Centre Gateway - City Edge would typically be the rural gateways towards the edge of the urbanised area of the city such as Kimara. A key arrival point managing the needs of broad customer base seeking access to the city’s nodal centres via the transit network. Their accessible location also makes them suitable for strategic hubs for employment and leisure destinations. Gateway - City Centre would typically have cluster of amenities in prominent location yet set apart from the CBD, with a broad potential mix of uses, including commercial, leisure and hospitality, civic, residential- such as Kivukoni and Kariakoo. Similarly, a mid - town gateway would typically have a commercial/educational/leisure node or cluster forming a sub-centre with supporting residential accommodation and civic uses- such as Morocco. Main Components: P+R BRT Station Primary Roads with Feeder PT Interchange/Feeder Station Local Routes - Pedestrian Oriented Interchange Wholesale Park & Ride P+R Park & Ride BRT Routes Facilities Retail Healthcare Hubs Regional Trunk Road Service Hubs R Representative Features Healthcare Community Services Hubs Facilities The diagrams represent the gradual transformation from the current realities of DSM into the optimal vision for Transit Oriented Development. For illustrative purposes, they show the key alterations of the Station Core Area and primary TOD related components within the area of influence. TOD Guidelines for BRT Corridors 77 Access to Station Hierarchy Station Core Area Destinations & Network Ease of access to key gateway Where possible, a safe, secure Focus and encourage delivering destinations (open spaces, and direct connection between key Gateway element and recreational venues, hubs etc) station and other interchange support complimentary mix should be direct with focus on transit modes should be of uses to establish purpose USER GUIDE pedestrian as a priority provided and attract further investment interest BRT Route R3 ider Influence Area 500 m W R2 UNIVERSAL TOD TOOLBOX P+R Tr u BRT STATION TYPOLOGIES nk Ro ad ks ce Bloc fluen ct In Dire Multifunctional open Feeder Route Distinctive Identity space network Regeneration Focus on delivering key elements A framework of connected green All primary, secondary and that enhances the sense of arrival. spaces to be implemented for feeder routes to be enhanced Retain, integrate and enhance local community enhancement in order to limit congestion. the existing distinctive and and connected with main Streetscape to incorporate representative features within mobility networks. pedestrian inclusive strategies. influence zones. 78 TOD Guidelines for BRT Corridors | BRT Station Typologies GW - Gateway Guidelines Core Area & Development profile 500m Influence & Station Core Zone The core area should maximise on the high ridership and interchange The area represents the localised catchment which affects the pattern facility. Taller buildings with reduced and intensity of use for each station along the corridor. The guidelines parking spaces and large range of seek to optimise these areas by promoting transit-oriented uses that uses should be more appropriate take advantage of the corridor and the intersecting feeder routes. with building heights ranging from 10-15 storeys in height ea nce Ar nflue Feeder Route Regeneration ion I m Stat Encourage smaller scale Transit Oriented uses along the main 500 feeder routes in parallel with the development of core areas along the station. e r Feed Main C Interchange Facility Encourage fully integrated main interchange within walking distances of the station. Facilities such as Park & Ride could also serve as a car parking for markets and retail areas A Higher footfall uses Uses such as sports and leisure, hospital hubs and education/ training facility receives a higher footfall. These uses can be P+R distributed along the station core and middle zone which will also encourage walking, cycling and sharing of car parking facilities Regional Trunk Road Align higher footfall uses and main interchange area along the Trunk Road that connects to other destinations and cities further away. Landscape and architecture should appropriately to address the sense of arrival with legible Away from City frontages and access to other feeder routes BRT Gateway Station (City Edge) Primary Roads with Feeder PT Interchange (Local Buses/Dala dala) Local Routes - Pedestrian Oriented P+R Park & Ride Main Interchange Loading & Drop off Lanes Service Lane (Occasionally from Front) Core Zone Open Space TOD Guidelines for BRT Corridors 79 Plot Efficiency Seamless Connection Promote plot amalgamation of Encourage direct pedestrian small individual plots to improve connections and easy service, maximize development station access through the USER GUIDE potential and integrate more use of foot bridges which are Integrated Green efficient typologies around the would benefit from being Infrastructure BRT station such as perimeter fronted by active frontages blocks and a mix of uses Safeguard green corridors and maximise the value that Towards City they can bring. They can also double up as corridors for BR drainage to help alleviate TR out flooding issues and waste e management services along the corridor to attract new development. C UNIVERSAL TOD TOOLBOX Main Feeder B Infrastructure Leave-ways Where possible, and B approved by relevant bodies, underutilised D open space should be considered for recreational and community oriented uses such as community gardens, playing pitches, parking and dedicated areas for renewable BRT STATION TYPOLOGIES energy production A Service Access from front: B Community Uses: to C Historic features - Retain or D Feeder Terminal/Depot Occasional vehicular access maximise the use of enhance and integrate existing - with space for local to plots fronting the station infrastructure leave-ways historic features as a part of buses and other modes to integrate existing natural (subject to approval from regenerative interventions of commute site features, topography relevant authorities) within the outer influence zone and to support uses which (200-500m) need frontage such as car showrooms 80 TOD Guidelines for BRT Corridors | BRT Station Typologies GW - Gateway Guidelines GW1 STATION INFLUENCE ZONE GW2 TOD COMPATIBLE LAND USES Typically the influence area boundary Promote a complimentary mix of uses and phasing to stretches into 3 main zones from the capitalise on the area’s prominence, such as : station • Significant hospitality, leisure and commercial As other categories, the 3 zones are Station development which could include conference/ Area (500m radius), Station Core Area and wider convention centres and event hosting facilities near influence area (1000m radius). the Gateway City Centre • The station core area should encourage area • Service based hotels, retail parks , sports arena specific TOD compliant mix of uses. Taller and other compatible uses which can share P & R/ buildings and higher densities should be Interchange facilities at the (Gateway City edge) promoted which could maximise on the enhanced Terminal stops connectivity of the station. Typically, the ground • Accommodate commercial tenants including HQs floor would consist of active retail or commercial and other leading employers, as well as SMEs and uses overlooking the key streets and routes. managed retail market stalls Block structured within the inner zone to be more organised and should offer seamless connectivity • Consider education and training /vocational or to the blocks in other zones institutional uses where appropriate, including student accommodation, college and university • The Station Area (500m radius) should encourage teaching accommodation the second tier of TOD compliant land uses identified for the Gateway typology such as • Range of residential types ranging mid-rise walk-up a destination or a landmark which earmarks apartments to small plot villas along the Gateway the arrival to the city (or key