Produced for The President’s Office Regional Administration and Local Governance (PO-RALG) DAR ES SALAAM DAR ES SALAAM BRT PHASE 1 METROPOLITAN CORRIDOR DEVELOPMENT DEVELOPMENT STRATEGY PROJECT VOLUME 2 BASELINE ASSESSMENT & DIAGNOSIS OF BRT CORRIDOR Integrated Transport and Land Use Planning Strategy  Dar es Salaam Bus Rapid Transit (BRT) Phase 1 Corridor November 2018 Sponsored by Project team Sponsored by Project team Produced for The President’s Office Regional Administration and Local Governance (PO-RALG) DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT Contents Introduction  1 Project Team  2 Stakeholders  4 Process  6 Project Objectives & Phasing  8 1 Socio-Economics & Real Estate Profile  31 1.1 Introduction & Summary of Key Findings  32 1.2 Economic Overview of Dar es Salaam  34 1.3 Real Estate Overview of Dar es Salaam  60 2 Natural Environment  113 2.1 Introduction & Summary of Key Findings  114 2.2 Geographic Context  118 2.3 Climate, Topology & Drainage  119 2.4 Biodiversity Status  126 3 Urban Planning  133 3.1 Introduction & Summary of Key Findings  134 3.2 Existing Urban Structure  138 3.3 Land Use  148 3.4 Density  166 3.5 Community Facilities  188 3.6 Relevant Urban Planning & Land Use Regulation  226 3.7 Ongoing Projects  232 4 Transport  255 4.1 Introduction & Summary of Key Findings  256 4.2 Road Network  264 4.3 Public Transport  268 4.4 Mobility Assessment  285 5 Infrastructure  313 5.1 Introduction & Summary of Key Findings  314 5.2 Water  322 5.3 Electricity  332 5.4 Sewer  352 5.5 Drainage  362 5.6 Solid Waste  372 iv Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Volume 2 / Part 1 1  Introduction Dar es Salaam Metropolitan Development Project (DMDP) Dar es Salaam is the economic centre of Tanzania and the engine of it’s economy despite not being the capital city. Despite the Government’s initiatives to relocate civic, institutional and government facilities to the capital Dodoma, Dar es Salaam still maintains a large proportion of the country’s economic assets such as ports, airports, industry, commercial real estate and universities. With a current population estimated to be 5.8 million people (CDS team estimates), Dar es Salaam is expected to grow to over 13.1 million people by 2032. This will put even more strain on a city that has grown so quickly that its infrastructure and essential services are already under-providing for the existing population. This backlog in public infrastructure will fundamentally restrict and prohibit the development of the region and it’s attractiveness for investment in the long-term. One of the biggest problems for Dar es Salaam This report is prepared by the consultancy team led is its poor public transport infrastructure. Until the by Broadway Malyan, a UK-based urban planning recently opened Phase 1 of the BRT line, the city and architectural consultancy, appointed by PO- had to manage with informal minibus routes (dala RALG and the World Bank to prepare a strategy dalas) and irregular and limited commuter rail for the Dar es Salaam’s BRT Phase 1 Corridor. services which are entirely unsuitable for a city of This workstream is an important segment of the the size, profile and aspirations of Dar es Salaam. Dar Es Salaam Metropolitan Development Project (DPDM), for which funds totalling $US 300 million Public transport can be fundamental in have been set aside from 2015 to 2020 through the transforming a city. It not only increases mobility by International Development Agency (an arm of the connecting people (often the people in most need) World Bank) to employment opportunities, essential services and leisure opportunities but it can also improve This specific project seeks to optimise the planning living conditions, unlock housing opportunities, of the Phase 1 BRT corridor. Broadway Malyan increase productivity, attract business and has assembled a comprehensive international investment, re-balance the economic distribution consultancy team comprising four firms with or ‘gravity’ of a city, as well as restricting sprawling the following respective remits related to and energy intensive development patterns. this commission: Sprawl can be contained through a number of • Broadway Malyan (BM) Based in London policy enforcement measures, of which TOD is – Lead Consultant, Urban Planning particularly effective. It seeks to mobilise a city’s residential and visitor population to enable people • Mobility In Chain (MIC) Based in of all ages and abilities to access economic Milan – Transport Planning opportunities and social amenities. • Aurecon (AUR) Based in Dar es Salaam, Cape Town & Pretoria – Technical Liaison, Local Planning, Utility Services, Geotechnical & Engineering Structures, Community Facilities • Colab Consulting (CLB) Based in London – Socio - Economics. 2 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Project Team The Strategy for the Dar es Salaam’s BRT This workstream is an important segment of the Phase 1 Corridor is led by Broadway Malyan, Dar Es Salaam Metropolitan Development Project a UK-based urban planning and architectural (DPDM), for which funds totalling $US 300 million consultancy, appointed by PO-RALG have been set aside from 2015 to 2020 and sponsored by The World Bank and through the International Development Agency The Nordic Development Fund. (an arm of The World Bank). The team structure is outlined in the diagram below. Client PO-RALG Eng. Davis B Shemangale Stakeholders Eng. Emmanuel Project Sponsor Key Government Ministries Ndayamukama The World Bank and Departments Eng. Jovin B Bujulu Steven S Segerlin Dar Local Authorities (DLAs Charles A Mariki Chyi-Yun Huang Transport Authorities Eric Dickson Civil Society Yonas Eliesikia Mchomvu Nordic Development Fund Lead Consultant Strategic Masterplanner Broadway Malyan James Rayner Phil Bonds Monika Bik Lia Bezerra Carla Brito Sean Cleary Chris Vörös-Haynes Ashish Gupta Jesus Garate Carmen Martinez Ariadna Weisshaar Jeff Nottage Giulio Iuele Transport Engineer Economic Strategy Mobility in Chain Aurecon CoLab Consulting Federico Parolotto Monique Cranna Hugh Mulcahey Kathrin Pinter Anna Munyagi Mike Duff Sebastiano Scachetti Harry van der Berg Mirko Franzoi Juliery Mtobesya Francesca Pigni Pangani Vijetha Bezzam Heri Bomani Volume 2 / Part 1 3  Broadway Malyan (BM) CoLab Consulting Group Lead Consultant / Economic Strategy Consultant Strategic Masterplanner Broadway Malyan are an international city CoLab are international economic and strategy planning, masterplanning and design consultancy. consultants who work for public and private BM are the lead consultant for this assignment with clients with a particular focus on large-scale urban the following responsibilities: development business case and assessment. Technical Role - to lead the overall technical Technical Role – to lead on technical inputs direction of the project and specifically lead on related to economic strategy requirements of the urban planning, master planning, development assignment and assist on the preparation of a fully planning and urban design matters. integrated response and submission. Management Role - to lead on the overall Management Role - to lead on the overall progress against programme and scope of work progress against programme and scope of work and submission of deliverables. Lead on Client / and submission of deliverables in relation to the stakeholder queries and responses in relation to above technical role. discipline area. Liaise and respond to client queries and be responsible for overall contract matters Mobility in Chain (MIC) Aurecon (AUR) - Engineer & Transport Consultant Multidisciplinary Consultant Supporting the masterplanning and real estate Aurecon are a highly respected international proposals will be Mobility in Chain (MIC), an engineering and multi-disciplinary consultant with innovative and respected transport planning over 20 years of project experience in Tanzania and consultancy based in Milan, Italy. MIC advocates an established office in Dar-es-Salaam. sustainable mobility solutions based upon an Technical Role – to lead (where needed) and understanding of the context and the area’s needs support on technical inputs related to infrastructure, and capacity requirements. utilities, transport, GIS / survey and urban planning Technical Role - to lead and prepare the requirements of the assignment and support transit and transport strategy requirements and assist on the preparation of a fully integrated of the assignment and support and assist on response and submission. Through Pangani the preparation of a fully integrated response Real Estate, Aurecon will provide advice and and submission. support on the development of real estate strategy requirements of the assignment. Management Role - to lead on the overall progress against programme and scope of work Management Role - to lead on the overall and submission of deliverables in relation to the progress against programme and scope of work transit and transport strategy requirements of and submission of deliverables in relation to the the assignment. To Lead on discipline related Client above technical role and assist with stakeholder / stakeholder queries and responses in relation to liaison, engagement and participation and the above technical role. logistical support. 4 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Stakeholders Key Stakeholders PO-RALG and The World Bank are the main clients The Project team assists PO-RALG and of the Project. In conjunction with the Consultant The World Bank to coordinate and communicate Team, they are in charge of coordinating and smoothly between those stakeholders from the leading this Project. beginning of the Project. The stakeholders for the implementation are varied The Project proposes the preliminary members of in their level, ranging from local authorities to the the stakeholders are as follows: national companies. Organisation Organisation Municipalities (Ilala, Ubungo, Dar Rapid Transport Agency (DART) Kinondoni, Temeke, Kigamboni) Surface and Marine Transport Dar City Council (DCC) Regulatory Authority (SUMATRA) Dar Rapid Transport Agency (DART) Tanzania Revenue Authority (TRA) Vice President’s Office (VPO) Reli Assets Holding Company (RAHCO) Ministry of Lands, Housing and Human Tanzania Rail Limited (TRL) Settlements Development (MLHHSD) Roads Fund Board (RFB) Ministry of Finance and Planning (MOFP) National Housing Corporation (NHC) National Bureau of Statistics (NBS) Tanzania Electricity Supply Ministry of Trade and Investment (MIT) Company (TANESCO) Tanzania Investment Centre (TIC) Dar es Salaam Water and Sewerage Corporation (DAWASCO) Ministry of Home Affairs and Security (MOHAS) Tanzania Telecommunication Company Limited (TTCL) Ministry of Works, Transport and Communications (MOWTC) Japan International Cooperation Agency (JICA) Tanzania National Roads Agency (TANROADS) Dodi Moss Consortium Volume 2 / Part 1 5  Other Stakeholders In addition to these key project stakeholders, the following organisations have been identified as important to consult and engage with for the success of the project. Over the course of the project we will endeavour to meet with all of these organisations: Organisation Organisation Africa Development Bank (AfDB) Usafiri Dar es Salaam Rapid Transit (UDA-RT) Business Registration and Licensing Agency (BRELA) Tourism Confederation of Tanzania (TCT) Tanzania Institution of Valuers Tanzania Tourist Board (TTB) and Estate Agents (TIVEA) Hotels Association of Tanzania Tanzania Chambers of Commerce Industries and Agriculture (TCCIA) Ardhi University (ARU) Rebel Group International University of Dar es Salaam (UDSM) Pension Funds (National Social UN-HABITAT Security Fund, Parastatal Pension Fund, Public Service Pension Fund, Local UN Environmental Programme Authorities Pension Fund, Government Employees Provident Fund) Tanzania Building Authority Local Government PPP Node Tanzania Green Building Council Export Processing Zones Authority (EPZA) Centre for Community Initiatives Tanzania Private Sector Foundation (TPSF) Town Planners Registration Board (TPRB) National Institute of Transport (NIT) Architects Asscociation of Tanzania Tanzania and Zambia Railway Engineers Registration Board Authority (TAZARA) Contractors Registration Board (CRB) Tanzania Truck Owners Association (TATOA) Tanzania Association of Tanzania Drivers Association Environmental Engineers 6 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor Process  Client Brief (Extracts from Terms of Reference) Dar es Salaam (4.6 million population However, Dar es Salaam has fundamental in 2012) is expected to become a mega barriers limiting the quality and potential city by 2030 with a population over of its future development. These include a 10 million. Dar es Salaam is the engine backlog in public infrastructure development, physical growth outpacing investment of growth for the nation and has the in essential services; poor connectivity largest concentration of economic assets between residential and business centres; (ports, airports, industry, universities, real mushrooming and unserviced informal settlements; estate, etc). If the urbanization process is sprawling energy intensive settlement patterns; managed well, there could be tremendous an absence of effective metropolitan planning and economic, environmental and quality of governance arrangements; and limited capacity life benefits from improved efficiencies. for management and delivery of public services. All of these factors impact the business environment, competitiveness, and the conditions supporting job creation and social mobility. Dar es Salaam’s growth has been largely shaped by informal settlements resulting in the proliferation of unplanned land development and sprawl. An estimated 70-80 percent of residents in Dar es Salaam live in unplanned settlements and 80 percent of land in Dar es Salaam is ‘informal’ – or developed without an official land title (officially called a “Certificate of Right of Occupancy” or CRO). Significant capacity, regulatory, and institutional barriers remain to address the problems of informality. The current development model does not provide sufficient infrastructure and housing to support the 250,000 people arriving annually in compact, high-density communities. As a result most new residents gravitate towards land on the periphery of the city, which only further contributes to sprawl and the proliferation of slum expansion. Volume 2 / Part 1 7  The World Bank has worked with the Government The first line of the World Bank-financed of Tanzania for over a decade in the urban sector Dar Bus Rapid Transit System (DART) became and the current urban portfolio covers all 29 of the operational in 2016, running an interim service. Urban Local Governments in Tanzania. The DART is a Bus Rapid Transit (BRT) system that will offer an affordable and efficient mobility The recently approved Dar es Salaam Metropolitan alternative to cars. DART has the potential to act Project (DMDP) aims to improve urban services as a catalyst investment that can transform the and institutional capacity in the Dar es Salaam city, provide quality services and access to jobs, Metropolitan Area, and to facilitate potential improve environmental quality, and help mitigate emergency response. sprawl through development around public transit. The $US 300 million loan facility provided by The Integrating transport and land-use planning is World Bank (IDA) and $US 5 million grant support key to maximize the BRT’s potential impacts from co-financier the Nordic Development Fund for urban mobility and more sustainable (NDF) has four (4) components: development patterns. Global experience suggests • Component 1 - Priority Infrastructure will that taking a holistic, cross-sector approach to finance improvements and constructions BRT development – as a strategic urban and land of priority roads and primary and development tool, and not just a transport assets secondary drainage systems system - yields greater benefits and results in shaping the urban form. • Component 2 - Upgrading in Low-Income Communities will upgrade selected low- income communities in selected Municipal Councils through the improvement of basic services and strengthening said communities’ capacity in undertaking such upgrading works • Component 3 - Institutional Strengthening, Capacity Building, and Urban Analytics will support: A. Development of metropolitan governance arrangements and systems B. Municipal finances and technical capacity through own source revenue collection and development and integration of GIS C. Improving the integration of transport and land-use planning D. Operations and maintenance systems E. Urban analytics F. Urban planning system. • Component 4 - Implementation Support and Monitoring & Evaluation will provide support for Project management and supervision functions. 