interchange) as City Edge typology, and mid to high rise apartments, experienced by BRT townhouses and serviced units near the Gateway City Centre typology • Outside the 500m radius, in the wider influence area, focus should be to strengthen the legibility • Residential apartments fronting the key routes and and connectivity of the key feeder routes to the BRT line, where appropriate, should encourage secondary and tertiary routes. Regenerative active ground floor uses including local commercial measures and interventions along these routes and retail uses should be phased simultaneously with the development of the station core area in parallel Land Use Mix • These zones of influence should be incorporated Promote a balanced mix of uses that take full advantage in all detailed Station Area action plans and of enhanced connectivity. Broad range of mix, as below the actual boundaries of the Station Core Area • Residential: 50 - 75 % should be verified through a Station Area planning • Office: 10 – 20% process. • Commercial: 10 – 30% • For Station Areas that overlap, please refer to Part • Other: 5 – 10% 1 of this document for how to divide or merge zones. TOD Guidelines for BRT Corridors 81 GW3 DEVELOPMENT USER GUIDE DENSITY & MASSING Employment Focus: The Gateway typology should focus and encourage delivering key Gateway Typically a tertiary sector or service sector based element and support complimentary mix economic uses such as: of uses to establish purpose and attract • Retail sales, entertainment, government (for Gateway further investment interest. City Centre) • Professional services, real estate, franchising (for Gateway City Edge) FAR Range Gross FAR: 1.0 - 2.75 Community Facilities: Plot FARs: The Gateway typology anticipates a population • Station Core = 2.5 - 6.0 UNIVERSAL TOD TOOLBOX of approximately 20,000 to 50,000 people within • Station Area (500m) = 1.5 - 5 500m of the BRT station and should encourage a strong identity for the area with a busy, varied and vibrant atmosphere Typical Building heights • Station Core = min. 5 to max. 15 storeys • The communal facilities and places should be multifunctional in nature supporting wider variety • Station Area (500m) = min. 3 to max. 10 storeys of activities. For eg, a stadium can hold events • Exceptions for allowable heights for key landmark other than sports related and should be accessible buildings where maximum height is subject to the to all Master Plan controls and planning process • Public open spaces, community plazas and buildings should be designed to serve both the Massing and Typology existing and transient community that visits Massing and building typology to respond to its setting, occasionally for events and commuting purposes heritage features (if any), topography, vegetation and • Communal parking facilities such as P & R water or areas prone to flooding (for Gateway City Edge) to be designed as a shared • Compact and up to 90m in depth, mid to high BRT STATION TYPOLOGIES facility used by the locals and visitors rise closed blocks with podiums for parking (within Gateway City Centre) • A Grid block pattern may be suitable (for Gateway City Centre) • Transition to single-family outside the 1km • Promote tall building typologies (up to 15 storeys) with on plot parking within courts, front or rear of the plot (suitable for Gateway City Edge) 82 TOD Guidelines for BRT Corridors | BRT Station Typologies GW - Gateway Guidelines GW4 CONNECTIVITY NETWORK GW5 PLACEMAKING & SOFTMOBILITY Public Transport Network Placemaking • Existing and planned transport systems should • Promote distinctive buildings, open spaces or be integrated in the station design: both short public realm features earmarking the entry to the range and long range connections (i.e. railway, city or a key interchange facility as experienced on interregional buses etc...) arrival by BRT • Plan for a future-proof hub able to accommodate • Promote taller buildings or cluster of buildings close also the future BRT phases. to station maximising the opportunity of enhanced connectivity • The switch from private modes and other forms of public transport need to be seamless. • Retain and enhance existing buildings and community spaces of heritage importance and Street network integrate with the new development • Given the heavy flows of passengers using the • Retain and integrate, where possible, existing green public transport in the peak-hours the footways features, topography and water features with new should be sized accordingly. development creating a distinct identity and place • Designated drop-off and pick-up areas for people Soft Mobility should be accommodated within the street network at appropriate locations. They should be • Provide adequate at grade controlled pedestrian signalized properly and time-regulated crossings or pedestrian bridges to cross over the main transit corridors. Servicing • Clear signage and enough space to allow pedestrian • Divert servicing traffic from the corridor to flows towards key residential, employment, cultural secondary roads. Where necessary, urban blocks and administrative destinations. can also be served directly from the main corridor via parallel service road. • Loading and unloading should be limited to off- peak hours (usually early morning) TOD Guidelines for BRT Corridors 83 GW6 PARKING GW7 INFRASTRUCTURE USER GUIDE • Provide Park & Ride facilities for commuters. • Gateway stations need to have sufficient bulk (for Gateway-City Edge). This way parking demand infrastructure capacity and storage to cater for should be balanced between the need to provide relatively high densities as well as greater future current vehicular access to the station and future growth associated with densification at the city development opportunities. centre or city edge boundary. This needs to translate into: • Parking meters and demand-based parking fares: increase prices where the demand is higher in • Upgraded utility routes for MV power provision, order to discourage the use of private vehicles bulk water (in excess of 250mm dia pipelines) and (for Gateway-City Centre) bulk sewer lines (in excess of 600mm dia pipelines) aligned with the BRT trunk route • Encourage shared parking facilities that will allow UNIVERSAL TOD TOOLBOX to optimize the parking efficiency by maximizing • Placement of substations close to public facility the occupancy of the available parking spaces clusters, which are load centres, in order to ensure throughout the day, exploiting the difference in efficiency of supply the occupancy peaks depending on the land use. • Ensure that public open space areas are (for Gateway City Centre) incorporated with bulk infrastructure elements, • Provide properly defined, signalized, time particularly soft open space with storm water regulated drop-off and pick-up areas for management infrastructure, such as channels and passengers in proximity to the station. retention facilities • Restrict and calibrate on street parking in order • Larger number of healthcare centres and tertiary to support a liveable but active human scale training facilities require sufficient water storage and environment electrical installed capacity • Water and energy capacity needs to cater for relatively consistent, day time demand associated with a largely daytime workforce, but account for a larger residential component in terms of peak BRT STATION TYPOLOGIES water and electricity requirements at morning and evening in the form of sufficient storage and installed capacity • Solid waste in formalised Gateway stations will need to be collected by formalised waste removal systems, and removed to the closest regional waste facility for processing. 