8 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor Project Objectives & Phasing  Key Project Objectives This assignment comes under Component 3(c) The overall objective of the assignment is to improving the integration of transport and land- develop an integrated land use and transport plan use planning. This work is aimed at helping to and guidelines “Corridor Development Strategy” capture the benefits of BRT using integrated land- to guide the detailed development and use and transport planning approaches. This first appropriate densification along the first line of the phase BRT line runs along Morogoro Road and Dar es Salaam BRT Corridor. Realization of this Kawawa Roads; one of the major commercial and strategy will maximize the benefits of this significant residential corridors of the city that also serves transport investment. The strategy will be many low-income communities. developed through a participatory approach with reference to the relevant statutory requirements for With the development of the BRT, an increase urban planning. The Consulting Team is expected in the intensity of economic activities, land to support the preparation of documents that will development, and land value is expected along constitute the Corridor Development Strategy. the Morogoro corridor. Accordingly, the BRT Subject to agreement these may be based on: corridor now provides a significant opportunity for the public and private sectors to co-invest in • General Planning Scheme specifically urban development and improve the utilization for the Phase 1 BRT Corridor of land along the corridor and competitiveness of the city. However, the type of development • Detailed Planning Scheme for two TOD needs to be carefully controlled and context and pilot project sites, locations to be determined, culturally appropriate. along the Phase 1 BRT Corridor The assignment is required to consider an • Specialized Planning Scheme or integrated approach to land use and transport Special Planning Regulations, for all current for the corridor to better guide its development. and future BRT corridors, that provides a This will allow maximization of the benefits baseline set of urban design guidelines and capitalizing on this BRT line. The potential positive financial strategies to promote and implement impacts from these are: (i) improved efficiency in compact mixed-use land development and land use and spatial development; (ii) improved transit investment. The Specialized Planning urban mobility and connectivity, especially for low- Scheme / Regulations should be varied and income communities; (iii) adaptation and mitigation grouped on common station area typologies to climate change; (iv) promotion of public and found within the comprehensive transit network. green modes of transport; (v) enhanced global competitiveness of the metropolitan region, and (vi) increased tax revenue potential to sustain municipal services. Volume 2 / Part 1 9  Key Project Phases Our approach to delivering the tasks described by the Terms of Reference are summarised here. The tasks undertaken by our Team are split into two key phases, anticipated to take six months and ten months respectively PHASE 1 PHASE 2 Baseline Studies, Diagnosis, Benchmarks and BRT Line 1 Corridor TOD Strategy. Draft Corridor Vision and TOD Guidelines STATUS: IN PROGRESS STATUS: TO BE COMMENCED This phase will be likely to take the full estimated Phase 2 takes a collaborative approach to the time of six months to complete. It is a critical preparation of a robust and legible Corridor platform of activities upon which the final Phase 2 Development Strategy for Dar es Salaam’s Corridor Design Strategy (CDS) will rely. The first Phase 1 BRT corridor. phase is also c`ritical to get the confidence and It applies the conclusions drawn from Phase 1 to support of the client and stakeholder groups, create clearly principled decisions, informed by so all begin to understand and anticipate the alternative options. The nodal areas are reviewed benefits associated with the study and the in detail, while an appropriate governance model transformative potential that TOD approached is recommended for the corridor’s implementation can bring to the BRT network. and management. Key Activities: Key Activities: • Conduct baseline studies • Develop a minimum of three preliminary development concepts for the Phase 1 corridor • Develop a base map and associated layers • Facilitate a minimum of one Design • Compare and evaluate the institutional Workshop (charrette) with key stakeholders capacities - regulatory, managerial, and financial - of Dar es Salaam to facilitate • Elaborate the preferred development concept international best practices in TOD into the Draft Corridor Development Strategy • Prepare a diagnosis of the existing • Facilitate an Implementation Workshop conditions and development pressures to confirm the details of the Draft Corridor Development Strategy and to • Prepare the Draft Specialized prioritise and assign responsibilities Planning Scheme, or TOD guidelines for the development activities for future BRT corridors • Prepare a proposal for a Detailed Planning • Facilitate a Visioning Workshop Scheme, including relevant implementation with the key stakeholders approaches for two pilot project locations • Organize and facilitate a public • Develop a capacity building plan for the engagement strategy stakeholders responsible for delivering the plan to ensure its sustainability • Organize and facilitate a public engagement strategy for Phase 2 • Produce the Final Technical reports of Corridor Development Strategy 10 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor Stakeholder Engagement  Workshop 1: Kick-off Meeting, World Bank Offices, Dar Es Salaam All key stakeholders were invited to attend this initial event which introduced the team, its brief, programme, initial assessment of key issues and ideas for the assembly’s response during a Q&A session. This confirmed the following points: • BRT network extending over 6 individual phases now 8 year old - needs further review • Town Planning registration Board keen to enlist membership • Current land use map to be issued by MLHHSD • Transport masterplan being prepared by JICA • Drone aerial plan / map survey being prepared by World Bank • Refer to Govt 2012 Census – online portal, shapefiles available by ward • Steven Segerlin (World Bank consultant) agreed to issue comprehensive data via Dropbox • DART: high ridership 150 k/day (double the forecast), buses often full. Project is behind programme • City Council: commissioned JICA transport masterplan, will share inception report • Chyi-Yen, World Bank: Resilient Transport Study (Cowie, Tz); Valley flood planning study • Rehousing settlements – cash compensation, limited litigation. Further acquisitions subject to Resettlement Action Plan • Make local community a beneficiary, caution driving out by elevating prices • Dala dala buses integrated with BRT feeders – Phase 1 has 2,000 dafa dalas • Revenue taxation to be verified, there is a building and a land tax. Volume 2 / Part 1 11  Stakeholder Commission Stakeholder The BRT corridors study aspect of the Meetings & Interviews DPDM project covers a wide range of To date as part of Stage 1 there have been two institutional stakeholders. stakeholder events in Dar Es Salaam, followed by It is proposed to create a collective forum for two events in London - an internal team review and sharing views and establishing a balanced position a client workshop on strategic matters through a single Project The team made arrangements for stakeholder Stakeholder Commission. The membership will interviews as a consultation programme be mandated to participate in the interactive engagement process and to review and approve • PO-RALG – project client managers the staged outputs of the study. supporting the commission & supporting JICA transport study and other initiatives Data Exchange • World Bank –project funders, responsible PO-RALG facilitated the process of data gathering for the wider DPDM project and collation of views from each stakeholding institution an assisted the team in obtaining current • Dar Transport (DART) – responsible for data and background information. implementing and managing the BRT network The large number of relevant stakeholders • Ministry of Lands, Housing and Human and the diversity of data sets complicated the Settlement Development (MSHHD) – data gathering process. The high number of responsible for 2012 Land Use Masterplan commissioning authorities may explain why by Dodi Moss (draft - still to be approved) so many data sets are of variable quality and frequently duplicated. The key GIS shapefiles were • Ministry of Works - implementation of new found to be misaligned, affecting the accuracy of major development / infrastructure projects the team’s conclusions. • Railway Assets Holding Company (RAHCO) The team seeks to establish an unequivocal – Planning DSM’s rail route expansion dataset upon which all future land use planning work may be based. It has handled received data • Kinondoni Municipal Council (representing with caution and selected appropriate files as the newly established Ubungo Municipal Council) key source on which to base conclusions. – planning authorities for west BRT Phase 1 To date as part of Stage 1 there have been two • Ilala Municipal Council - planning authority for stakeholder events in Dar Es Salaam, followed by the downtown portion of BRT Phases 1 and 3 two events in London - an internal team review and a client workshop. • Temeke Municipal Council (representing Kigamboni Municipal Council) – responsible for BRT Phase 2, Port (to be extended) • Dar Es Salaam City Council – strategic authority covering cross-cutting issues, inc JICA Transport Masterplan • Tanzania Investment Centre – National investment promotions agency 12 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Project orridor DMD P BRT C the s Salaam p is for Worksho thoughts on al Vision Dar e al of the Initi and explore initi from the use in aims efit cepts and The ma t Team to share twork can ben Ne nning con th March Co nsu ltan BR T (TO D) pla r es Salaam opment ridors. sday 15 how Da entated Devel Wedne .00 Transit Ori ng the net work cor we ll as Workshop 2: Initial Vision Workshop, alo as 17 s work 09:00 - reshments Provid approache project ed) m ir initial TOD fro and Ref sent the of BRT and interactiv e (Lunch m will pre ctice” examples p will include es The Tea ho portuniti “best pra the works key issues, op es Salaam. relevant and the world s and debate influence Dar Venue: urtyard around cus t rm ativ e and is Hotel Co ad s to dis T can bes info charrette on how the BR sting and fessionals. Protea Protea Hotel, Dar Es Salaam int ere Ocean Ro as hly pro and ide hop will be hig ties and tors, enti Seaview am 1000 rks The wo ge of sec to a ran la relevant Dar es Sa 02 On Tuesday 14th March 2017, the key stakeholders Worksh op Initial attended a one-day Vision workshop. This event was organised to present and gather responses Vision to the baseline findings and to better understand hop the stakeholders’ aspirations for the proposed BRT network and the existing BRT Phase 1 corridor. W o r k s The event was well attended throughout the LAB COting Consul Group day with 52 delegates (excluding consultant with Project by: ional Team: Hosted ce, Reg nt’s Offi Local Preside & tration Adminis nt (PO-RALG) team) representing most of the key stakeholder me Govern organisations, as well as casual attendance by others (such as JICA). The activity comprised two sessions: • Presentations by the client and consultancy team to explain the conclusions of the baseline assessment work conducted to date • Afternoon planning workshops and wrap-up. The Team organised the afternoon workshop to assess and prepare BRT station guidelines and principles. This was to create a basic development framework along the route of BRT Phase 1 comprising a number of key focus areas to represent a major city centre, a district centre or a neighbourhood centre. The workshop split the assembly into three working groups, arranged with a mix of skills, managerial levels and represented organisations. Each group of around 15 delegates were gathered around a set of display boards to embark on three stages of activity, facilitated by the consultant team personnel. Each team was briefed to role play, as an acting executive body representing TDCO – a strategic authority responsible for land planning in DSM. The teams elected a stakeholder representative, and to allocate two hours to planning the centres and uses along BRT Phase1. An hour was allowed to present debate the implications with the delegate assembly. Volume 2 / Part 1 13  Workshop Method & Outputs The task divided into three parts, based on the This exercise showed that all three groups broadly prompt boards posted by the consultant team: agreed on a number of consensus items: • Review the diverse urban components and • Key employment and urban amenities should allocate each one to one of the three types be concentrated at main / district centres of centre (Downtown Hub, District Centre or Neighbourhood centre) and name one example • Key centres should in turn be station where each component could be located located at nodal interchanges • Working as a group, elect the status of each • Neighbourhoods should have smaller scaled station as stickers applied to the map of BRT commercial activities, being quieter in character Phase 1 corridor – to show where the main • Neighbourhoods should be located centre, district centre and neighbourhood at less well connected stations centre typologies would be positioned • CBD can cover all stations in the • Each team to elect a stakeholder spokesperson exiting downtown area to present their findings; open discussion • Major District Centre locations proposed at Ubungo • Smaller district stations at Kimara, Kariakoo / Gerezani, Magomeni, Morocco 14 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Workshop 2 Attendees • PO-RALG • TANROADS • World Bank • TANESCO • Broadway Malyan Team • DAWASCO • Ministry of Lands, Housing and Human • Tanzania Telecommunications - TTCL Settlements Development (MLHHSD) • Tanzania Revenue Authority (TRA) • National Bureau of Statistics (NBS) • Reli Assets Holding Company (RAHCO) • Ministry of industry • National Institute of Transport (NIC) • DART • Tanzania Rail Limited (TRL) • Ilala Municipal Council • National Housing Corporation (NHC) • Kinondoni Municipal Council • JICA • Temeke Municipal Council • Dodi Moss Consortium • Ubungo Municipal Council • Africa Development Bank (AfDB) • Kigamboni Municipal Council • Dar Traffic Police • Dar City Council (DCC) • RAS-DSM • Town Planning Association (TPA) Volume 2 / Part 1 15  Transport Workshop Planning Regulations Workshop Slipway Hotel, Dar es Salaam Aurecon Office, Dar es Salaam A transportation stakeholder workshop was A meeting was called to gather a common view arranged at The Slipway Hotel Conference Hall, on the protocols and approach to satisfying the (see below photo), attended by delegates from the relevant planning regulations as covered by the transport planning sector, including the following: 1960 Town and Country Planning Act. • PO-RALG, DART, Dar City Council The meeting was attended by PO-RALG, World Bank, MLHHSD, TANROADS, Kinondoni Municipal • JICA, RAHCO, Afri-Arch, TANROADS, Council, Temeke Municipal Council, Ilala Municipal TRL, Port Authority, TRL, TPA Council, Kigamboni Municipal Council. • Afri Arch presented the Dodi Moss It discussed the range of existing planning controls Land Use Plan and confirmed its and the appropriate format for each output of the in-progress & unapproved status programme, including Specialist, General and Detailed planning schemes. • The scope of the pending DSM The team resolved to establish a recommendation transport masterplan commission for general approval, setting out - was discussed with JICA • The type of planning scheme to be • Rail management and operational applied in each part of the study outputs issues were described by TRL. (summarised elsewhere in this document) • The Port Authority described its extension • Confirmation of the respective red plans for the existing city centre port operation, line planning areas to be subject including the development of new oil terminal to the gazette notice protocol facilities and berths in Kigamboni. • Critical timeframes (likely to extend well beyond the duration of this commission) 16 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Workshop 3: Evolving Vision Workshop, Ramdada Encore, Dar Es Salaam On Wednesday 11h October 2017, the project’s The Central Business District group favoured the key stakeholders attended a one-day Vision creation of a linking space connecting Kivukoni via presentation and workshop. The event summarised an enhanced marginal waterfront to Mnazi Mmoja the process, programme and findings of Stage 1 Square and park, wih a programme of heritage culminating in the Station Area Typology Guideines conservation and the creation of a new downtown This work sets the basis for progressing the Stage college campus in former goverment buidings left 2 Corridor Development Srategy. vacant after its move to Dodoma. The presentations were honed for a lay audience, to raise awareness of the study, inspire the stakeholders support and t provide a general understanding of the recomended duirection to be Workshop Method & Outputs taken for the redevelopment of the BRT network Two hours were allocated to the workshop task, area and for the BRT Phase 1 corridor. based on a screen briefing by the consultant team: 54 delegates (excluding consultant team) attended - representing most stakeholder organisations, • Split into groups allocated by colour from the attendees register, to review The activity comprised three sessions: one of three station area typologies • Presentations by the client and consultancy • Consultant facilitator to brief each group on the team to explain the conclusions of the baseline significance and objectives of the typology assessment work conducted to date • Brainstorm a long list of possible ideas and • Media interviews initiatives that would be a strong catalyst for • Afternoon typology workshops and wrap-up. transformational change to achieve the aims and objectives of the sttion area typology The afternoon workshop split the attendees into three groups to assess and prepare up to 15 • Debate the long list and shorten ideas for delivering a specific BRT station area to maximum of 5 ideas type (Transit Neighbourhood; District Centre; • Further debate and possible split CBD). This was refined to propose a shortlist of candidate projects, from which each of the three nto two sub teams to agree a final teams were to elect a preferred inititaotive or preferred initiative or project that best project to present. surmises the spiit of the typology The Transit Neighbourhood group recommended • Elect a spokesperson from the team (not a better law enforcement, the clustering of civic consultant) to present the ideas to the assembly amenities and the possibility of a specialist street • Each team to present their findings market and chair further open discussion The District Centre group advocated the innovative affordable housing model enacted through amalgamation of slum dwellings and use of local supply chain to feed the local economy and offer life skills training, under a streamlned planning process. Volume 2 / Part 1 17  Workshop 3 Attendees • PO-RALG • National Institute of Transport (NIC) • World Bank • Tanzania Rail Limited (TRL) • Broadway Malyan Team • National Housing Corporation (NHC) • MLHHSD • JICA • National Bureau of Statistics (NBS) • Africa Development Bank (AfDB) • Vice-President’s Office (VPO) • RAS-DSM • DART • MOWTC • Dar Local Auuthorities • TIC • Dar City Council (DCC) • QWM Properties • TANROADS • UDSM • TANESCO • TMRC • DAWASCO • Dar Property • TTCL • Tanzania Building Agency (TBA) • Tanzania Revenue Authority (TRA) • Reli Assets Holding Company (RAHCO) 18 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor Focus Groups  Real Estate Industry Focus Group LAPF Towers, Dar Es Salaam On 29th September 2017, Heri Bomani is welcomed would allow this project to facilitated a focus group comprised of reactivate, and could stimulate phase industry experts in the Dar es Salaam’s 1 residential investment. Green zoning real estate sector to discuss issues and should feature in development planning problems experienced when investing and Commercial developing in the city. The discussions are summarised here. • Learn from other countries how to stimulate Residential commercial investment. An example cited was Rwanda which has strong planning • Many of the workshop attendees had not been policies and recently passed legislation on BRT or had gone on BRT and had a much banning residential homes from being used for more positive experience than anticipated. commercial business and in effect stimulating Awareness and advertisement was emphasised occupancy of commercial buildings so as to shape people’s mindsets and influence use of BRT and or invest in BRT corridors • The Bagamoyo Road offers the best potential for commercial investment • There was also a sense that local residents Retail could be engaged for ideas around what they want to see as investment in their areas • Retail investment can work at BRT stations. There was a suggestion that it can take two • There has been limited investment in forms; kiosk and express services such as residential developments along the ATMs within the station, more organised current corridor as investors are not that retail within close proximity of the station attracted to the catchment resident • Station dynamics in terms of population • Upfront interaction and dialogue would and other factors should be considered help stimulate investment (i.e. whilst the carefully to stimulate retail development Government may have planned and prioritised BRT phasing in line with easing transport for • Park and rides should be established at key the affordable population, investors would stations. Private sector investors such as prioritise investments in other corridors) Jaffer Sabodo who are passionate about these schemes could be mobilised to fund • Many existing investors are focused on such projects if capital wasn’t available residential products (3 bedrooms +, large bulk, luxury or near luxury finishes) that don’t suit • A large park and rise and retail scheme is the residential segment in phase 1. Demand being planned at Kimara which has come to may be stimulated for products such as 1 together only because of BRT (this project isn’t bedroom units adjacent or near to BRT stations announced, and suggests that a lag effect may be in play with investment visibility) • Residential consumers are happy to walk up stairs so low rise residential Other asset classes developments can be built without • More investment could be seen on the unnecessary expenses such as lifts current phase 1 corridor around Ubungo if • A private investor consortium had secured land was made available as currently there corporate sponsorship and planned parks is a land shortage. Industrial parks can replicating models successfully developed thus work along certain BRT Corridors in India for rollout in Tanzania including the phase 1 corridor. However due to corruption this project stalled. Zoning where parks are designated and private sector participation Volume 2 / Part 1 19  Focus Group Attendees • Michael Francis • Danny Mwasandube • Alex Temu • Mariam Meghjee • Nyirabu Nyirabu • Juliery Mtobesya • Kheri Mbiro • Maina Njuguna • Salum Awadh • Caroline Senga • Colm Rasdale • Charles Mariki • Marco Lee • Maina Njuguna • Elangwa Mwapachu • Emmanuel Ndyamukama • Pilar Munor General / Regulatory • All stakeholders involved in service should be brought together so infrastructure investments • It is important to pay attention to the details accommodate all needs including gas, or data with regard to the population residing power, waste, drainage, internet etc. in the area, space which seems available and how to mobilize and attain the intended goals • Creative schemes such as fuel levies, i.e. structure zoning and thus investment to the can be used to fund investment. The activity desired by the population in that area private sector can also share some of the burden of investing in BRT • Involvement of the local people (targeted population) or rather identifying a • Breakdown and accident planning noted location’s attributes and demands is as an area for further review so BRT necessary so they can contribute and isn’t crippled by such instances also complement the development. • Land ownership changes being implemented • Lack of an operational planning committee, by the Government where foreigners can own basically proper planning is a challenge, A assets will stimulate further investment. property resourced planning system is needed; Future BRT phases every element should correlate with each other • The Bagamoyo Road is seen as key spine • Private parties have the ability to mobilize which should be implemented earlier. Most funds among other things that help progress attendees were of the view that investment the development, while the government would be much higher in this corridor than continues to make laws and regulate other corridors; suggesting different corridors them, also contribute through subsidies may need separate investment strategies and allocation of land to investors. • Culture of maintenance including stricter fines • Regulation and enforcement is very weak and punishment for misuse was recommended therefore discouraging the possibilities of emerging of private parties to engage • Accelerated rollout of BRT phases key so as to in the development projects alleviate circulation within the city as a whole. 20 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor Focus Groups  During the last months the Team has been engaging with a various Stakeholders to PERSONAL PROFILE get feedback and a better understanding of the issues and opportunities within the BRT 32% Live in Baruti / 21% Live in NHC Phase 1 Corridor. On the 11th September 44% Self-employed we held three Focus Groups Sessions 45% Secondary Education with people living and working within 32% University Phase 1 Corridor. A high % of participants 33% earns less than 100,000 TZS/Month came from Baruti and NHC areas, with a smaller number of representatives from the other 16 neighbourhoods. This spread summarises the key findings Who did we interviewed? 3 Sessions 57 Digital 60 Attendees Surveys Volume 2 / Part 1 21  BRT & 94% said BRT has improved their lifestyle Lifestyles 64% uses the BRT for leisure reasons 58% said that buses are overcrowded My Home 76% 85% 15% Own their homes 58% Tz Single villa, Detached Apartments $ & Semi detached Have never taken a loan 72% 72% 48% 81% Electricity Water Waste Sewerage * Homes with reliable utilities My Neighbourhood Highlighted limited 60% access to health facilities. Feel safe around the Areas around station 84% station, decreasing are walkable. 36 % to 59% in the areas children walk to school. leading to the station. 32% take the BRT Recommendations People that were interviewed not only during A certain level of unawareness of the project the focus group but also during the public has arised. Therefore, the implementation of exhibition held at Gerezani station on the a website is highly recommendable in order 11th of November, showed a great interest to reach a wider audience and spread the on the project. which was well received. TOD principles on which the project is based to the rest of residents in Dar es Salaam. 22 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor London Seminars and Workshops  Workshop A: Internal Review Workshop B: Client Review A three-day meeting was convened in London to A week-long series of site visits, seminars, unite the team’s approach prior to finalising the presentations and workshops was arranged by the technical outputs for Stage 1. team, attended by eleven client delegates including representative from PO-RALG, World Bank, A series of specialist presentations and planning TANROADS, MLHHSD, DART to engage with the reviews were mixed with break-out sessions and following structured programme: interactive workshops. The event was an invaluable opportunity to assess the initial thinking to emerge Visit to Kings Cross – New TOD mixed use city and to test the initial data diagnosis. centre development node. We noted a number of key points, including: In particular this was a chance for the team to exchange technical material and observations at • Formalisation of station concourse first hand. areas with retail frontages Teleconference meetings were arranged with • Consider higher educational and science World Bank, PO-RALG and JICA to consolidate based uses to add vitality and interest key project management activities including project programme, scope of ongoing technical • Use active programming and events inputs, briefs for the remaining survey activities, to promote key developments while requesting client approvals and requests for outstanding data. • Note the critical role of place-making and public realm quality to draw investment and prestige • Note the importance of retaining heritage elements for lasting character and brand-appeal • Use intelligent means to incorporate infrastructure • Diversify the development and implement as a series of individual parcels for rapid delivery and critical mass Project presentations by BM, MiC, Aurecon, CoLab – summarising progress findings and concluding recommendations of the project Seminar by Transport for London (GLA’s Transport Authority and equivalent of DART) – explaining the application of Public Transport Accessibility Levels (PTAL) values. Workshop discussions: 1960 Town and Country Planning Act as amended 1993; benchmark studies (economic, planning, transport) emerging BRT Phase 1 Corridor Development Framework; station evaluation matrix. Volume 2 / Part 1 23  24 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor Public Engagement  Public Exhibition - Gerezani BRT Station, Dar es Salaam Why Hold a Public Exhibition? Standing public displays of data analysis, findings and conclusions, development framework concepts and visioning ideas all play a key part in the engagement process for projects of this sort. Although the purpose of the display is for information rather than consultation, attendees were encouraged to provide any relevant insights, observations or comments to positively inform the design process. Public exhibitions can be used to prompt discussions and as promotional tools to raise awareness and explain the benefits of a project to gain traction in the communities and user groups involved. In general we find that keeping a high profile with end users helps test ideas and notions and helps instil confidence and support on all sides. Who and Where? The aim was to engage with the general public not only living and working within the Phase 1 BRT Corridor, but also with the users of the BRT who are in transit to other parts of the city. Gerezani Terminal was selected as the chosen location for hosting the Public Exhibition as its daily ridership was shown to be consistently high, as well being of greatest potential relevance (large areas of adjacent available land, candidate for Detailed Planning Scheme). Volume 2 / Part 1 25  Content 10 no. A1 panels were produced which explained: 1.  Purpose of the exhibition / Project Team / BRT Network 2.  Project programme / Process 3.  Concept of TOD 4.  Dar es Salaam issues / evolution / growth 5.  Integrated framework plan for city BRT network 6.  Facts and figures for BRT Phase 1 7.  Focus groups feedback 8.  BRT Phase 1 framework 9.  BRT Station Typologies 10.  Request for feedback and Post-It notes Methodology & Outputs Public Exhibition event was timed to coincide with the Consultant Team’s October trip to Dar es Salaam. • The event advertised a week before it happened using flyer posters placed at 9 key stations along the Phase 1 Corridor. The content of the posters was reviewed and discussed with the Client before printing. • The event was held on Thursday 12th October at Gerezani BRT interchange, between 08:00 - 16:30. At least 5 representatives (including at least 2 Swahili speakers) were on hand at the venue to explain the material and answer queries. We encouraged the general public to participate by leaving “Post- it” notes with their comments, observations or ideas on the “notice board”. • Key points to note: the boards were displayed in English though in future we would suggest a Swahili version is used, featuring non- technical language on the boards with legible supporting material. Easel mountings were used to display the 10no. A1 panels • Photographs, videos and notes were taken by the team • All noted observations will be accounted for to inform Stage 2 of the project. 26 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Public Engagement Exhibition at Gerezani BRT Station General Comments and Observations The event was very warmly received and Many of the issues discussed related to high attendance throughout the day but operational issues of the BRT and may particularly at morning and evening peaks be useful for DART to know but were of limited relevance to the project team, such People viewed the material with varying as punctuality, ticket costs and durations levels of interest – some staying to discuss with facilitators and others dropping by out of curiosity Volume 2 / Part 1 27  Most Recurring Comments: • General support for the scope and intent ess congestion in city centre than before • L behind the frameworks and the proposals BRT, which helps speed other modes including trucks accessing the port Appreciation for the commuting time savings • mproved viability of other • I rustration at length of time taken for follow • F areas (hotels in Ubungo) on trips by daladala to work or elsewhere roperty prices and values • P • L ack of awareness about the BRT and its elevated 500% in Kimara phase and benefits to Dar es Salaam’s ostels for students are becoming residents and its scope t provide employment • H popular along BRT General support for the following 5 phases • xtend link from Kimara to Mbezi • E Provide a web site/ page which provides • more detailed information / comments forum • C onnect the south and north up country coach stations Try harder to engage people in • this project with exercises like this ateways for hospitals and Municpal offices • G which are greatly appreciated arking charges at Kimara relatively • P • More information at stations expensive and make BRT less viable to some people, locate parking within a 5-minute walk Who pays? • oadway too narrow in places • R Overcrowded buses pose security issues • ot buses need a/c • H Disability awareness • ew lines compensations – how scaled? • N • Incorporate diverse social amenities along the corridor egregated feeders please • S • ibraries What potential business should I • L look out for from these benefits? 