84 TOD Guidelines for BRT Corridors | BRT Station Typologies Station Area DC Typology Guidelines 1000 Wider Influence Area District Centre (DC) BRT Corridor Direct Located where potential exists to create a substantial Influence Blocks consolidated urban district featuring higher density commercial uses mixed with retail frontages and residential apartments. These would need adequate space to achieve critical mass and economic self-sufficiency with staff and customers drawn from the wider catchment, to create a free-standing hub which is distinct and separate from the existing city centre. There are unlikely to be many district centres, perhaps one and no more than two per line. oad da ry R Se con R1 Main BRT Station Primary Roads with Feeder PT Components: Interchange/Feeder Station Local Routes - Pedestrian Oriented Local Communities BRT Routes Employment Hubs Retail Health R Representative Features The diagrams represent the gradual Sharing the benefits with transformation from the current realities the local communities F&B Community Facilities of DSM into the optimal vision for Local communities, subsidiary Transit Oriented Development. For illustrative from the District Centre to be purposes, they show key alterations of the considered on the mobility, Parking Municipal Station Core Area and primary TOD related infrastructure and regeneration Office components within the area of influence. station plans. TOD Guidelines for BRT Corridors 85 Developing Density Station Hierarchy & Access to Open Space Adequate distribution of density Network Destinations is required to provide a balanced Adequate connection between A potential high population neighbourhood with mix of station and other transit catchment recommends the USER GUIDE employment, residential and modes through established provision of larger open space destination uses. routes is crucial areas for seasonal events and leisure activities 1000 m Wider Influence Area R3 BRT Route 2 W ider Influence Area 500 m R2 UNIVERSAL TOD TOOLBOX Loc al T ran sec t Ro ute BR TR out e1 Loc al T ran sec tR out e BRT STATION TYPOLOGIES Enhancement of Local Distinctive Features Large Employment Hubs Streets That will enhance the local Mixed used centres and local All primary, secondary and feeder and city identity to be located communities to be balanced with routes to be enhanced in order to at key locations. They can be employment hubs for SME’s and light limit congestion. Streetscape to architectural, landscape and / industries. They should be accessible incorporate pedestrian inclusive or art. and well connected with major traffic strategies. routes but not adjacent to the BRT trunk. 86 TOD Guidelines for BRT Corridors | BRT Station Typologies DC - District Centre Guidelines Existing transit uses 500m Influence & Station Core Zone Existing uses which are TOD This area represents the localised catchment which affects the pattern compatible should remain and intensity of use for each station along the corridor. The guidelines but should be optimised to seek to optimise these areas by promoting transit-oriented uses that improve the efficiency of their take advantage of proximity to the corridor and the intersecting feeder layout where possible routes. No direct vehicular access from BRT corridor All vehicular access to plots overlooking the BRT corridor to be from the rear. BRT corridor may include loading bays, but no long-term parking Pedestrian Connection Well-lit and shaded with segregated cycle and pedestrian routes which connect local nodes and facilities to the station C Regenerative Interventions Encourage small / medium sized transit-oriented development that can demonstrate positive change Feeder Route Enhancement Activate feeder routes with smaller scale retail, F&B and mixed-uses, with high quality public realm Main Components: BRT District Centre Station A Waste Collection & B Central square: designed Dala Dala / Feeder Station Recycling Centre: to support flexibly with capacity community focused waste for local events and Loading & Drop off Lanes F&B Community collection strategy, including commercial activity as a Facilities Primary Roads with Feeder PT areas where vehicular access major local focus point Local Routes - Pedestrian Oriented is limited. Active Frontages Parking Municipal Main Community Facilities Office TOD Guidelines for BRT Corridors 87 Commercial Plaza Network Connection Open Spaces To be positioned near station Adjacent stations connected via Integrated as part of the (subject to land availability), clear pedestrian routes, overlooked wider neighbourhood extending away from corridor by residential, community and and city green space to provide quiet character while commercial uses for safety. networks. These parks USER GUIDE extending the value inward and should offer a mix of diversifying character recreation and informal relaxation space for all needs. BRT ROUTE B D UNIVERSAL TOD TOOLBOX A E F BR TR OU TE r e de Se rvic Fe eL n an ai e BRT STATION TYPOLOGIES M A Lo nce A r ea ca 500 m Inf l ue lT ran se ct Ro ute C Community Facilities: such D Indoor Market: with a related E Off-street parking - as podium F Feeder terminal - with as clinic, library, community open space at an accessible / basement /multi-storey space for dala dala buses halls and support services - location to accommodate facilities with capacity that and other modes to located in a central position former street traders in a meets anticipated demand. interchange. for universal access consolidated and managed facility. 88 TOD Guidelines for BRT Corridors | BRT Station Typologies DC - District Centre Guidelines DC1 STATION INFLUENCE ZONE DC2 TOD COMPATIBLE LAND USES Typically the influence area boundary Generally dense, mixed-use development with vertical stretches into 3 main zones from the mix of uses and built forms, including: station • Multi-family residential (with provision of affordable As other categories, the 3 zones are Station housing), office towers, healthcare, hotel / Area (500m radius), Station Core Area and wider hospitality use, civic uses influence area (1000m radius). • Active ground level uses accommodating retail / • The station core area should encourage area cafes, restaurants and bars specific TOD compliant mix of uses. Taller • Community uses, such as educational or other buildings and higher densities should be amenities. promoted which could maximise on the enhanced connectivity of the station. Typically, the ground • Accommodate small/ medium commercial tenants floor would consist of active retail or commercial including SMEs and managed retail market stalls uses overlooking the key streets and routes. • Gated communities and defensive condominium Block structured within the inner zone to be more developments are not appropriate in central areas organised and should offer seamless connectivity to the blocks in other zones Land Use Mix • These zones of influence should be incorporated Will accommodate a commercially oriented mix of uses in all detailed Station Area action plans and and activities while retaining residents to ensure out-of- the actual boundaries of the Station Core Area hours activity. should be verified through a Station Area planning • Residential: 60 - 80 % process. • Office: 10 – 25% • For Station Areas that overlap, please refer to Part • Commercial: 5 – 20% 1 of this document for how to divide or merge • Other: 5 – 15% zones. Employment Focus: Commercial uses are typically service oriented, Secondary and Tertiary Sector Economy • Government services • Offices, small industries, retail & community Community Facilities: • Please refer to Universal Toolbox TOD Guidelines for BRT Corridors 89 DC3 DEVELOPMENT DC4 CONNECTIVITY USER GUIDE DENSITY & MASSING NETWORK FAR Range Public Transport Network Gross FAR: 2.0 - 3.0 • Create a city-scale transit hub, fostering multi- modality and integrating all public transport modes Plot FARs: (BRT, regional buses, feeder lines, dala dala, bajaji • Station Core = 2.5 - 6.0 and boda boda). • Station Area (500m) = 1.5 - 5 • Create a primary transit interchange, able to Typical Building heights connect seamlessly with the high passenger numbers • Station Core = min. 5 to max. 15 storeys • Station Area (500m) = min. 3 to max. 8 storeys • Include and regulate