28 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Existing Administrative Structure Dar es Salaam is one of 30 administrative regions in Tanzania and the regional capital. As of 2015 it consists of five districts – Ilala, Kinondoni, Ubungo, Kigamboni and Temeke, having recently reorganised from a structure of three districts (Kinondoni, Ilala and Temeke). Each district is governed by their own Municipal Council and an inter-governmental coordinating council, the Dar es Salaam City Council (DCC). Collectively these entities are known as the Dar Local Authorities (DLAs). However, the administrative responsibility of the Municipal Councils (MCs) resides with the President’s Office for Regional Administration and Local Government (PO-RALG), and not the DCC. The National Bureau of Statistics (NBS) who carry Recommendation out census work on behalf of the Government For the purpose of this chapter of the outline five levels of administrative levels for report, the Team will continue to reference management of the National territory. to the original three districts (Kinondoni, These levels are: Ilala and Temeke). However, as the Team moves into Stage 2 of the project we • Regional (Dar es Salaam is 1 of 30 regions) will ensure that the design proposals and statutory planning processes align • District (Dar es Salaam has 5 districts) with the new administrative structure. • Ward / Shehia (90 wards in Dar es Salaam) • Villages / Mitaa (also referred to as ‘sub-wards’) • Enumeration Areas Kinondoni Municipal Council Ilala Municipal Council The change in administrative boundaries has a Temeke Municipal Council significant impact on this study as the majority of the data and literature reveiwed by the team relates to the previous districts and wards, especially the Census from 2012 which forms the basis for much Indian Ocean of the socio-economic data used in the project so far. The Team has found it difficult to obtain the most current ward and district boundaries in spatial (SHP) format to be able to compare how the existing data can be translated to the new boundaries. A visual examination shows discrepancies between the boundaries that means the conversion is not a simple task (e.g. allocating existing wards to new districts). Figure 2.0.2 Old Municpal Boundaries (upto 2015) Volume 2 / Part 1 29  Kinondoni Municipal Council Ubungo Municipal Council Ilala Municipal Council Temeke Municipal Council Kigamboni Municipal Council Indian Ocean Figure 2.0.3 New Municpal Boundaries (since 2015) 30 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor  Volume 2 / Part 1 31  REAL ESTATE PROFILE SOCIO-EONOMIC & Volume 2 Part 01 ENVIRONMENT NATURAL URBAN PLANNING Socio-Economics & Real Estate Profile TRANSPORT This section contains an overview of the economy and real estate market in Dar es Salaam. It goes on to characterise the local conditions in the areas surrounding the stations and so provides a baseline for the more detailed analysis and strategy to be developed in Stage 2 INFRASTRUCTURE 32 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.1 Introduction & Summary of Key Findings Dar es Salaam is Tanzania’s largest Housing in Dar es Salaam is city and the country’s economic hub. predominantly informal. Only 11 percent of houses The National economy is, in comparison are directly connected to a water supply and to the region, stable and well managed amenities are failing to keep pace with the growth in the number of households. The often-poor with strong economic growth and a residents of the city find transport costs high, and fiscal debt maintained at 3.5% of GDP. those in informal housing tend to walk to work 47% of the population, however, remains (43%), or travel short distances. in poverty. Although much of the housing in the city can Investment in infrastructure, development be classified as informal, ownership levels are high. This is consequent of benign policies of a more mature financial sector and in relation to the registration and ownership more widespread availability of finance of land. Rented housing in Dar es Salaam is would help the country develop a larger more likely to occur in more formal stock in more formal economy, increasing prosperity. prosperous neighbourhoods. Only 4% of housing Although the level urbanisation in can be described as social housing, a small Tanzania is low at around 29%, the rate of proportion of the overall stock. increase is rapid and this is placing great Poverty and low levels of educational attainment pressure on the city of Dar es Salaam. tend to be concentrated in the areas of informal The city’s population currently stands housing away from the city centre. The better at around 5.8 million and, although the educated and the more prosperous occupants of Dar es Salaam contains about 8% of the Country’s the city are concentrated in the very centre of the population it accounts for about 45% of GDP city and the wards to its north. and around half of the country’s manufacturing. Just as Dar es Salaam is the economic engine Tanzania is a less developed manufacturing of the country it is also the heart of the real economy than regional peers. estate market. In keeping with the overall Such manufacturing as there is in Dar es Salaam economy, though developing, the property market focusses mainly on light manufacturing, textiles, is immature in comparison to regional peers. beverages, publishing and glass. Just over The old, over-congested centre is now less half the working population of the city are in favoured by commercial and residential informal employment. Although this represents occupiers and new centres have emerged a low level of formal employment, it contrasts elsewhere, particularly to the north of the CBD. with the country as a whole – 90% being in Land values, however, have remained high in the informal employment. Higher overall economic old commercial core making it harder for property growth is also constrained by the high level of low investors to make a return on investment in the value-added jobs in the city. old CBD than in up and coming neighbourhoods. The city’s population is young and is being Evidence from rating valuation data supports the added to by an influx of young adults migrating view that highest commercial property values to Dar es Salaam in search of work leading to a occur in the CBD and to the north. bulge in the 20-29 age group. Household sizes Growth in land values (from 2012-2016 ratings continue to fall in the city, down from 4.9 in lists), had been fastest outside the city core. 2002 to 3.9 in 2012. This is consistent with slowing The new BRT line appears not to have made a birth rates and in-migration of young, single significant impact on commercial property values. job-seekers into the city. There are only small amounts of top quality office accommodation in the city and adequate parking provision remains a challenge for occupiers. Volume 2 / Part 1 33 1.1 REAL ESTATE PROFILE SOCIO-EONOMIC & Although the CBD still contains most of the The highest growth rates are in the areas close office stock in Dar es Salaam there are emerging to the port. It is hard to say whether lack of alternative centres across the city. accommodation is holding back economic development or vice versa, but it would appear Dar es Salaam’s retail market is immature. to be a failing market sector. Closer analysis of By international and regional standards provision the underlying cause of high land values in these is poor and standards of accommodation not areas might point to a possible solution. very high. At the same time, there is evidence of growth both in supply and demand across the city. The formal residential market exhibits similar There is evidence to suggest that, whilst there is patterns to the office market, the highest strong demand for lower priced retail space there value areas being in the CBD and areas to the ENVIRONMENT is over-provision of the best quality space. immediate north of the city centre. Most growth NATURAL has occurred in non-industrial neighbourhoods Restrained take-up may, however, also be linked outside the established residential areas. to poor design and management of the very best There appears to be no relationship between high space linked to a nationwide lack of expertise in levels of growth and the development of Line One this sector. Pangani Real Estate has assessed of the BRT. strong potential demand for retail space, should the right kind of accommodation be provided in There appears to have been a drop in rental values the right locations. in the more sought-after neighbourhoods over the last two years. In keeping with the office market, Warehousing and industrial space in the high price of land in the CBD should make URBAN PLANNING Dar es Salaam does not appear to be an other, outlying areas more attractive to investors. appealing investment class. Although vacancy rates are low in comparison to regional markets, rental levels are not high enough to justify the underlying land costs. Higher-value industrial land is found to the south of the city centre and to the northern edge of Dar es Salaam. TRANSPORT INFRASTRUCTURE The World Bank Group Macroeconomics and Fiscal Management Global Practice, Africa Region Tourist.visits.from.Europe.may.also.decline,. 2016. is. estimated 34 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor hurting. the. country’s. booming. tourism. below. the. Gover Tourist.visits.from.Europe.may.also.decline,. at. 6.9. which. 2016. is. estimated. sector. slightly.more. than. half. a. employs. percent,. percent. million.people.and.generates.well.over.US$. 1.2 Economic Overview of Dar es Salaam hurting. the. country’s. booming. tourism. below. the. Government’s. forecast. of. 7.2. sector. which. employs. more. than. half. a. percent. 1.5.billion.in.foreign.currency. The economy c million.people.and.generates.well.over.US$. Government polici Tanzania’s economic performance This Economic Overview of 1.5.billion.in.foreign.currency. The economy The influence continues to of the poverty adjust to indicators controls and im Dar es Salaam examines the economy remains strong and demographics will be analysed, Government policies including tighter fiscal of public instituti of Dar es Salaam Tanzania’s economic performance in relation to national as subjects such as employment, controls and improving accountability in. October. 2015, economic growth and sector-specific housing type Tanzania’s and tenure, economic growth and remains high remains strong phenomena in Dar es Salaam proper. education, are analysed, based on spearheaded. a. of public institutions. . Since. relative totaking. other office. developing countries, census in. October. 2015,. data, President. and specific Magufuli. has. surveys of. improving. pu Tanzania’s economic growth remains high despite some softening in the third quarter undertaken by this project team. clamping. down. o spearheaded. a. strong. of 2016. policy. direction. . Tanzania’s. economic. performance. relative to other developing countries, tax. administration National Context Economic Growth despite some softening in the third quarter of. improving. public. administration. continues. and. to. rank. among. the. highest. in. increase.in.the.dom clamping. down. on. corruption.. the. region.. The. Improved. real. GDP. growth. rate. has. of 2016.. Tanzania’s. Tanzania economic. has maintained performance. strong economic Tanzania has recorded significantly improved in. 2016.. In. the. growth throughout a challenging period tax. administration. has.of led. to. a. outpaced. consistently. substantial. sinceits. EAC. 5th peers. (see. continues. to. rank. among. the. highest. in. for balance payments the phase sub-Saharan the. region.. The.Africa. real. GDP.Real GDP rate. growth. growthhas.to the end Government came into power as it has more Government. has. p increase.in.the.domestic.revenues.collected. Figure.2)..During.the.third.quarter.of.2016,. of 2016 was just below 7%. It continues to outpace 2016.. In. closely regulated business, tightened regulate. compens consistently. outpaced. EAC. its.TAX peers. (see. in. the. past. the. year,. real. GDP.the. central. growth. rate. declined.liquidity to. 6.2. and its FINANC 2. E XTE R NAL closest IAL FLOWS AND competitors in R EVENUES the region;FO R A FRI CA Kenya and improved tax collection. Government. has. put. in. place. percent,. legislation. down. to. percent. recorded. broader.public.sec from. 7.9. Figure.2)..During.the.third.quarter.of.2016,. 2. E XTE R NALUganda, FINANC IAL and benefits FLOWS ANDfrom TAX Rpolitical EVENUES stability. FO R A FRI CA The underlying resilience of the economy together the. capacity. of. (See the. Figure real. 2.1.1) rate. declined. to. 6.2. regulate. compensation. GDP. growth. in. the.and. wages. previous. for. the. quarter. and. 7.3. percent. in. with strong central controls has kept government to. regulate. the. br broader.public.sector..This.has.strengthened. the. same. quarter. in. 2015.. High. frequency. Inflation percent,. Bond has down. remained from. spreads re 7.9. ected close percent. to the tough the target the change in recorded. economy, investor under budgets sentiment control and and the fiscal deficit has of five percent. The country, the. capacity.been of. the. core. administration. in. the. rating previous. changes, quarter. especially and. theuntil in 7.3. recently percent. second in. ofat half 2015. While new issues maintained went ahead, at 3.5%2: Figure of GDP Growth .. Continues to Outpace EAC Co least,Bond Africa’s has benefited spreads borrowers re had from ected to o the the falling tough signi price economy, of to. the change regulate. cantly higher yields, and the.in investor broader. yields on sentiment public. and sector.. The. the. same. quarter. in. 2015.. High. frequency. Tanzania is secondary relatively well placed in terms of its debt energy rating markets imports changes, whilst jumpedespecially to exports, multi-yearin the highs. most For notably second half of 2015. Zambia While and Côte new issues d’Ivoire, primary went ahead, market management as illustrated in Figure 2.1.2. (ABDG, gold Africa’shave Figure held borrowers 2: their had Growth value. to o Continues signi cantlyto Outpace higher yields increased by 70 and 100 basis points respectively, and OECD EAC yields, Comparators and yields for Ghana, on by 260secondary basis A combination of tight fiscal & UNDP , 2016) points tojumped markets 10.8% into to the highs. multi-year relation Forin last issues Zambia and Côte 2014. Angola, a new d’Ivoire, bond debt primary issuer,market had to o increased yields by 70 and 100 basis points respectively, and for Ghana, by 260 basis yield of 9.5%. points to 10.8% in relation to the last issues in 2014. Angola, a new bond debt issuer, had As all outstanding sovereign Eurobonds in Africa are denominated in US dollars, to o yield of 9.5%. any depreciation will a ect the local currency value of debt service payments. This is potentially more harmful As all outstanding for interest sovereign burdens Eurobonds than rising in Africa spreads. Currency are denominated in USfalls dollars, against any the US dollar depreciation since will mid-2014 a ect havecurrency the local been most severe value offor the Zambian debt kwacha, the service payments. This Angolan is kwanza, potentially Namibian theharmful more dollar, for the Ugandan interest burdens shilling and the than rising Tanzanian spreads. shilling Currency falls the between which lost against US dollar 20% sinceand 51% year-on-year mid-2014 against have been most the US severe fordollar. Zambiakwacha, has been the Zambian the hit hardest. Its debt service costs rose in 2015 by 18 percentage points of Angolan kwanza, the Namibian dollar, the Ugandan shilling and the Tanzanian shilling GDP (left-hand scale in which Figure lost 2.6) and between 20%by and 106% in local 51% currency terms year-on-year against(right-hand scale). the US dollar. Zambia has been hit hardest. Its debt service costs rose in 2015 by 18 percentage points of GDP (left-hand Source:.World.Bank.. Figure 2.6. Change in debt service cost, sub-Saharan Africa, 2015 scale in Figure 2.6) and by 106% in local currency terms (right-hand scale). Figure 2.1.1 Tanzanian growth continues Percentage to points of GDP outpace year on year (left) data. EAC comparator % year suggest. countries on year (right) - a. difficult. (World Bank,environment. April 2017) for. President. has. ban Figure 2.6. Source:.World.Bank.. Change in debt service cost, sub-Saharan Africa, Q4. 2015 growth,. including. weakening. business. especially. foreign. 18 120 data. sentiment,.slowing.credit.growth.and.a.slow. use. of. allowance 16 suggest. a. difficult. environment. for. Percentage points of GDP year on year (left) President. % year has. banned. on year (right) unnecessary. travel,. Q4. growth,. including. weakening. business. especially. foreign. travel,. pace.of.budget.implementation,.particularly. and. reduced. the. 100 mechanism. of. su 18 14 120 sentiment,.slowing.credit.growth.and.a.slow. 12 16 use. of. allowances.for. and.development. honorarium.expenditures.. as. a. 80 . Growth. in. has. also. been. a. n 100 pace.of.budget.implementation,.particularly. 10 14 mechanism. of. supplementing. pay.. There. 60 for. 128 development. expenditures.. . Growth. in. has. also. been. a. nationwide. drive. to. weed. 80 106 40 60 84 PAGE 20 6 2 5 40 0 0 4 re o da ia a ia la a n a ria l da a ga 20 ni bi ng an bo ny op ib go oi an ge an za m ne m Gh Iv Co Ke Ga hi An 2 Ug Za Rw Ni n d’ Na Se Et Ta te Cô Source 0 : Masetti (2015). 0 12 http://dx.doi.org/10.1787/888933350143 re o da ia a ia la a n a ria l da a ga ni bi ng an bo ny Figure 2.1.2 Change in cost of debt servicing - (ABDG, OECD,& UNDP, 2016) op ib go oi an ge an za m ne m Gh Iv Co Ke Ga hi An Ug Za Rw Ni n d’ Na Se Et Ta te Cô Source :ows B ank credit slow Masetti as repayments grow (2015). 12 http://dx.doi.org/10.1787/888933350143 O cial bank credit ows to Africa from multilateral sources rose again in 2015, while bilateral o cial bank credit was sharply curtailed. Commercial bank credit to Volume 2 / Part 1 35 1.2 REAL ESTATE PROFILE SOCIO-EONOMIC & and monetary controls by the government, together with higher standards of accountability, may have led, however, to inertia around development projects rippling into the wider economy and keeping the country behind its peers in its level of infrastructure. ENVIRONMENT NATURAL The FigureTA 2.1.3 NZA N I A shows below E C O NTanzania’s OMIC UP relative D AT E APRIL 2017, 9TH EDITION position in terms of road density and electricity production which the government plans to address, (Van NZA TA der NIA Zee, E C O N O M I C U P D AT E 2017). APRIL 2017, 9TH EDITION industrialization. have Figure. (see. Although improvements 18).. The. recently been and.fully.funded.in.order.to.be.delivered.on. made, the economy is still held back by an good. news. is. that. the. FYDP-II. has. rightly. time.. Already. a. lack. of. funding. is. delaying. industrialization. (see. Figure. 18).. The. immature financial sector. In comparison to peer and.fully.funded.in.order.to.be.delivered.on. countries households emphasized. the.that. find it and businessesobjective. Government. implementation.of.key.projects.for.additional. of. time.. good. difficult borrowis. to news. money to the. buyFYDP-II. homes orhas. rightly. invest in Already. a. lack. of. funding. is. delaying. URBAN PLANNING scaling. improved up. infrastructure. productivity. emphasized. the. Government. investments. objective. of.in. implementation.of.key.projects.for.additional. power. generation,. even. though. these. are. Lending both. has up. power. scaling. been and.slowing down even transport. infrastructure. as the sectors. as. well. investments. critical. in. power. to. support. generation,. industrialization. though. these. in. even. are.line. Bank of Tanzania acts to correct the slowdown. as.upgrading.skills.and.quality.of.education.. both. power. Nevertheless, the and. transport. country is showing with. the. sectors. strong as. well. critical. to. country’s. ambition. of. becoming. support. industrialization. in. line. a. growth across sectors (2016 to Q3); industry 8.5%, The.critical.projects.that.have.been.identified. semi-industrial.nation.by.2025. as.upgrading.skills.and.quality.of.education.. with. services 7.6%, mining and quarrying 15.6% and the. country’s. ambition. of. becoming. a. agriculture by. 2%. II. will. need. to. be. prioritized. semi-industrial.nation.by.2025. The.critical.projects.that.have.been.identified. the. FYDP. by. the. FYDP. II. will. need. to. be. prioritized. Figure 17: Road Density and Electricity Production in Tanzania and Comparators TRANSPORT Figure 17: Road Density and Electricity Production in Tanzania and Comparators INFRASTRUCTURE Figure 2.1.3 Road Density in Tanzania & Figure 2.1.4 Electricity Production in Tanzania & Source:.World.Development.Indicators.and.World.Bank.Africa.Development.Indicators. Source:.World.Development.Indicators.and.World.Bank.Africa.Development.Indicators. Comparators - (World Bank) Comparators - (World Bank) Figure 18: Average Growth Rates of Public and Private Investments 36 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 National Context Poverty Dar es Salaam - Economic Activities Tanzania is growing, but from a very low base. Although no longer the capital City, Dar es Salaam Poverty remains a major challenge. Based on the is the national centre for industry, education, global poverty 6. tHE line OFday of $US 1.90 per iMPliCAtiONS around AFriCA’S 47% and culture. UrBANiSAtiON FOrWith around 8 percent StrUCtUrAl of the national trANSFOrMAtiON of the population remain in poverty. Although this is population the City generates over 70 percent of a significant improvement from the 60% level found GDP (UN Habitat, 2009). The city accommodates in 2007 around 12 million Tanzanians are living on about 40 percent of the total industrial less than $US 0.60 per day. manufacturing units in the country and contributes n settlements hold informal workers in low value-added service about 45 percent sectors of Tanzania’s gross industrial Tanzania has the tenth largest population of manufacturing output. citizens economic poorsteady The The lack of in the world. growth formal and rapid urbanisation of the last decade and a half haveemployment in Tanzania by not been matched is one of the underlying proportional formal The city’s population employment stood at creation. 4.4 million The in the proportion factors contributing to continuing poverty. 2012 census. of the labour force in vulnerable employment dropped by only 2% between 2000 and 2015,Figure 2.1.5exceptionally despite on page 36 shows how Tanzania robust GDP growthWe estimate rates that it 5% of over is now around a year 5.8 million byand fuelled a is lacks formal employment and has a relatively low likely to grow to long commodity boom (Parnell, Pieterse and Haysom, 2016). Most male and female 13.1 by 2032, based on the World level of urbanisation. Bank’s own population forecasts for Tanzania. workers thus stayed in the informal services sector, for instance as street vendors, with Although the relative no perspective level urbanisation of moving in Tanzania activities and durably improving their to more productive might be low there is a marked increase in the rate. livelihoods. The informal economy is estimated at 61% of urban employment and 93% of allTable new 2.1.1 jobson page 37 illustrates created (Kessides,this. 2005). For African women, the informal economy is estimated to represent 92% of all job opportunities outside of agriculture, overwhelmingly as self-employment or own-account work, though up-to-date statistics are lacking (ILO, 2002, quoted by Kessides, 2005). Informality remains a hallmark of many African countries, though it remains widespread in many other developing countries at different urbanisation levels (Figure 6.16). Figure 6.16. Urbanisation levels and share of informal work in total employment in six African countries and 26 non-African countries, 2010 African countries Other countries Urbanisation level (%), 2010 100 Uruguay Argentina 90 Venezuela Brazil Mexico Colombia 80 Dominican Republic Peru Turkey 70 Armenia Costa Rica El Salvador Bolivia Panama Ecuador 60 Paraguay FYR Macedonia South Africa Nicaragua 50 Serbia Liberia Honduras Philippines 40 Moldova Namibia Zambia Mali Madagascar 30 Viet Nam Lesotho India Tanzania 20 Sri Lanka 10 Uganda 0 0 10 20 30 40 50 60 70 80 90 % of informal jobs in total employment Source: ILO (2012) and UN DESA (2014). 12 http://dx.doi.org/10.1787/888933350673 Figure 2.1.5 Urbanisation levels and share of informal work in total employment in six African countries and 26 non-African countries, 2010 (ILO 2012, UNDESA 2014) The drivers of informality are many. This informality is often an outcome of accommodating rapid population and economic growth in cities. It is also due to a lack of institutional capacity to protect property rights, enforce regulations and manage Volume 2 / Part 1 37 1.2 REAL ESTATE PROFILE SOCIO-EONOMIC & Dar es Salaam City is Tanzania’s major The lack of industry in Dar es Salaam as is manufacturing centre, accounting for more reflected in low industrial rents, discussed than half of the country’s production (African later below. Other uses out-compete industry Development Bank, 2014). for development. This points to an industrial strategy that should be coupled with strict zoning However manufacturing is not a major part of the of industrial areas and possible compensation for Tanzanian economy as illustrated in Figure 2.1.6 the consequent reduction in land values. ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT Figure 2.1.6 Composition of Tanzania’s GVA - (African Development Bank) 1967 1978 1988 2002 2012 Tanzania Census Census Census Census Census Mainland Urban 2,257,921 3,999,882 7,554,838 12,701,238 Population 685,092 (11.5%) (5.9%) (4.7%) (5.3%) (Growth Rate % p.a) Dar es Salaam 769,445 1,205,443 2,336,055 4,364,541 INFRASTRUCTURE 272,821 (Growth Rate % p.a) (9.9%) (4.6%%) (4.8%) (6.5%) Mainland Total 17,036,499 22,507,047 33,461,849 44,625,354 Population 11,975,757 (3.3%) (2.8%) (2.9%) (2.7%) (Growth Rate % p.a.) Urbanisation (%) 5.7 13.3 17.8 22.6 29.1 Table 2.1.1 Urbanisation levels in Tanzania - (Wenban-Smith (2014) taken from Collier et al, 2015) 38 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Economic Activities (Cont’d) Tanzania is less of a manufacturing Commerce and trade services represent a very economy than its neighbours, as well, as broad sector, key economic activities in the is illustrated in Figure 2.1.7 below, of its city include: Manufacturing Value Added per capita Banking and finance: (African Development Bank, 2014). The key manufacturing activities in Dar es Salaam • Accountancy include light manufacturing, textiles, beverages • Legal services publishing, glass and building materials. Industrial land uses are currently located along • General consultancy the major transport routes, including Nyerere, Morogoro, Nelson Mandela and Bagamoyo Roads. • Computer and IT services Connectivity to regional transport networks and • Printing and publishing to the port is critical to facilitating the import of manufacturing parts and inputs and export of • Real estate and development final goods. • Headquarters for regional businesses (e.g. Natural resource extraction businesses). 15 Figure 3: MVA per capita, Eastern African countries, 2000-2011 90 15 Figure 3: MVA per capita, Eastern African countries, 2000-2011 90 80 80 70 70 60 60 Burundi 50 Burundi Ethiopia 50 Ethiopia Kenya Kenya Rwanda 40 Rwanda 40 Tanzania Tanzania Uganda Uganda 30 30 20 20 10 10 0 0 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Figure 2.1.7 MVA per capita, East African countries, by % of GDP 2000-2011 - (African Development Bank) Source: World Bank / World Development Indicators (WDI). Source: World Bank / World Development Indicators (WDI). Formal employment in manufacturing accounts for less than 5% of have not yet resulted in significantly more jobs, partly as a result of the labour Formal force (Government employment of Tanzania in manufacturing and UNIDO, accounts 2012). for less of focus than 5% the capital-intensive, on not have yet resulted inresource-based sectors significantly more jobs, the as a result of atpartly Volume 2 / Part 1 39 1.2 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Market in Dar es Salaam - (Stefan Magdalinski, Cape Town, South Africa) 40 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Employment Dar es Salaam, in 2015, was home to 30.6% of Informality all those in formal employment in the country, this According the recent Household Survey the represents a total of 715,229 people in formal local economy is significantly based on informal employment in the city. The majority of jobs in the employment as illustrated in Figure 2.1.9 below, city are in the private sector (NBS & Ministry of showing more than half the population working in Finance, 2016). Figure 2.1.8 below illustrates the informal jobs (World Bank, 2016). relative position of Tanzania’s regions in relation to each other, in terms of formal employment. The polarisation of employment is clearer still when taking into account the breakdown of occupations The breakdown of recent employment growth in the same survey. shows a city with a thriving service sector. More than half of new jobs in 2015 reported to be in professional and technical roles. Figure 2.1.8 Employment in Dar es Salaam compared to other regions - (NBS, 2016 & CoLab) Volume 2 / Part 1 41 1.2 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Job informality is higher in the periphery than the centre of Dar es Salaam but seems to be evenly spread out in Durban. The percentage of households heads that are informally employed increases from 56 percent in the center of the city to over 63 percent in all other areas. In Durban, the rates of informal employment stay around 30 percent in all areas with the highest rates found in urban peripheral non- slum areas with 36% of informal employment. Rates of self employment also increase with distance from the city center in Dar es Salaam: 59 and 65 percent of household heads are self-employed in the URBAN PLANNING consolidated and periphery of the city, respectively. This trend contrasts with housing informality, which is higher in the city center than the periphery. There is nonetheless, some overlap between housing and job informality: only twenty percent of those with formal jobs lack any form of tenure documentation, compared with thirty percent of informal workers. Figure 2.1.9 New Employment in 2015 by stratum, by household head, in Dar es Salaam Figure 14: Darcompared to other es Salaam, regions - (World andBank Informality Household type Survey, 2016) of employment, by stratum (hh head) 100% 90% TRANSPORT 33.1% 35.5% 38.3% 80% 45.7% 49.2% 70% 60% 23.2% 50% 27.7% 23.3% 18.2% 16.6% 40% 13.9% 30% 10.6% 12.5% 12.1% 10.0% 20% INFRASTRUCTURE 29.8% 26.2% 24.2% 26.4% 10% 23.6% 0% Center Center-shanty Consolidated city Periphery Dar overall Formal: wage or salary Formal: self-employment Informal: wage or salary Informal: self-employment Figure 2.1.10 Dar es Salaam - Informality and type of employment, by stratum, by household head - (World Bank) 42 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Employment (Cont’d) KUNDUCHI The polarisation of employment is clearer still when The employment categories in the census 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E 538000 E WAZO taking into account the breakdown of occupations questionnaire were: 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E in the same survey. Economically Active: In the 2012 census, the questionnaire’s seven categories were applied to classify working 1. Working age respondents. As over 90% of employment 2. Unemployed in Tanzania is informal (i.e. outside of the (but potentially economically active): formal, contracted, registered job market), and over half of employment MBEZI JUU es Salaam is in Dar KAWE 3. Not working but looking for work informal, it is important to note that employment 4. Not looking but available for work A in census respondents may refer to formal or informal employment. Economically Inactive: 5. Home maintenance (cooking, hygiene or caring) 6. Full time student MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI I SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI KIWALANI VIJIBWENI TANDIKA MTONI KIPAWA KILAKALA AZIMIO BOTO Employment UKONGA YOMBO VITUKA NO DATA MAKANGARAWE 35% 40% 45% 50% KIJICHI Figure 2.1.11 Employment Census Data - (Tanzanian Census, 2012) KIBADA BUZA MBAGALA KIBURUGWA MBAGALA KUU KITUNDA Volume 2 / Part 1 43 1.2 REAL ESTATE PROFILE SOCIO-EONOMIC & KUNDUCHI Figure 2.1.11 shows the available data for Figure 2.1.12 shows the available data for 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E 538000 E WAZO employment by ward from the 2012 census. unemployment by ward from the 2012 census. 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E Although the data set is incomplete it indicates that Although the data set is incomplete it indicates some of the older , more established commercial that some of that unemployment data does not areas in or around the City Centre have higher necessarily correspond to what is happening levels of employment than other parts of the city. in the informal sector. There is also an indication that some of the more For example in Makongo there are both high levels prosperous outer-city wards such as Makongo of employment and unemployment. This indicates MBEZI JUU also have higher levels of employment. KAWE that this area contains a significant population who expect to be in formal employment yet cannot Low levels of unemployment would appear ENVIRONMENT GOBA find jobs locally. It is an early indicator of a need to correspond to areas with high-levels of NATURAL to create employment opportunities outside the informal housing. City Centre. MAKONGO MSASANI MIKOCHENI URBAN PLANNING KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI A MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU TRANSPORT KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI EREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI INFRASTRUCTURE KIWALANI VIJIBWENI TANDIKA MTONI KIPAWA KILAKALA AZIMIO Unemployment UKONGA LAMBOTO YOMBO VITUKA NO DATA MAKANGARAWE 2% 4% 6% 8% KIJICHI KIBADA Figure 2.1.12 Unemployment Census Data - (Tanzanian BUZA Census, 2012) MBAGALA KIBURUGWA MBAGALA KUU KITUNDA 44 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Unemployment A look at the industries (Cont’d) in which individuals emographics Dwork, suggests the & dominance of services with 47 percent of household heads working in low Livingvalue-added Standards services in Dar es Salaam and ju below 40 percent in Durban. High value added A look at the industries services follow in which with individuals 28 percent work, insuggests Dar esthe Sad The 2016 household survey found that almost half 47 The 2012 Population percent of householdand Housing heads Census working (PHC) in low value-added servic 18 andthe percentin population in theDurban. The city work in most striking the delivery of difference for the40 below United Republic percent between Durban of Tanzania in Durban. was High value and added Dar carried out es Salaam services follow w low value-add services (see Figure 2.1.13 below). percentage of household heads working in Manufacturing. on the 26th August, 2012. and 18 percent in Durban. This was Manufacturing the fifth The most striking Census the second is difference mos between D This mitigates against high GDP growth and the after the Union percentage headsand of Tanganyika of household Zanzibar working in 1964. in Manufacturing. Manu important sector in Durban with about 20 percent. ability to transition from informal to formal housing. important It is notwere Previous censuses surprising sector in Durban carried that out in 20 with about low 1967, value 1978, percent. added It is not surpri services are a higher percentage of jobs in the 1988 and services are a higher areas core-shanty 2002. than percentage of in the jobs rest in the of the city core-shanty areasw t almost 55% of households heads being in this sector almost We have 55% usedof Dar indata es this households from Salaam heads and being Census, in 51 percent in Du this obtained sector in Dar es Sa either directly from Municipal Councils or other marketsagencies, government Job also seem astowell be as data from largely informal with less than Job markets also seem to be largely informal with less than 40 percent secondary sources (such as reports by the formally reporting a formal contract or being of household World registered reporting a formal contract or being Bank, appears UN Habitat, to formally be or Tanzanianif higher as registered one Government moves away self-employedcenter. from the city . InforW Agencies, the informal compile to sector in a short the summary center of the and over 63 percent in all othe appears to be higher as one moves away from the city demographiccity consolidated center. and the in conditions With periphery, 56covered percent the areaswith of heads be 59 and 65 percent of h 63 percent the informal sector in the center and over nearly by the existing (47 and half in all planned percent) other areas BRT, across of household of Dar heads, this es Salaam. employment is Dar Durban, consolidated city and the periphery, with 59 es Salaam. and 65percent 40 percent of households of heads are also inself-employed low value added s being what was observed in Dar, a much larger percentage of individu nearly half (47 percent) of household heads, employment this (20 activities compared to just in low is above value-added servi 5 percent). Durban, 40 percent of households are also in low value added services, however, differen what was observed in Dar, a much larger percentage individuals of individuals Figure 13: Most is involved are employed in in low manufac value added activities (20 compared to just above 5 percent). A) Dar es Salaam B) Durban 50% 50% Figure 13: Most individuals are employed in low value added services 45% 45% A) Dar es Salaam B) Durban 40% 40% 35% 35% 30% 30% 50% 50% 25% 25% 45% 20% 45% 20% 40% 15% 40% 15% 10% 10% 35% 35% 5% 5% 30% 0% 30% 0% 25% 25% 20% 20% forestry and fishing Agriculture, Agricultu Industry (excluding manufacturing) Industry 15% 15% Manufacturing Manufac 10% 10% Low value-added services Low valu 5% High value-added services High valu 5% Health, education, and public administration