existing drop off and terminal facilities (long distance buses terminal, dala dala UNIVERSAL TOD TOOLBOX • Exceptions for allowable heights for key landmark terminal, bajaji and boda boda drop-off, taxi stands) buildings where maximum height is subject to the Master Plan controls and planning process Street network Massing and Typology • Restrict heavy vehicles through-traffic to the main roads. • Mid-rise perimeter blocks, some tall buildings and light podium developments. Amalgamated plots • Detour servicing traffic from the main corridor to the on larger parcels parallel local roads. • Grid block pattern • Given the vibrant street-life along the roads, the foot-way should be properly sized to accommodate • Minimum Building Block of 80m high pedestrian flows and avoid any traffic • Multi-family residential with local retail and disruption. services at ground floor • Avoid one-way streets to minimize search traffic and • Transition to single-family outside the 1km reduce travel times. BRT STATION TYPOLOGIES • Promote tall building typologies (up to 10 storeys) Servicing with podiums • Accommodate a range of residential typologies • Identify dedicated loading areas along the street in order to promote the social inclusion and network and signalize them (markings, different integrate different family sizes and incomes. paving) • Loading and unloading should be limited to off- peak hours only (usually early morning) 90 TOD Guidelines for BRT Corridors | BRT Station Typologies DC - District Centre Guidelines DC5 PLACEMAKING & SOFT MOBILITY DC6 PARKING Placemaking • Require all District centre developments to provide on-plot parking either surface, podium or • Provide a city-wide indoor retail destination underground (Market) for allocating street vendors. The space should be related to an outdoor space for • Set demand-based parking fares to discourage the possible expansion. This facility should be located use of private vehicles and prevent illegal parking. within walking distances from the station but • Avoid access to parking facilities from the corridor immediately adjacent in order to avoid congestion but manage it via the parallel roads, to distribute in the public realm around stations. the accessibility patterns of the area • Wide pavements and generous public spaces • Off-road parking facilities strategically located will help congestion in the public realm around outside the station core area to prevent the stations and key routes. destination traffic to pass by the transit station core. • Create landmark space in vicinity of station, to • Encourage shared parking among different land handle expected visitor numbers, and at least uses as a way of reducing both its physical supply 0.5Ha in area, edged with vibrant commercial and its cost. This strategy takes advantage of the frontages mixed-use character of this type of station. • Restrict and calibrate on street parking in order Soft Mobility to support a liveable but active human scale • Encourage low impact mobility solutions environment. On street parking provides a buffer (bicycles, boda boda, bajaji) to adapt to between vehicles and sidewalks creating a safer specific necessities of the station context and place for pedestrians. envisaging the possibility of tailored solutions that will enhance the station vocation from a user accessibility standpoint • Provide spaces and pedestrian connections for large and small gatherings, formal and informal events • Clear signage and enough space to allow pedestrian flows towards key residential, employment, cultural and administrative destinations TOD Guidelines for BRT Corridors 91 DC7 INFRASTRUCTURE USER GUIDE In the case of Dar Es Salaam, district centres tend to occur at the interface of historical, formal development with urban growth and sprawl. It is therefore anticipated that infrastructure networks have been under-designed for these station typologies, as they’ll often lie at the end of the distribution line (extent of transformer capacity or water provision). The following guidelines are therefore recommended: • Extend bulk infrastructure utility routes along the BRT trunk route, installing sufficient capacity (installed transformers, water storage) to cater for UNIVERSAL TOD TOOLBOX anticipated demand of the district centre • Generate new nodal zones of load centres, at sufficient distance from the existing infrastructure (between 2 and 4km) in order to service the upgraded area surrounding the district centre • Utilise larger public open spaces for utility locations, with district reservoir storage and sewerage pumping facilities in these regions, as well as incorporating stormwater attenuation into the low-lying portions of soft public open space • Peak demand needs to be carefully balanced between a fairly even split between residential and office and retail uses, which have demand peaks at different times during the day BRT STATION TYPOLOGIES • With anticipated large events associated with the indoor markets and commercial plaza, additional supplementary power supply in the form of on-site generators must be catered for, as well as sufficient ablution facilities at these specific areas • Assuming a combination of formalised waste collection networks and public drop off at waste skips and recycling centres, it is estimated that 1 waste facility will be required for every 2 hectares within a District Centre 92 TOD Guidelines for BRT Corridors | BRT Station Typologies Station Area SC Typology Guidelines 1000 Wider Influence Area Live & Work Typologies Promote Live-Work typologies with Service Centre (SC) flexible ground floor spaces for family The Service Centre will host a range of employment and non- businesses within the existing residential activity, in urban or suburban location planned for employment areas and light commercial and industrial purposes. within its close proximity. Typically these can provide access to employment on land between transient communities. They are planned to accommodate the needs of travelling workers and visitors where retail/entertainment uses are included. Traditional and existing Service Centres tend to feature lower densities, mono land use and be less well aligned to TOD principles as the employment uses tend to be lower density. However, TOD Service Centre incorporate a degree of higher density and mix of uses to promote day and night uses such as civic facilities, call centres, offices and training facilities or encouraging a vibrant and active hub around the station. rid ute or These can be located within the various districts, and in ce Ro lo nc areas featuring low ridership to boost station patronage Se rvi d Py ea and balance passenger flows. Existing stations such as rh O ve Kagera, Mkwajuni, Shekilango and Baruti, based on their predominant land uses and functionality can be classified under the Service Centre typology. Main Components: e ut Ro BRT Station Primary Roads with Feeder PT T BR Feeder/ Interchange/Feeder Station Local Routes - Pedestrian Oriented Community Interchange Retail Local Communities BRT Routes Facilities te facility ou Employment Hubs Service Routes rR de R Representative Features e Fe Affordable Light Industry Services Homes Community Networks The diagrams represent the gradual transformation from Accessible and safe routes to the current realities of DSM into the optimal vision for be implemented to connect the Transit Oriented Development. For illustrative purposes, they different local communities with show key alterations of the Station Core Area and primary TOD the station and one another so related components within the area of influence. economic and social networks can be enhanced. TOD Guidelines for BRT Corridors 93 Existing Transit Uses Station Core Area New Employment Hubs Existing industrial, workshops, Focus and encourage Encourage new complementary hospitals & schools delivering key destination employment uses such as live-work (among others) to remain while elements and support units, workshops within larger existing improving their structure, layout, complimentary mix of uses to employment blocks. This will help efficiency and amenities where establish purpose and attract slowly diversify the employment offer USER GUIDE possible. further investment interest. of the area and increase the land value. mW ider Influence Area 500 R1 R3 UNIVERSAL TOD TOOLBOX R2 BRT STATION TYPOLOGIES Feeder Route Open Spaces Regeneration Network of spaces to be implemented All primary, secondary for local community enhancement and and feeder routes to be connected with main mobility networks. enhanced in order to limit Attenuation measures to be applied at congestion. Streetscape risk areas with housing measures and to incorporate pedestrian edge park design if required. inclusive strategies. 