Health, e 0% 0% Figure 2.1.13 % of Dar population employed by sector - (Census 2012) Agriculture, forestry and fishing Agriculture, forestry and fishing Volume 2 / Part 1 45 1.2 Population Profile REAL ESTATE PROFILE SOCIO-EONOMIC & Tanzania age profile, indicating very high birth and death rates, is typical of sub-Saharan Africa. According to the 2012 Census (PHC), 44% of the country’s total population were under 15 years of age, while only 4% were over 65 years of age (NBS, 2016) . Dar es Salaam, and urban Tanzania (which Dar es Salaam dominates numerically) have a slightly different age graph, indicative of other phenomena, unique to urban areas. As can be observed from Figure 2.1.14, there is a ENVIRONMENT bulge in the 20-29 age category, for Dar es Salaam. NATURAL Analysis from the National Board of Statistics of this data indicates that this is due to high levels of internal migration in the country. Younger people, whilst more mobile, are also more likely to be unemployed. Urban centres represent a higher concentration of employment opportunities, and thus attract the young, overwhelmingly. This, and birth rates which continue to be high, is driving the rapid growth of URBAN PLANNING Dar es Salaam’s population. TRANSPORT INFRASTRUCTURE % of Total Population Figure 2.1.14 Population by 5-year age groups - (Dar es Salaam, Census 2012) 46 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Population Growth Rate Projections The World Bank and UN Habitat projections are at As Table 2.1.2 & Table 2.1.3 show, our projection is five-year intervals running from 2005. close to the World Bank trendline, starts earlier and finishes later. As we wanted to align our population growth with the 2012 census we have derived the average There are also slight variations between WB and annual growth rate used by World Bank and our trendlines because we have averaged out the applied it to the 2012 census, allowing us to make growth rate. a projection at five-year intervals from that point. The chart below compares WB and UN Habitat forecasts with the CoLab projection of the Census data. Average growth per 5 year period 2010 - 2030 31.63% Annualised growth rate 5.65% Population Growth Rate Projections Forecast 2005 2010 2015 2020 2025 2030 UN Habitat 2,680 3,349 4,153 5,103 6,202 - Growth - 25% 24% 23% 22% - World Bank 3,000 4,000 5,100 6,800 9,000 12,000 (from chart) Extrapolated Growth from - 33% 28% 33% 32% 33% Previous Period (WB) Table 2.1.2 Population Growth Rate Projections - (Census 2012, CoLab) World Bank Trendline Annual Census Data Census Data Projected Using WB Growth Rate Growth 5.65% 2012 2017 2022 2027 2032 Projected 4,364,541 5,744,948 7,561,946 9,953,621 13,101,729 Growth Five year - 31.63% 31.63% 31.63% 31.63% period growth Table 2.1.3 World Bank Trendline Volume 2 / Part 1 47 1.2 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.1.15 Population by 5-year age groups - (Dar es Salaam, Census 2012) 48 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Household Demographics Household Size Dar es Salaam is the most populous region of Household size is declining in Tanzania. the Census. 12% of the nation’s households, fall Whilst Tanzania still has high household sizes within the Dar region. For reference, households relative to more prosperous nations, this decline is were defined in the 2012 census as “a person following a global trend. or group of persons who reside in the same In Tanzania, the average household size at the time homestead or compound but not necessarily in of the Census was 4.7, down from 4.9 in 2002. the same dwelling unit, having the same cooking Household sizes are smaller in urban areas, arrangements and are answerable to the same showing a size of 4.2, down from 4.3 in the household head” (NBS, 2014). previous census. In 2012, some adjustments were made to this, Dar es Salaam’s numbers, as the country’s largest and visitors at a household were included in urban area, are even more striking. The average the census, if they were present at the time of household size in the 2012 census was 3.9, down the census. In addition, members of the household from 4.1 in the previous period (NBS, 2014). who were out of the house at the time of the census were not counted. 97% of the country’s households are on the mainland, with 3% on Zanzibar. As previously mentioned, 12% of the country’s households are in Dar es Salaam region. 33% of the nation’s households were in urban areas, and 67% were in rural areas. The increase in urban households since the last census in 2002, was 7%. Figure 2.1.16 Percentage of urban and rural households in Tanzania, compared across census periods - (NBS 2012) Volume 2 / Part 1 49 There is strong spatial variation in the payment of property taxes. Property informality is often associated with lower tax revenues for governments. In the two cities, however, the link between taxation and property formality is unclear. Forty percent of homeowners in Dar es Salaam pay taxes on their property while less than 15 percent do 1.2 so in Durban. Three quarters of those in Dar es Salaam have at least one document of Informal Housing & Employment ownership, but one quarter are entirely informal. In addition to this, one quarter of REAL ESTATE PROFILE households with formal ownership documents say they do not pay any taxes. There may, SOCIO-EONOMIC & provision Thefact, in be ofa infrastructure in the city stronger spatial has that determines story Efficient taxation payment profits of the development taxation rates:and a greater failed to keep pace with the level of urban growth. enhanced value of assets proportion of households in the center of the city pay taxes than they do in the peripherywhere infrastructure For example the recent Household Survey investments have been made will, in its self, be for both reported Only (see cities that Figure 11 percent 12). Thisinmay reflect of households a form ofthe landreach property of the This value capture. approach, tax registry, which in many Dar es Salaam have rapidly urbanising piped water cities lags in their houses behind however, the growth depends of the and on an efficient physical effective extent of and that the city. access levels and reliability are declining. approach to property taxation that also truly The survey found that migrants were suffering captures any uplift in value. lower standards in the provision of water and sanitation than they had experienced before they There is moved to12: Figure the strong city. There is Strongvariation spatial in the in Spatial Variation payment Payment of ofproperty Taxes taxes. Property ENVIRONMENT informality There is a high is often level associated of informal housingwith lower tax revenues for governments. In the two cities, although NATURAL thisDar A) does however, es Salaam not necessarily the mean that link between occupants taxation B) Durban are property and formality is unclear. Forty percent of failing to pay property taxes. It is currently unclear homeowners in Dar es Salaam pay taxes on their property while less than 15 percent do why 70% this pattern of tax collection occurs. There is so in Durban. Three quarters of those in Dar 70 potential in Dar es Salaam for a relatively simple es Salaam have at least one document of 60% of landbut ownership, system valueone quarter capture. are sector The public 60 entirely informal. In addition to this, one quarter of already 50% householdstaxes on developments and levies rates 50 with formal ownership documents say they do not pay any taxes. There may, on in occupiers. fact, be a stronger spatial story that determines 40 taxation payment rates: a greater 40% proportion 30 of households in the center of the city pay taxes than they do in the periphery 30% 20 URBAN PLANNING for 20% both cities (see Figure 12). This may reflect the reach of the property tax registry, 10 which in many rapidly urbanising cities lags behind the growth of the physical extent of 10% 0 the city. 0% Figure 12: There is Strong Spatial Variation in Payment of Taxes A) Dar es Salaam B) Durban Pays taxes Pays taxes TRANSPORT 70% 70 60% 60 50% 50 Even among formal home-owners, access to housing 40 finance is very low. Another key benefit 40% of formal home ownership is access to finance: a formal property title is considered a prerequisite 30 30% for the poor to unlock the value of their housing assets, and therefore can support poverty 20 reduction 20% and economic growth objectives. In Dar es Salaam, access to mortgage finance is low. 10 Only three households in the MLSC survey said that they paid any kind of mortgage or financial 10% 0 payments in the last thirty days. This confirms findings form other work that suggest that INFRASTRUCTURE 0% property informality is one of a number of barriers to wider access to housing finance in Dar es 28 Salaam. These observed trends between informality and insecurity of tenure, payment of property taxes, and access to finance merit further investigation. 28Parsa et al (2011) and World Bank (Housing Finance Project AppraisalPays Pays taxes taxes 2009), note that Document formal salary Variation Figure 2.1.17 is oftenin requirement atax location,to for access payment by urban loans, in Dar since -loan es Salaam repayment (World Bank, 2016) are often deducted directly from the payroll. Even among formal home-owners, access to housing finance is very low. Another key benefit 50 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Overview | Crowded, disconnected, and thus costly — Africa’s cities are limited to nontradables by their urban form Informal Housing & Employment (Cont’d) More than half of those with jobs in Dar es Salaam We hope to better understand the nature of work informally. The labour market is also very households in the BRT corridor and their travel to localised with workers travelling comparatively work patterns from the income survey. Urban workers in Africa incur high commuting costs higher nominal wages than urban firms in other small distances to get to work: household heads’ — or they cannot afford to commute by vehicle at all, The World countries Bank Household at comparable developmentsurvey unit that found levels: commuting distances and must walk to work. is less than sixoften The informal, kilometres, colorful labor costs are three times migrants arrive in Darhigher in Djiboutiville, es Salaam, not because minibus respondents and random travel only systems that dominate 4 kilometres collective motorized Djibouti, than in Mumbai, India and 20 percent higher they are looking for an improvement in life-style to get transit to work.in most African cities are far from cost-efficient: 43 percent of household heads in in Dar es Salaam, Tanzania than in Dhaka, Bangladesh. The buses’ low load factor (passenger capacity) but because they are “old enough to live on their Cities in Africa are costly for households, workers, and Salaam Dar esprevents walk them work. Walking to realizing from is consistently scale economies. For the own” A very businesses. large Because proportion food and building Dar are ofcosts es high, Salaam’s the most common poorest mobility the form of especially, urban residents across the cost of city. vehicle populations families live can hardly in slums. remain healthy These homes, or afford decenthowever Busestransport are is in some cities and minibuses secondas prohibitive, the measured in most housing. Because commuting by vehicle is not only a study from 2008 (figure 8). The need to walk to work are a first step on the property ladder and a common form limits these of transport. residents’ Despite access to jobs.this transport slow but expensive, workers find it hard to take and progression keep towards jobs that match higher-quality their skills. And the need homes. for Once in costs are a disproportionate burden to the The high cost of living affects not just households but the city, higher wagesresidents aspire to pay higher tocosts living improve firms living makestheir citizens offirms, also Dar es have toin Salaam which pay higher wages to comparison other in cities less productive competitive, and will keeping conditions and move to otherthem parts out ofofthe city to sub-Saharan where the cities. cost of living is high. In addition, urban tradable sectors. As a result, African cities are avoided workers may need to be compensated for poorer achieve by potentialthis. regional and global investors and trading The recent World Bank living conditions illustrateswith reportsettlements in informal this in scarce partners. Figureamenities. (World firms Manufacturing 2.1.18 below Bank African in& cities UK Aid, pay 2017). FIGURE 8 Share of urban household budgets spent or needed for transport in 11 Sub-Saharan African countries (analysis from 2008) 100 Percent of household budget spent on transportation Percent of household budget 80 Percent of bottom quintile household budget needed for two trips/day 60 40 20 0 s am li an la u bi sa a a ar go ga al ab go pa ro ak ha dj ou la Ki La Ab ou ai m i D ns Ab Sa D N Ka d s Ki ga es di Ad ua ar O D Source: Kumar and Barrett 2008. Figure 2.1.18 Urban household budgets for transport in 11 Sub-Saharan African countries - (2008) (World Bank & UKAID, February 2017) 19 Volume 2 / Part 1 51 1.2 Property Tenure Ownership REAL ESTATE PROFILE SOCIO-EONOMIC & We recognise that important to understand the Across Tanzania, 57% of private house owners current ownership status near the station areas. were between 25 and 49 years of age. The census Data on housing ownership, typology KUNDUCHI and established that a mere 15% of people over the inhabitation was collected during the census age of 65 lived in homes they owned. As in many 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E 2012 exercise. sub-Saharan countries, in Tanzania it is the case WAZO that many senior family members live in the homes 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E Whilst 74% of private households across Tanzania of younger ones, where they can be cared for reported living in privately owned homes, this (NBS, 2016). level was 88% in rural areas, and only 48% in urban areas. Living in a private home which one Figure 2.1.19 below indicates that there tend to owned was much more common for younger be higher levels of home ownership in the less ENVIRONMENT people than for senior citizens. central areas where there is also a higher level of NATURAL MBEZI JUU informal housing. KAWE GOBA URBAN PLANNING MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI SARANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE TRANSPORT NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI INFRASTRUCTURE KURASINI KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI Owner-Occupied Housing KIWALANI NO DATA VIJIBWENI 2% 6% 13% TANDIKA MTONI KIPAWA KILAKALA Figure 2.1.19 Owner-occupied housing - (Tanzanian Census, 2012) AZIMIO UKONGA GONGOLAMBOTO YOMBO VITUKA MAKANGARAWE KIJICHI 52 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Property Tenure - Rentals Figure 2.1.20 indicates that there tend to be higher Figure 2.1.21 below indicates that there are levels of privately rented accommodation in the very low levels of provision of government areas outside but close to the City Centre. This is KUNDUCHI subsidised housing. We would qualify this typology line with the supposition that private rented inWAZO of housing as “social housing”, in UK parlance, 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E housing tends not to be common in the City since it is defined, in the NBS documentation, 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E Centre, because of the office-biased land use mix as “government-owned, provided at a in that area, and that informal housing, also tends subsidised rental” to be owned (though perhaps title-less), rather Note, that while some areas of the map show a than rented. In Tandale, Ndugumbi and Makurumla, relatively high concentration of social housing, wards at the mid-point of Line 1, private rental Kisutu, where this housing type is most common in levels around or above 20%. the city only shows 4%. MBEZI JUU KAWE GOBA MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI ANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI Private Rented Accommodation KIWALANI NO DATAVIJIBWENI 10% 15% 20% TANDIKA MTONI KIPAWA KILAKALA Figure 2.1.20 Private rental accommodation - (Tanzanian Census, 2012) AZIMIO UKONGA NGOLAMBOTO YOMBO VITUKA MAKANGARAWE KIJICHI KIBA Volume 2 / Part 1 53 1.2 Property Tenure - Social Housing REAL ESTATE PROFILE SOCIO-EONOMIC & It is important to note however, that at the time of printing, there is a significant number of wards therefore the for which no data is present -KUNDUCHI conclusions about government provision of social 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E WAZO housing must be taken carefully. 