94 TOD Guidelines for BRT Corridors | BRT Station Typologies SC - Service Centre Guidelines 500m Influence & Station Core Zone This area represents the localised catchment which affects the pattern and intensity of use for each station along the corridor. The guidelines seek to optimise these areas by promoting transit-oriented uses that take advantage of proximity to the corridor and the intersecting feeder routes. Core Area & Development Profile The core area should maximise on the transient population of local workers and visitors. More mixed uses complementary to commercial and employment uses with anchor or landmark buildings would be more appropriate with building heights taller than the other areas Main Feed e r Integrated Feeder Terminal E Encourage fully integrated interchange/feeder route terminals within walking distances of the station. Align key anchor uses near this interchange facilities to capturing on the high footfall of the station. Introduction of complementary employment uses Complimentary uses with opportunity to live and work close to the work could be promoted on large employment plots with easy access to BRT corridor, feeders and community hubs. They will benefit from BR clustering to enhance the network processes and TC orr share facilities such as surface parking. ido rD irec tly Infl Typology Variations uen ces Blo While the station area will have mixed use commercial developments, other typologies including cks residential uses may appear further from the station along the BRT trunk. They may incorporate other retail uses such as showrooms, professional services, emergency services, places of worship with residential uses above. BRT Gateway Station (Service Centre) Primary Roads with Feeder PT A Access from service lanes : All vehicular access to plots overlooking the BRT Local Routes - Pedestrian Oriented corridor to be from the rear. BRT Interchange (Local Buses/Dala dala) corridor may include loading bays, but Community Facilities no long-term on street parking. Loading & Drop off Lanes Service Lane (Occasionally from Front) Station Core TOD Guidelines for BRT Corridors 95 Anchor buildings Pedestrian Connection Promote keys buildings as an Anchor Encourage direct pedestrian for the predominant employment and connections through the use commercial uses around the station’s of shared surface pedestrian middle and outer zones. Uses such crossings, foot bridges where USER GUIDE as convention centre with associated possible, which are overlooked, facilities, short stay hotels and retail well-lit and shaded connecting can serve as an Anchor placed within local nodes. the core zone of the station area. E UT Plot Efficiency RO T Diversify large industrial BR plots with smaller sub plots encouraging complimentary uses to maximise plot efficiency and diversify the current mono use of UNIVERSAL TOD TOOLBOX B the plots. Promote more C efficient mix use typologies D on the plots around the BRT Station such as Perimeter blocks. Main D Feed e r A Multi-functional green spaces BRT STATION TYPOLOGIES ea Integrated through-out wider neighbourhood, nce Ar 500 m Inf l ue these green corridors would help alleviating flooding that occurs through the local river streams. They will also offer a mix of passive and active recreation and, informal relaxation spaces for all needs. B Community square: C Community facilities: such D Historic features - Retain or E On Plot parking: for large designed flexibly with as health clinic, library, enhance and integrate existing employment plots which capacity to serve local community halls/places historic features as a part of can also be shared with outdoor events and of worship and support regenerative interventions other complementary commercial activity as services located centrally within the outer influence zone uses. an anchor and focus for and easily accessible. (200-500m). activity. 96 TOD Guidelines for BRT Corridors | BRT Station Typologies SC - Service Centre Guidelines SC1 STATION INFLUENCE ZONE SC2 TOD COMPATIBLE LAND USES Typically the influence area boundary Promote a complimentary mix of uses and phasing to stretches into 3 main zones from the capitalise on the area’s prominence, such as : station • Significant commercial development within a As other categories, the 3 zones are Station broad mix, including supporting retail/F&B, and Area (500m radius), Station Core Area and wider residential, possibly including affordable homes, influence area (1000m radius). Live-work units and community facilities • The station core area should encourage area • Accommodate diverse units sizes and grades specific TOD compliant mix of uses. Taller in range of unit typologies, be that for offices, buildings and higher densities should be employment or light industry activity promoted which could maximise on the enhanced • Accommodate commercial tenants and SME’s connectivity of the station. Typically, the ground floor would consist of active retail or commercial • Consider a destination land use such as a uses overlooking the key streets and routes. convention centre with associated short stay hotel Block structured within the inner zone to be more and conference facility which could support the organised and should offer seamless connectivity predominant employment uses to the blocks in other zones • Consider education and training /vocational or • These zones of influence should be incorporated institutional uses where appropriate, including in all detailed Station Area action plans and student accommodation, college and university the actual boundaries of the Station Core Area teaching accommodation should be verified through a Station Area planning • Consider range of residential types ranging mid- process. rise walk-up apartments to single live-work units/ • For Station Areas that overlap, please refer to Part studios within close proximity of light industrial and 1 of this document for how to divide or merge workshop areas zones. • Residential apartments fronting the feeder routes and BRT line, where appropriate, should encourage active ground floor uses including local commercial and retail uses Land Use Mix Promote a balanced mix of uses that take full advantage of enhanced connectivity. Broad range of mix, as below • Residential: 40 - 70 % • Office: 5 – 25% • Commercial: 10 – 30% • Other: 10 – 25% TOD Guidelines for BRT Corridors 97 SC3 DEVELOPMENT USER GUIDE DENSITY & MASSING Employment Focus: The Gateway typology should focus and encourage delivering key Gateway Typically a service sector (Tertiary) based economic element and support complimentary mix uses such as: of uses to establish purpose and attract • Logistics, entertainment, waste disposal further investment interest. • Professional services, real estate, franchising, government FAR Range Community Facilities: Gross FAR: 0.5 - 1.5 The Service Centre typology anticipates a population Plot FARs: of approximately 10,000 - 20,000 people part of it • Station Core = 1.0 - 3.0 UNIVERSAL TOD TOOLBOX more transient in nature, within 1km of the BRT • Station Area (500m) = 0.5 - 3.0 station • Public open spaces, community plazas and Typical Building heights buildings should be designed to serve both the • Station Core = min. 2 to max. 10 storeys existing and transient community that visits • Station Area (500m) = min. 2 to max. 5 storeys occasionally for events and commuting purposes • Exceptions for allowable heights for key landmark • Healthcare and education hubs should be located buildings where maximum height is subject to the along the primary feeder routes with on plot Master Plan controls and planning process parking facilities that can be jointly shared by other uses Massing and Typology Massing and building typology to respond to its setting, heritage features (if any), topography, vegetation and water or areas prone to flooding • Compact and up to 80m in depth, mid rise closed BRT STATION TYPOLOGIES blocks with podiums for parking within the core zone • A grid block pattern may be suitable core and middle zone • Transition to large block up to 150m light industrial/ logistics and retail park with on plot parking 98 TOD Guidelines for BRT Corridors | BRT Station Typologies SC - Service Centre Guidelines SC4 CONNECTIVITY NETWORK SC5 PLACEMAKING & SOFTMOBILITY Public Transport Network Placemaking • Since this type of “suburban” activities (i.e. • Promote higher densities and mix of uses close to retail parks, big employment centres and station such as convention areas, short stay hotels production areas) usually relies on car access, a etc complimentary to the predominant service particular focus should be put on the pedestrian based uses adjacent to the station area connectivity to and from the BRT stations. • Retain and enhance existing buildings and • The switch from private modes and other forms of community spaces of heritage importance and public transport such as local dala dala services integrate with the new development should be integrated seamlessly • Retain and integrate, where possible, existing green features, topography and water features with new Street network development creating a distinct identity and place • A transit-oriented street network would include service roads that run parallel to heavily-traveled, Soft Mobility high-speed, multi-lane arterials, providing a safe • Provide permeable, high quality and wide active location for bus stops and convenient pedestrian transportation networks to allow seamless access to businesses connection with key employment destinations and • The road network should be properly sized and public facilities designed to support major growth areas and the • Use local transit stops such as feeder terminals and productivity of the employment centres. dala dala stops as mobility hubs, integrating last mile connectivity stations. Servicing • The heavy traffic should be re-routed away from the BRT corridor on a dedicated secondary network that gives access to the production areas without interfering with public transport and pedestrians. • Manage servicing and curbside access with dedicated curb space in proximity of main local attractors, to reduce blockages of public transport, bike lanes and motor vehicle lanes.  TOD Guidelines for BRT Corridors 99 SC6 PARKING SC7 INFRASTRUCTURE USER GUIDE • Set parking charges which encourage short-stay Service Centres on the Dar Es Salaam are anticipated parking within an acceptable walking distance to to largely consist of light industry, business parks, ensure adequate accessibility (e.g. for shoppers) elements of retail and an allocation of residential uses. and discourage long-stay parking (e.g. for They are also, largely, located at the interface of future commuters) phased growth along the BRT, with the anticipated result that bulk utility provision constraints could • Management of car parks to encourage be a reality with the expanding city. Service centres sustainable travel (walking and cycling) therefore need to focus on: • Stations with new development may become a • Make use of the available space and large roof forms retail destination for nearby neighbourhoods. of buildings (light industry, warehousing) to include Therefore, short stay parking (e.g. for shoppers) self-generation of energy through rooftop solar PV UNIVERSAL TOD TOOLBOX should be provided to meet the required demand. installations and storage, and possible rainwater • Public and private destination parking facilities harvesting and tank storage to augment municipal and drop off areas will be provided on plot, to supply. ensure that retail and employment parking • Ensure utility Right of Ways are extended along demand is satisfied compliant with the maximum the BRT route and perpendicular feeder routes to parking requirements and citywide traffic supply bulk utilities along a central axis, with light management policies. industry and business parks branching off of this • Loading bays for heavy vehicles and related axis within the Service Centre. manoeuvring space should avoid any disruption • Assuming a combination of formalised waste of traffic circulation. collection networks and public drop off at waste skips and recycling centres, it is estimated that 1 waste facility will be required for every 4 hectares within a Service Centre. • With larger building footprints of employment areas, BRT STATION TYPOLOGIES appropriate provision for stormwater infrastructure should be planned. It needs to consist of sufficient conveyance infrastructure in the form of road crossing culverts, piped culverts and open channels to evacuate stormwater as quickly as possible. 100 TOD Guidelines for BRT Corridors | BRT Station Typologies Station Area TN Typology Guidelines 1000 Wider Influence Area Transit Neighbourhood (TN) The most representative station area. Though it may have very different ridership, it is one of the most important and the redevelopment and regeneration of these areas have the most potential to lift the living standards of local residents. The multiple realities of Dar es Salaam suggest 3 alternative sub-categories: 01 Transit Neighbourhood - Consolidated 02 Transit Neighbourhood - Shanty 03 Transit Neighbourhood - Suburban Transit Neighbourhood (Consolidated) - incorporates mid-rise apartment and townhouses with upgraded networks and consolidated areas for employment and community uses. Transit Neighbourhood (Shanty) - Existing dense single-family areas that require urban regeneration and provision of utilities. They will benefit from the redistribution of densities that will improve the living conditions, quality of urban space and access to diverse economic activities and community uses. Transit Neighbourhood (Suburban) - Mid-low dense areas whose accessibility to jobs and central city areas will increase thought the BRT. Station areas to constitute the new local centres with mixed uses and typologies. Main Components: BRT Station Primary Roads with Feeder PT Interchange/Feeder Station Local Routes - Pedestrian Oriented Local Communities BRT Routes Employment Hubs Retail Health R Representative Features Community Networks The diagrams represent the gradual Accessible and safe routes to Residential Community transformation from the current realities be implemented to connect the Facilities of DSM into the optimal vision for different local communities with Transit Oriented Development. For illustrative the station and one another so purposes, they show key alterations of the Station economic and social networks can Light Services Industry Core Area and primary TOD related components be enhanced. within the area of influence. TOD Guidelines for BRT Corridors 101 Enhanced Accessibility Station Core Area Employment Hubs The implementation of components An adequate assessment of Accessibility to employment such as accessible routes with active current conditions and networks hubs – light industry, retail, frontages will have an important role will define the area. Local centre showrooms etc. - is crucial for regeneration and consolidation of may be located near the station for enhancing the observed the local communities instead of adjacent so benefits travel patterns in Dar es USER GUIDE are spread among the area. Salaam where most of the people walk to work in these neighbourhoods. These hubs will be 1000 m Wider Influence Area accessible from the station. der Influence Area 500 m W i UNIVERSAL TOD TOOLBOX BRT STATION TYPOLOGIES Open spaces Density & Accessibility Live & Work typologies A network of open spaces is to be Areas detached from the Promote Live-Work typologies implemented for local community station are to have a maximum with flexible GFA spaces for family enhancement and connected to development density businesses. main mobility networks. Flood depending on their accessibility attenuation measures to be applied levels and are generally set in a at risk areas if required. higher level strategic document. 