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E Housing cooperatives are said to have a “strong influence” in the 1960s and 70s, are no longer a common model of housing provision, having “fallen victim to administrative weaknesses and mismanagement” (Bishota, 2015). ENVIRONMENT NATURAL MBEZI JUU KAWE GOBA DISCLAIMERS Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative aerial and digital sources and whilst Broadway Malyan Limited used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, 532000 E 534000 E 536000 E 538000 E 540000 E 542000 E 544000 E positional or general accuracy and completeness of the data or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and 533000 E 535000 E 537000 E 539000 E 541000 E 543000 E 545000 E no reliance may be placed on this information by the client or any third parties. This information is supplied to you for indicative purposes only and must be verified by the use of a full measured URBAN PLANNING topographical survey. Broadway Malyan accepts no liability for any losses or damages, including incidental or consequential MAKONGO damages, resulting from the use of the material. MSASANI LEGEND MIKOCHENI General Phase 01 BRT Stations Municipality Boundaries Railway KAWE Ward data unavailable at time of printing KIJITONYAMA KAWE Ward name UBUNGO SINZA % Population living in owner-occupied housing MWANANYAMALA KINONDONI 13% SARANGA MAKUMBUSHO 6% HANANASIFU MANZESE TANDALE 2% NDUGUMBI Recommended Plan Area TRANSPORT KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI INFRASTRUCTURE KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI KIWALANI Social Housing NO DATA VIJIBWENI 1% 2% 4% TANDIKA MTONI KIPAWA KILAKALA NGA 2.1.21 FigureUKONGA Social housing - (Tanzanian Census, 2012) AZIMIO GONGOLAMBOTO HARIKI YOMBO VITUKA MAKANGARAWE KIVUKONI KIJICHI SUTU BUZA 54 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Roofing Types as a Poverty Indicator Figure 2.1.22 below indicates that metal sheeting Figure 2.1.23 seems to support this conclusion is the most common form of roofing, for wards that roofing type is statistically linked to the relative which have useable census data. It is widespread KUNDUCHI wealth or gentrification of a ward. across the city except for the most established and 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E WAZO prosperous wards, such as those in the City Centre 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E (where what housing there is is of a higher, more permanent, standard. MBEZI JUU KAWE GOBA MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI ANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI KIWALANI Households With Sheet Metal Roofing NO DATA VIJIBWENI 5% 10% 15% 20%TANDIKA >25% MTONI KIPAWA KILAKALA NGOLAMBOTO 2.1.22 FigureUKONGA Households reporting Sheet Metal Roofing - (Tanzanian Census, 2012) AZIMIO YOMBO VITUKA MAKANGARAWE KIJICHI KIBAD BUZA Volume 2 / Part 1 55 1.2 REAL ESTATE PROFILE SOCIO-EONOMIC & Figure 2.1.22 below indicates higher-cost roofing types tend to be found on homes at the centre KUNDUCHI of the city, and in the City Centre-peripheral 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E wards WAZO such as Gerezani and Kariakoo. In these places, there is a concentration of more 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E costly well-constructed houses. The missing census data (indicated by red ward names) notwithstanding, this number displays an inverse correlation with Figure 2.1.22. ENVIRONMENT NATURAL MBEZI JUU KAWE GOBA URBAN PLANNING MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI SARANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA TRANSPORT MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE INFRASTRUCTURE VINGUNGUTI TEMEKE MIBURANI SANDALI KIWALANI High Quality Roofing VIJIBWENI NO DATA 1% 5% 10% 15% TANDIKA 20% MTONI KIPAWA KILAKALA AZIMIO GONGOLAMBOTO 2.1.23 FigureUKONGA High quality roofing on housing - Tanzanian Census, 2012) YOMBO VITUKA MAKANGARAWE KIJICHI BUZA 56 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Property Tenure - Employer-Provided Figure 2.1.24, would seem to indicate that In terms of its suitability for Transit-Oriented employer owned, subsidised housing is also Development projects along any of the existing unusual with a few limited pockets. KUNDUCHI or future BRT lines in Dar es Salaam, this tenure typology is not expected to be a viable, or This is not a common form of housing in 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E WAZO common type. many economies. 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E In the past, there have been initiatives such as encouraging parastatals and other public institutions to construct employer based housing, but research by Shelter Afrique and Urban Solutions shows these largely failed following “economic difficulties” (Bishota, 2015). MBEZI JUU KAWE GOBA MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI RANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI Employer-Provided Housing KIWALANI NO DATA VIJIBWENI 1 Floor 2 Floors 3 to 6 Floors TANDIKA MTONI KIPAWA KILAKALA Figure 2.1.24 Employer-provided accommodation - (Tanzanian Census, 2012) AZIMIO UKONGA ONGOLAMBOTO YOMBO VITUKA MAKANGARAWE KIJICHI KIBA Volume 2 / Part 1 57 1.2 Educational Statistics REAL ESTATE PROFILE SOCIO-EONOMIC & Literacy In the 2012 Census, “literacy” is defined as “the ability to read and write with an understanding of a short simple sentence on everyday life. It excludes the ability to only write or sign one’s own name or write memorized phrases.” It is important to note that literacy refers to the aforementioned ability to read and write, in any language (not necessarily Kiswahili or English). That said, literacy in Kiswahili-only in Tanzania, is ENVIRONMENT the highest, at 57.4%, whilst bilingualism consisting NATURAL of Kiswahili and English is the next highest literacy cluster, at 13.4% (NBS, 2015). As in the previously outlined statistics, urban areas perform differently than rural areas with regards Figure 2.1.25 Net Enrolment Rates to literacy. Whilst the average literacy rate across Urban vs Rural Tanzania - (Census 2012) Tanzania is 72% (or 74% in males, 69% in females), the rate in urban areas of the country averaged 89% as opposed to 64% in rural areas. This reflects Educational Attainment both the physical accessibility of schools being URBAN PLANNING In demographics, educational attainment higher in urban areas, and also the number of refers to the highest level of schooling school places per pupil being higher. attended (and completed) by those surveyed. Age also has an important statistical effect on In the 2012 Tanzanian census, respondents literacy outcomes. In people between the ages were asked if they attended: Primary School; of 10 and 44, literacy rates cross the country Primary School and some post-school training fell between 80 and 87%, reflecting the success (such as vocational training); Secondary School; of drives to increase literacy and educational Secondary School and some training, or; attainment as a whole, in recent years. University. Educational Attendance Results showed significant progress from 2002, and included increases in all levels above Primary TRANSPORT As in the previous demographic sub-sections school-only, as well as an associated fall in the above, educational attainment sees a marked number of people leaving school after Primary difference in the urban areas. Whereas almost school-only. 30% of the population surveyed in the census in 2012 had never attended any level of schooling, this cohort made up only 9% of the urban populations of the cities of Tanzania. The picture was better in the measurement of who was currently actively attending school, showing a Net Enrolment Rate (NER – the number of children INFRASTRUCTURE of school age divided by the total number of school age children) of 77% on average in rural areas, versus an NER of 91% in urban areas. Educational attendance was slightly higher in female children, versus males. 58 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.2 Educational Statistics (Cont’d) Although we have an incomplete data set for Figure 2.1.27 below, which indicates levels of the 2012 census we can make some cautious illiteracy in the city, appears to indicate that lower conclusions from the information we have about KUNDUCHI educational achievement is much more prevalent spatial differences in education around the city . in the south of the city. 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E WAZO Higher educational achievement is more likely to Both this, and the relative locations of higher 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E be found in areas in and around the City Centre, educational achievement, seem to co-relate well as well as in wards along the Bagamoyo Road, with indications of relative wealth, such as housing stretching north out of the city, along the coast. typology, land values and property value increases This is consistent with better housing in these areas (examined later, in the Real Estate section of this and more formal employment opportunities in the document). City Centre. MBEZI JUU KAWE GOBA MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI ANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI KIWALANI Higher Educational NO DATA VIJIBWENI 5% 10% 15% 20%TANDIKA 25% MTONI KIPAWA KILAKALA 2.1.26 FigureUKONGA High educational attainment in Dar es Salaam - (Tanzanian Census, AZIMIO 2012) NGOLAMBOTO YOMBO VITUKA MAKANGARAWE KIJICHI KIBAD BUZA Volume 2 / Part 1 59 1.2 Economics - Looking Forward REAL ESTATE PROFILE SOCIO-EONOMIC & Dar es Salaam has the ingredients for economic growth. The country has abundant natural resources, the economy is diversified KUNDUCHI and the government has managed the 516000 E 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E WAZO economy well. 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E Economic growth in the city is constrained by a lack of infrastructure which is in turn limited by bureaucracy, slow decision making and lack of access to both public and ENVIRONMENT private sector finance. Better coordinated NATURAL urban and transport planning together with A classroom in St Matthews Boarding School, Dar es enhanced opportunities for investors toKAWE MBEZI JUU Salaam (St Matthew’s School website) participate in the city’s development will help GOBA accelerate the local economy. URBAN PLANNING MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA MWANANYAMALA KINONDONI SARANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI TRANSPORT KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI BUGURUNI KEKO TUNGI KURASINI INFRASTRUCTURE KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE MIBURANI SANDALI Illiteracy KIWALANI NO DATA VIJIBWENI 1% 5% 10% TANDIKA MTONI KIPAWA KILAKALA Figure 2.1.27 UKONGA Illiteracy in Dar es Salaam - (Tanzanian Census, 2012) AZIMIO GONGOLAMBOTO YOMBO VITUKA MAKANGARAWE KIJICHI BUZA 60 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Real Estate Overview of Dar es Salaam Market Overview As the commercial capital of Tanzania, The need to relieve congestion in the centre of the Dar es Salaam has the most developed City has already been met with significant growth and active real estate market in the country. in public sector spend in infrastructure. The market Nevertheless, seen in an African context the market sees this as likely to accelerate further during the is still immature and trails behind South African 5th phase Government, given the President’s cities and others on the continent such as Nairobi, prior experience as Works Minister, and passion Lagos and Accra. for infrastructure investment. This is expected to promote growth in the outer areas of the City. The market still refers to the Dar es Salaam’s recent three districts rather than the new five. By international standards there are no significant Of these Kinondoni, is the most affluent district and large-scale developers in Dar es Salaam, either in given the recent infrastructure investments, has the public or private sectors. Investment activity seen the best balance of investment in commercial, over the last decade has focussed primarily retail, and residential projects undertaken over the on commercial and residential developments last decade. followed to a much lesser extent by retail and industrial development. llala district has been the commercial hub with the City Centre, industrial area, and airport all in the While Dar es Salaam is not the ‘official’ capital of district, and also has significant stock of affordable Tanzania, it is the largest city and the economic homes built earlier, but very little new residential hub in the country. Rents and capital values have development other than apartments in Upanga, traditionally been extremely high for commercial and mixed-use buildings in Kariakoo. and prime residential stock, and certainly significantly greater than the other East African Temeke has seen the least development capital cities of Nairobi, Kampala, and Kigali. historically, but given its ample land and recent Given the scale of investment in commercial and infrastructure investments, has witnessed several prime residential over the last 5-10 years, there large residential developments in recent years, is now clear over supply and some significant primarily by Government institutions such as the adjustment in rental rates and land prices began pension funds and National Housing Corporation. in 2016. The district has also recorded significant infrastructure investment notably the recent construction of the Kigamboni Bridge, opening up access to the south of the City Centre. Volume 2 / Part 1 61 1.3 REAL ESTATE PROFILE SOCIO-EONOMIC & Most housing in the city has been self-funded The golden triangle is defined as Ohio Street up to and built by owner-occupiers over a period of the junction with Bibi Titi Mohammed, and Samora five to ten years. There is generally thought to Avenue out to the Ocean Road Cancer Hospital. be a shortage of affordable housing, estimated It is also the preferred CBD location for many by National Housing Corporation (NHC) international companies, the Diplomatic missions, and Government sources to be more than and Government offices including State House. 3 million units. This together with continued This area also includes the main business hotels, ENVIRONMENT population growth, urbanization and economic the botanical gardens, and is adjacent to the NATURAL growth has created opportunities for real estate golf course. investors and a boom in residential property While the City centre still retains most local development has started to take place over the businesses and commerce, the poor state of last decade. the City Centre overall however has triggered The City suffers from a congested and investment in new nodes outside this area. dilapidated Central Business District (CBD). For example, there has been movement north of Commercial investment has shifted slightly Selander Bridge towards the prime residential area. away from this area to western rim of the city. The most sought after of these new nodes are Investment in new hotels such as the Hyatt, URBAN PLANNING Oyster Bay and Masaki. Other rapidly developing Serena, Ramada Encore, Holiday Inn and Southern areas include Kinondoni, Victoria, and to a Sun, and several new commercial buildings over lesser extent the area around Ubungo / Sam the last two decades has uplifted this area to a Nujoma Road. As most corporates are looking high standard as reflected with prime rent levels to locate north of the CBD, prime positioned seen in this area loosely referred to as the “golden commercial developments in these new nodes are triangle” or “wall street”. more likely to succeed than in the old City centre. TRANSPORT INFRASTRUCTURE 62 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Office Market Overview Until recently Dar es Salaam’s office market was Rental growth has been sluggish over the past few concentrated very much in the older parts of the years and has recently reversed. Occupancy rates city centre, in the Central Business District (CBD). are reported to have fallen 13% in the City Centre The CBD is still the hub of commercial activity in (Dar Property, 2016), perhaps reflecting the desire the city with local pension funds investing heavily to move away from the centre. in new office towers; however, take-up of space Jones Lang LaSalle (JLL) comment that foreign real has been slow and the area suffers from cramped estate developers are deterred by the introduction space and traffic congestion. Golden Jubilee of derivative title ownership, the high costs of real Towers and PSPF Twin Towers are examples of estate transactions and most new projects are, recently-completed blocks in the City Centre which therefore, being developed by local real estate have added a great deal of office stock to the city. players (JLL, 2016). Furthermore they suggest that Base rentals for quality offices in the City Centre there is a risk of over-supply in the office market as range from $US 18-21 / m2 / month. more speculative developments come on stream. The office market has begun to move away towards towards Oyster Bay, the Msasani Peninsula, and further north leading to the Mwenge intersection along Ali Hassan Mwinyi Road and Bagamoyo Road. Easier to get to, and less cramped, these areas are rapidly gaining ground. Rents in the Msasani Peninsula are between $US 16-24 / m2 / month. PSPF Twin Towers, built in 2014 Volume 2 / Part 1 63 1.3 REAL ESTATE PROFILE SOCIO-EONOMIC & Figure 2.1.28 below illustrates the values of commercial space based the assessment for rates 2016. It shows the highest values generally in the city centre and to its north. KUNDUCHI In this respect the rating valuation data is 516000 E 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E consistent WAZO with the market evidence we have reviewed. The office market has generally 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E begun to move from the congested city centre to newer developments, easier to access along the northern arteries into the city centre. ENVIRONMENT NATURAL MBEZI JUU KAWE GOBA URBAN PLANNING MAKONGO TSh 280K MSASANI MIKOCHENI TSh 2,8M TSh 1.3M KIJITONYAMA TSh 1.1M UBUNGO SINZA 700K TSh 700K MWANANYAMALA 1.4M TSh 112K TSh 1M KINONDONI SARANGA MAKUMBUSHO HANANASIFU TANDALE 1.4M MANZESE TRANSPORT 280K 910K NDUGUMBI KIMARA 490K MAGOMENI UPANGA 2,8M TSh 112K MAKURUMLA 1M UPANGA MASHARIKI 420K MAKUBURI MABIBO 560K MAGHARIBI 3.5M 420K 560K KIVUKONI TSh 112K MBURAHATI MZIMUNI 4M 1.4M KISUTU JANGWANI 3.5M KIGOGO 1.7M 420K MCHIKICHINI KARIAKOO 4.2M KIMANGA GEREZANI MCHAFUKOGE TSh 280K KIGAMBONI TABATA ILALA 2.5M TSh 350K 770K TSh 168K BUGURUNI 350K TSh 210K INFRASTRUCTURE KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE TSh 168K 350K TSh 280K VINGUNGUTI 350K TEMEKE Highest Land Values, Commercial Land Use, by Ward (Tanzanian Shillings / m²) MIBURANI SANDALI NO DATA 500K - 1.0M 1.0M - 1.5M 2.5M 2.0M - KIWALANI 2.5M - 3.0M 3.0M - 4.2M VIJIBWENI TANDIKA Figure 2.1.28 Highest land values KIPAWA (Data obtained by PO-RALG) by ward - 2016, based on government rate valuations - MTONI KILAKALA AZIMIO UKONGA GONGOLAMBOTO YOMBO VITUKA MAKANGARAWE 64 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Office Market Overview (Cont’d) KUNDUCHI 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E 538000 E WAZO Figure 2.1.29 