102 TOD Guidelines for BRT Corridors | BRT Station Typologies TN - Transit Neighbourhood Guidelines Primary & 500m Influence & Station Core Zone Secondary Schools This area represents the localised catchment which affects the pattern and intensity of use for each station along the corridor. The guidelines To be located on accessible seek to optimise these areas by promoting transit-oriented uses that pedestrian friendly routes take advantage of proximity to the corridor and the intersecting feeder connected to the station areas routes. and near larger open space & sports zones. Station Access Both access routes to the BRT station are to have sufficient landing space with small plaza with kiosks and retail space. This should be pedestrianised and connected to terminals or other transport modes and main public spaces. Employment Clusters Mid-size employment hubs to be located at secondary locations but accessible from BRT corridor, feeders and residential areas. They will benefit from clustering to be able to share facilities such as depots and parking. Variation of Typologies along the corridor te While the station area will have mixed R ou ct n se mid-high multifamily developments, Tra c al other typologies may appear further from Lo the station along the BRT trunk. They Main may incorporate other retail uses such as Components: showrooms as well as professional services and civic functions. Retail Health BRT District Centre Station Dala Dala / Feeder Station Loading & Drop off Lanes A Waste Collection and B Flexible typologies that Recycling Centre: to support promote live & work with Residential Community Primary Roads with Feeder PT community focused waste ground floor spaces for Facilities collection strategy, including local businesses Local Routes - Pedestrian Oriented Active Frontages areas where vehicular access is limited. Main Community Facilities Light Services Pedestrian Friendly - Safe Routes / Open Industry Spaces TOD Guidelines for BRT Corridors 103 Community Square Regeneration Fringe Open Space / Risk Areas Medium-large public space to New developments have the Open spaces to be connected host local events, market and potential to act as catalysts for through pedestrian friendly F&B. Directly connected with the the regeneration of the wider routes to the station and neighbourhood but facilitating community facilities. Areas in USER GUIDE station area though pedestrian streets. Worship buildings to be provision of infrastructure, trade risk may require attenuation located adjacent to them. and services measures and, in case of life risk, relocation of residents within the area. Ma in F eed er BRT ROUTE E D UNIVERSAL TOD TOOLBOX B F C A r ea c eA lu en I nf m 5 00 BRT STATION TYPOLOGIES Ma in Fe e de r C Local community hub D Station retail area with E Off-street parking: while larger F Feeder terminal - with with health point, nursery, flexible spaces for local developments around the space for dala dala buses community plaza and local market and range of units station may require basement/ and other modes to market and connected sizes within pedestrian podium parking, those located interchange. through safe routes with friendly zone. at less expensive plots with the station area enhancing lower plot occupation could regeneration. have surface parking. 104 TOD Guidelines for BRT Corridors | BRT Station Typologies TN - Transit Neighbourhood Guidelines TN1 STATION INFLUENCE ZONE TN2 TOD COMPATIBLE LAND USES Typically the influence area boundary TOD compliant land uses stretches into 3 main zones from the • Multi-family residential (with provision of affordable station housing), offices, healthcare, civic offices and uses As other categories, the 3 zones are Station • Active ground level uses accommodating retail / Area (500m radius), Station Core Area and wider restaurants, cafes and bars influence area (1000m radius). • Community uses, such as educational or other • The station core area should encourage area amenities. specific TOD compliant mix of uses. Taller buildings and higher densities should be • Gated communities and defensive condominium promoted which could maximise on the enhanced developments are not appropriate in central areas connectivity of the station. Typically, the ground floor would consist of active retail or commercial Land Use Mix uses overlooking the key streets and routes. Block structured within the inner zone to be more Will accommodate a commercially oriented mix of uses organised and should offer seamless connectivity and activities while retaining residents to ensure out-of- to the blocks in other zones hours activity. • Residential: 60 - 90 % • These zones of influence should be incorporated • Office: 5 – 20% in all detailed Station Area action plans and • Commercial: 5 – 15% the actual boundaries of the Station Core Area • Other: 5 – 10% should be verified through a Station Area planning process. Employment Focus: • For Station Areas that overlap, please refer to Part • Showrooms and other professional services located 1 of this document for how to divide or merge along BRT trunk and main feeder routes zones. • Light industry easily accessible from BRT station • Variety of different sized retail units for local use • Accommodate small/ medium commercial tenants including SMEs and managed retail market stalls • Promote Live-Work typologies with flexible ground floor spaces for local businesses. Community Facilities: • Please refer to Part 2 - Universal TOD Toolbox TOD Guidelines for BRT Corridors 105 TN3 DEVELOPMENT USER GUIDE DENSITY & MASSING FAR Range Density approach Gross FAR: 1.0 - 2.0 While TOD principles generally recommend higher densities, some station areas on the network will have Plot FARs: existing densities which exceed the recommendations. • Station Core = 1.5 - 4.5 They are however, areas that have not been planned • Station Area (500m) = 1.0 - 3.0 or do not have an adequate provision of utilities, employment uses, open space or community facilities. Typical Building heights Strategies such as the CDS recommend a redistribution • Station Core = min. 2 to max. 8 storeys of density promoting areas that are more accessible so • Station Area (500m) = min. 2 to max. 5 storeys the investment is maximised reaching larger amount UNIVERSAL TOD TOOLBOX of population. It is also an opportunity for regeneration • Exceptions for allowable heights for key landmark bringing community facilities and redistributing buildings where maximum height is subject to the economic activities. Master Plan controls and planning process Massing and Typology • Station Core area: mid-rise perimeter blocks, some landmark tall buildings and podium developments. Amalgamation of plots should be considered to create larger parcels • Grid block pattern to rationalize BRT corridor frontage • Multi-family residential with local retail and services at ground floor • Feeder routes with potential higher typologies and BRT STATION TYPOLOGIES active frontages • Promote medium height building typologies (up to 8 storeys) with podiums • Accommodate a range of residential typologies in order to promote the social inclusion and integrate different family sizes and incomes. • Station core area and feeder routes to enhance development to maximise the more accessible plots with higher amount of residents 106 TOD Guidelines for BRT Corridors | BRT Station Typologies TN - Transit Neighbourhood Guidelines TN4 CONNECTIVITY NETWORK TN5 PLACEMAKING & SOFTMOBILITY Public Transport Network Placemaking • Prioritise first-last mile solutions to shorten trip • Design streets as quality public spaces, as well as length and seamlessly connect transit riders with pathways for movement interchange facilities. This could be achieved by • As these station areas will host a predominant providing local bus stops, drop off areas, bike residential land use function the streets should racks, bike share and bike-ways in close proximity accommodate wide sidewalks, plantings, and to the station area. furnishings. Street network Soft Mobility • Given the residential vocation of the areas, the • High levels of street connectivity, including use of secondary road network will accommodate a local pedestrian-only routes, should be provided to allow destination traffic, leaving the through traffic on direct access for all residents to transit stops, local the main arterial roads. retail shops and main activity centres. • Where the road network is informal and inadequate to carry the local traffic a new grid of secondary roads should be planned along with a rehabilitation of the existing major paths. • Secondary roads should reflect the residential character with compact road profiles. • Create low speed zones around residential clusters, schools and other public attractors • Given the lower speed of the local traffic, segregated bike lanes are not required on the local network. Servicing • Heavy traffic (trucks) should not be allowed on local residential roads and servicing should occur through light duty vehicles. • Manage servicing and roadside access with dedicated space in proximity of main local attractors, to reduce blockages of public transport, bike lanes and motor vehicle lanes.  TOD Guidelines for BRT Corridors 107 TN6 PARKING TN7 INFRASTRUCTURE USER GUIDE • On-site provision should be accommodated on Transit Neighbourhoods might be located within unrestrained sites. current informal urban areas with informal forms of infrastructure, housing and urban layout. It is • Ensure that a portion of the on-street parking is anticipated that infrastructure upgrading will be reserved for public parking (visitors). required in phases, as the area is formalised over time. • Provide on-street parking as a buffer between • Bulk infrastructure provision (energy, water, vehicles and sidewalks, creating a safer place for sanitation) needs to be instituted taking into pedestrians. account future development master plans. • Provide properly defined, signalized, time Therefore, based on the urban layout, mobility regulated drop-off and pick-up areas for routes need to have sufficiently sized roadways for passengers in proximity to the station. future water (150mm dia), sewer (300mm dia) and UNIVERSAL TOD TOOLBOX MV power distribution, with substations located at suitable distances (250m to 500m). • Ensure utility runs (water, sewer, power) can cater for demand and losses given the bulk provisions, particularly LV runs (not longer than 300m - 500m). • Assuming a combination of formalised waste collection networks and public drop off at waste skips and recycling centres, it is estimated that 1 waste facility will be required for every 4 hectares within a transit neighbourhood BRT STATION TYPOLOGIES 108 TOD Guidelines for BRT Corridors | BRT Station Typologies USER GUIDE UNIVERSAL TOD TOOLBOX BRT STATION TYPOLOGIES 109 TOD Guidelines for BRT Corridors Broadway Malyan Mobility in Chain Aurecon / Pangani Group Lead Consultant Transport Consultant Engineer and Multidisciplinary Broadway Malyan (BM) is an Supporting the masterplanning Consultant urbanism, masterplanning and and real estate proposals will Aurecon (AUR) is a highly architectural design consultancy. be Mobility in Chain (MIC), respected international engineering BM is the lead consultant an innovative and respected and multi-disciplinary consultancy for this assignment with the transport planning consultancy with 20 years experience in following responsibilities: based in Milan, Italy. MIC Tanzania and an established advocates sustainable mobility office in Dar es Salaam. Technical Role - to lead the solutions based upon an Technical Role – to lead on inputs overall technical direction of the understanding of the context project and specifically lead on related to infrastructure, utilities, and the area’s needs and while advising and supporting the urban development planning capacity requirements. transport, GIS / survey, real estate and urban design matters. Technical Role - to lead and (via Pangani) and urban planning Management Role - to progress prepare the transit and transport requirements of the assignment. the scope of work to the strategy requirements of To support and assist on the agreed programme and submit the assignment and support preparation of a fully integrated the deliverables promised. and assist the preparation of response and submission. Liaise with Client responding to a fully integrated transport Management Role - to lead Client/ Stakeholder queries as planning solution. on the overall progress against appropriate, while discharging Management Role - to programme and scope of work the contractual responsibilities lead on the overall progress and submission of deliverables associated with the commission. against programme and scope in relation to the above technical of work and submission of role and assist with stakeholder deliverables in relation to the liaison, engagement and transit and transport strategy participation and logistical support. requirements of the assignment. To lead on discipline related Client / Stakeholder queries and responses in relation to transport. CoLab Consulting Group Client Economic Strategy PO-RALG Consultant Stakeholders Eng. Davis B Shemangal Project Sponsors Project Coordinator (for full list please refer The World Bank inside front cover) Eng. Emmanuel Ndayamukama CoLab are international Sub-Project Coordinator Chyi-Yun Huang economic and strategy Key Government Ministries and Lead Project Representative, Departments Eng. Jovin B Bujulu DMDP Co-Task Team Leader consultants who work for Procurement & Contracts Dar Local Authorities (DLAs) Eric Dickson public and private clients Transport Authorities Charles A Mariki DMDP Task Team Leader Urban Planner Yonas Eliesikia Mchomvu with a particular focus Utility Authorities CTCP2 Task Team Leader Civil Society on large-scale urban Steven S Segerlin CDS Lead Consultant development business Lead Consultant Nordic Development Fund case and assessment. Per Largerstedt Broadway Malyan Program Manager Technical Role – to lead James Rayner on technical inputs related Project Director to economic strategy Monika Bik Project Leader Jesus Garate Lia Bezerra requirements of the Phil Bonds Carla Brito Project Leader Ariadna Weisshaar assignment and assist Ashish Gupta Carmen Martinez Sean Cleary on the preparation of a Chris Vörös-Haynes Project Representative Giulio Iuele fully integrated response and submission. Mobility in Chain Aurecon CoLab Consulting Management Role - to Federico Parolotto Monique Cranna Hugh Mulcahey Project Leader Project Leader Project Leader lead on the overall Kathrin Pinter Anna Munyagi Mike Duff Project Representative Project Representative (Local) Project Representative progress against Sebastiano Scachetti Harry van der Berg programme and scope of Lead Transportation Engineer Project Representative work and submission of Francesca Pigni Ryan Alexander Transport Planner Senior Consultant deliverables in relation to Vijetha Bezzam Juliery Mtobesya the above technical role. GIS Data Analyst Local Urban Planner Heri Bomani Local Real Estate Expert The President’s Office Regional Administration and Local Government (PO-RALG) DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT Sponsored by Project Team