below illustrates the growth in values Figure 2.1.30 and Table 2.1.4 illustrate the of the highest value commercial space between relationship between rents and land values in 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E 2012 and 2016 based on the assessment for rates. Dar es Salaam. They indicate that high land values in the city centre are not justified by The map illustrates the growth in the highest correspondingly higher rents. Other areas of commercial property values in each ward between the city; most notably the Peninsular support 2012 and 2016. It shows an uneven pattern of high rental values from a lower land cost. This in growth but indicates that it is general occurring in part explains why commercial development has the newer and less congested parts of the city. MBEZI JUU KAWE drifted away from the city centre. We would expect this trend to continue especially as new, more A accessible transport nodes are developed along the BRT routes. MAKONGO 7% MSASANI MIKOCHENI 21% KIJITONYAMA UBUNGO SINZA MWANANYAMALA 5% KINONDONI MAKUMBUSHO HANANASIFU MANZESE TANDALE 1% NDUGUMBI 4% KIMARA 2% MAGOMENI UPANGA MAKURUMLA MASHARIKI 2% UPANGA 14% MAKUBURI MABIBO MAGHARIBI 13% KIVUKONI MBURAHATI MZIMUNI 15% JANGWANI KISUTU KIGOGO 7% 14% 3% 7% MCHIKICHINI KARIAKOO 10% KIMANGA GEREZANI 10% MCHAFUKOGE TABATA ILALA 4% KIGAMBONI 2% BUGURUNI 1% 5% KEKO TUNGI KURASINI ZI SEGEREA CHANG’OMBE 9% VINGUNGUTI TEMEKE KURASINI 6% 5% 4% 2% MIBURANI SANDALI KIWALANI 1% VIJIBWENI TANDIKA 1% 4% MTONI KIPAWA 3% Commercial Land Uses - Highest Growth Beween 2012 and 2016, by Ward KILAKALA AZIMIO 3% 1% 5% 10% 15% 20% UKONGA 2% BOTO YOMBO VITUKA NO DATA MAKANGARAWE KIJICHI 2% KIBADA Figure 2.1.29 commercial space between Growth in values of the highest valueBUZA 2012 - 2016 - (based on the assessment for rate - (PO-RALG) MBAGALA 1% KIBURUGWA MBAGALA KUU KITUNDA 2% Volume 2 / Part 1 65 1.3 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING Figure 2.1.30 Relation between land value and rents, by Ward - (Pangani Real Estate & CoLab) Location Ward Land Prices ($US) Rents ($US) City Centre Kivukoni 4,000,000 25 Peninsula Msasani 2,500,000 25 Upanga Mashiriki & Upanga 2,000,000 22 Upanga Magharibi Kariakoo Gerezani 1,800,000 22 TRANSPORT Ubungo Ubungo 1,500,000 14 Chang’ombe Chang’ombe 1,000,000 20 Mbagala Mbagala 500,000 14 Mbezi Mbezi Juu 500,000 18 Temeke Temeke 400,000 16 Tabata Tabata 350,000 10 Tegeta Kunduchi 350,000 17 INFRASTRUCTURE Kinyerezi Kinyerezi 250,000 10 Ukonga Ukonga 200,000 10 Kimara Kimara 150,000 10 Kigamboni Kigamboni 75,000 10 Table 2.1.4 Rent and land values for a selection of Dar es Salaam wards - (Pangani & CoLab) 66 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Office Stock Quality Assessment In order to provide the team with some perspective The commercial property market is large with at on the nature of the office space market in least 637,575 m² of commercial office space by Dar es Salaam at present, Pangani Real Estate and end 2015, and an average size of building that CoLab worked on an assessment of the quality equates to 7,590 m² (Pangani Real Estate, 2017). of available office space. A set of assessment Only a small proportion of commercial criteria are laid out in Table 2.1.5 below, followed property, 97,000 m2, 15% is grade A space. by a grading of space, based on data for the office Pangani’s analysis also shows an even split space market pre-2015. between public and private ownership (see Table 2.1.7 below). A C B Figure 2.1.31 Classification by grade of office space in Dar es Salaam - (Pangani Real Estate) Real Estate Classification Criteria (Pangani Real Estate Services) Location Street Management Green Building & Public Parking Health & Class Visibility Support Vacancy Star Design Transport Ratio Safety / Finish Services Rating Access Prime Landmark Prime Road Excellent > 4/100 Excellent <7.5% Compliant Yes Distinctive Good / A Prime Road Good > 3/100 <15% Compliant Optional / Good Reputable Average / Prime or Not B Acceptable > 2/100 Acceptable >15% N/A Functional off Prime Compliant Feeder Not C Poor Poor < 2/100 Poor >25% N/A Road Compliant Table 2.1.5 Pangani Real Estate’s Assessment Criteria for Office Stock Quality Assessment - (Pangani Real Estate) Volume 2 / Part 1 67 1.3 Office Parking Assessment REAL ESTATE PROFILE SOCIO-EONOMIC & The market has been analysed by Pangani in terms of parking bays available per 100 m2 of office space. Most of the market (81%) has 2 bays or fewer, with only 3% of the market having at least 4 bays per 100 m2. By international standards this provision is poor but it should be noted that similar provision is normal in other cities in the region, for example Nairobi. In the City Centre very limited off-street parking provision in combination with congested roads is a problem. ENVIRONMENT NATURAL URBAN PLANNING Example of poor parking provision in city centre Grade No. Total Size Average A Grade 11 97,800 m² 8,891 m² TRANSPORT B Grade 29 249,425 m² 8,601 m² C Grade 44 290,350 m² 6,599 m² TOTAL 84 637,575 m² 7,590 m² Table 2.1.6 Number and Size of offices, by Grade - (Pangani Real Estate) INFRASTRUCTURE District No. % Size % Public Sector 26 31% 322,150 m² 51% Private Sector 58 69% 315,425 m² 49% Total 84 100% 637,575 m² 100% Table 2.1.7 Office space ownership by sector - (Pangani Real Estate) 68 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Office Clusters Occupancy Trends Occupancy levels are highest to the north; Figure 2.1.32 shows the relative size of the Kinondoni, Victoria, and the Peninsula, which all commercial clusters against the occupancy level record over 70% occupancy. This rate is despite (red line). The City Centre, remains by far the higher rents; particularly in the Peninsula area. largest node followed by Victoria, then Upanga and the Peninsula. The chief drivers for this growth are: The highest vacancy rates occur in Upanga, • City Centre congestion and the City Centre. Occupiers are opting for • Lower land costs / available land for purchase more northern locations for, better lifestyle, and new buildings at competitive rental rates. • Improved highway access (Dar North as an Kigamboni Bridge appears to have had no effect example took off once the Sam Nujoma Road to date in repositioning the City Centre as an was converted to dual carriageway which the attractive node. Government had committed to the Mlimani City The attractiveness of the City Centre has been developers when the mall was commissioned further undermined by the Government decision to in 2006) relocate to Dodoma. The Peninsular market may • Proximity to affluent Tanzanian residential nodes stabilise – the overheating caused by demand from the oil and gas sector has cooled off and the • Investor sentiment volume of development slowed. Pangani’s assessment of commercial nodes in Dar found that there is a significant shift north from the Emerging Office Clusters City Centre which is now seen as too congested. Pangani Real Estate’s long term data gathering The future opportunity is thus with Kinondoni and has identified 7 clusters of commercial use in Victoria in the short to medium term respectively, Dar es Salaam, which have been developing and Dar North in the long term. in the last decade. Table 2.1.8 identifies seven Despite a strong investment pipeline these clusters commercial real estate clusters, tracked by today recorded, in 2015, the highest occupancy Pangani Real Estate, that have developed in levels at 89% and 82% respectively reflecting Dar es Salaam over the past decade. their respective appeal. Levels have since tailed The largest cluster by far is in the city centre, which off as the market has cooled and more stock has had been historical focus of real estate investment become available in locations such as Jangid and development. The current fastest growing Plaza and Fakyatt Towers. clusters however are Victoria, followed by Upanga. The clusters are also illustrated on Figure 2.1.32. Volume 2 / Part 1 69 1.3 REAL ESTATE PROFILE SOCIO-EONOMIC & Cluster Ward / Area City Centre CBD, New CBD Upanga Upanga Kariakoo Kariakoo, Kamata, Ilala, Kipawa Kinondoni Kinondoni, Ada Estate, Msasani ENVIRONMENT NATURAL Victoria Victoria, Kijitonyama Peninsula Oysterbay, Masaki Dar North Mikocheni, Mwenge, Ubongo Table 2.1.8 Emerging Office Clusters, by ward (Pangani Real Estate) URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.1.32 Commercial Cluster sizes vs Occupanc - (Pangani Real Estate) used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data or any information contained therein. There are no warranties, 70 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and MABWEPANDE no reliance may be placed on this information by the client or KUNDUCHI 1.3 WAZO any third parties. This information is supplied to you for indicative topographical survey. Broadway Malyan accepts no liability for any losses or damages, including incidental or consequential damages, resulting from the use of the material. LEGEND General Phase 01 BRT Stations DAR NORTH Municipality Boundaries MBEZI JUU KAWE Railway KAWE Ward name, no data at present GOBA KAWE Ward name Faykat Tower, Morocco - 10,000MBEZI m2 $25 per square meter $20 per square meter $15 per square meter MAKONGO $10 per square meter VICTO CBD Emerging Commercial Cluster (Pangani Real Estate) Recommended Plan Area UBUNGO Mawasilano Towers - Ubungo, 17,000 m2 SINZA SARANGA M MSIGANI KIMARA MABIB MAKUBURI KIMANGA KWEMBE Mobile Plaza, Gerezani - 14,550 m2 TABATA KINYEREZI SEGEREA VINGUNGUT K NBC HQ, Development House, Kivukoni KIPAWA - 12,500 m2 GONGOLAMBOTO YOMBO VITUKA UKONGA PUGU KITUNDA Morocco Place, Morocco - Under construction MAJOHE Figure 2.1.33 Office Clusters, Rents and Locations - (CoLab) KIVULE CHA Volume 2 / Part 1 71 DISCLAIMER Contractors are n The information on aerial and digital so used reasonable s we cannot accept a Office Clusters, Rents and Locations 1.3 positional or gener or any information particular purpose, of responsibility is no reliance may be any third parties. T topographical surv any losses or dam damages, resulting LEGEND General Phase 0 Municip REAL ESTATE PROFILE Railway SOCIO-EONOMIC & KAWE Ward na KAWE Ward na $25 per PENINSULA $20 per $15 per $10 per Recomm MSASANI ENVIRONMENT NATURAL ORIA MIKOCHENI KIJITONYAMA NAMANGA KINONDONI MWANANYAMALA HANANASIFU MANZESE TANDALE MAKUMBUSHO UPANGA URBAN PLANNING NDUGUMBI MAGOMENI UPANGA CBD MAKURUMLA MASHARIKI BO UPANGA MAGHARIBI MBURAHATI KIVUKONI MZIMUNI KISUTU JANGWANI KIGOGO MCHIKICHINI KARIAKOO GEREZANI MCHAFUKOGE KARIAKOO ILALA BUGURUNI KIGAMBONI KEKO TUNGI KURASINI CHANG’OMBE TI TRANSPORT TEMEKE MIBURANI SANDALI N KIWALANI KEYPLAN VIJIBWENI MJIMWEMA PROJECTED COORD SOMANGILA TANDIKA 0 500m MTONI KILAKALA AZIMIO MAKANGARAWE INFRASTRUCTURE KIJICHI KIBADA MBAGALA Client BUZA PRESIDENT’S REGIONAL AD AND LOCAL G (PO-RALG ) Project KIBURUGWA DAR ES SALA MBAGALA KUU BRT INTEGRA AND TRANSP Description KISARAWE II OFFICE REN (PANGANI RE Status CHARAMBE DRAFT TOANGOMA Scale MIANZINI AMAZI 1:35,000@A0 Job Number 31712 Original size 100m 72 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Office Supply Pangani has estimated cumulative supply and The diagram illustrates Pangani’s forecast of a cumulative occupancy levels across the City based steady growth in the supply of office space up to on announced projects by credible developers. the end of the decade. It seems likely that the trend Figure 2.1.34 below shows their projection to 2020. to move away from the city centre will continue and that the emerging clusters will continue Key issues to watch in the 2016 to 2020 period are: to provide new development opportunities. • Infrastructure upgrades and the impact on the However, the forecast also points to a levelling attractiveness of clusters – for example the new off of the overall supply of office demand with flyover between Peninsula and Upanga / City occupancy levels dropping to around 60%. Centre This would be a sign of a weakening market. • LNG plant investment commencing, and If this forecast turns out to be accurate care will rebound of the oil & gas sector have to be taken to ensure that over-development out-side the city centre does not lead to • Government relocation to Dodoma over-supply as the market becomes saturated. As a consequence, the mix of new developments • Public sector disinvestment from may have to be closely reviewed to ensure that commercial projects. The liberalisation of the they continue to be economically viable. market may stimulate development. Figure 2.1.34 Forecast of cumulative supply vs % occupancy - commercial space - (Pangani Real Estate) Volume 2 / Part 1 73 1.3 Office Rental Analysis REAL ESTATE PROFILE SOCIO-EONOMIC & Figure 2.1.34 shows Pangani’s analysis of rents and service in Dar es Salaam. These figures show that although overall rents paid by public and private sector occupiers are generally similar, private sector occupiers are more likely to pay higher rents to be in the best accommodation. The relative weakness of the prime office market indicates that care should be taken in the building the economic case for each of any new development areas. Less-central locations will ENVIRONMENT have a competitive advantage through lower land NATURAL prices and may be able to provide high-quality accommodation at lower prices. Nevertheless, these indicators describe a weak market and falling occupancy levels are already forecast earlier above. A safer strategy for station developments would be to build secondary standard offices. URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.1.35 Commercial rent values by owner sector in $US per month - (Pangani Real Estate) 74 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Retail Space Market Analysis According to research undertaken by Pangani Real The bulk of retail activity, however remains in small Estate the total retail space for Tanzania stood at shops in the city centre in buildings owned by the 160,000 m² with Dar accounting for 138,000 m² or National Housing Corporation or in “Wamachinga” 86% of the total amount of retail GLA in the country – informal trading areas in parts of the city such as as at 2015. The northern cities of Arusha and Manzese and Kariako. Moshi were the only two upcountry towns with retail Despite the uncertainty surrounding the centres of 17,600 m² and 4,000 m² respectively at retail market there are good signs of growth. the end of 2015. In terms of count, Dar leads the Occupancy rates rose by 1 percentage point last way with 21 centres followed by Arusha and Moshi year from 82-83% (Dar Property, 2016) and there is with 3 and 2 centres. (Note - one large shopping strong construction pipeline. There is estimated to centre, Rock City Mall, has since opened in be around 107,000 m2 of shopping centre space Mwanza in early 2016). already in the city with a further 235,000 m2 in the The retail market in Dar es Salaam sends out pipeline (Sunbird, 2017). This would be a higher mixed signals. On the one hand, some international rate of growth than Nairobi, Kampala or Lusaka. retailers have withdrawn, such as Kenyan Figure 2.1.36 and Table 2.1.9 show the Supermarket Uchumi, and South African Shoprite relationship between land values and rental (Knight Frank, 2017). However, on the other hand, levels in Dar es Salaam. It indicates that whilst modern retail malls are emerging across the city land cost may deter investment in the city centre, and more are planned. opportunities for returns are likely to be more certain in areas such as the Peninsula and Chang’ombe and certain nodes on Phase One of the BRT. Land Rents Retail Tanzania Market Location Ward Prices ($US) Property Types Examples ($US) City Centre Kivukoni 4,000,000 40 Shoppers Plaza Peninsula Msasani 2,500,000 40 Neighbourhood (Masaki), Nakumatt Upanga Shopping Centre Moshi Mashiriki Upanga 2,000,000 30 Shoppers Plaza & Upanga Community Magharibi (Mikocheni), Aim Shopping Centre Kariakoo Gerezani 1,800,000 25 Plaza Arusha Ubungo Ubungo 1,500,000 20 Chang’ombe Chang’ombe 1,000,000 25 Small Regional Quality Centre, Rock Mbagala Mbagala 500,000 10 Shopping Centre City Mwanza, Mkuki Mbezi Mbezi Juu 500,000 20 Temeke Temeke 400,000 20 Regional Shopping Mlimani City, Peninsula Tabata Tabata 350,000 10 Centre Plaza, Mara World Tegeta Kunduchi 350,000 17 Kinyerezi Kinyerezi 250,000 10 Ukonga Ukonga 200,000 10 Super Regional None Kimara Kimara 150,000 10 Centres Kigamboni Kigamboni 75,000 10 Table 2.1.9 Retail submarkets by ward, land Table 2.1.10 Pangani Retail Centre Classifications price and rents, in Dar es Salaam for Tanzania, based on SAPOA - (Pangani Real Estate) - (Pangani Real Estate) Volume 2 / Part 1 75 1.3 Retail Space - Class Analysis REAL ESTATE PROFILE SOCIO-EONOMIC & Pangani has categorized the shopping centres Only two malls were bigger and defined as in Dar es Salaam by size using the South small regional (Quality Centre and Mlimani City). Africa Property Owners Association (SAPOA) Mlimani City, on the Sam Nujoma Road in Mwenge, classification criteria as seen below and adjusted is now classified as a regional centre being greater for Tanzania and East African context. than 30,000 m² and largely pre-let. It could also be defined as super-regional as the only functional As at 2015, the bulk of shopping centres mall of scale in the country. were small or neighbourhood centres (62%) or 13 developments by number, followed by 6 community centres equivalent to 29% of all projects. ENVIRONMENT NATURAL URBAN PLANNING Figure 2.1.36 Retail submarkets by land price and rents, in Dar es Salaa - (Pangani Real Estate) TRANSPORT South Africa Market Retail Property Types Tanzania Market Definitions Definitions Neighbourhood 5,000 - 12,000 m² total 2,000 - 5,000 m² total Shopping Centre rentable area rentable area INFRASTRUCTURE 12,000 - 25,000 m² 5,000 - 15,000 m² total Community Shopping Centre total rentable area rentable area Small Regional 25,000 - 50,000 m² 15,000 - 30,000 m² Shopping Centre total rentable area total rentable area 50,000 - 100,000 m² 30,000 - 50,000 m² Regional Shopping Centre total rentable area total rentable area Super Regional Centres >100,000 m² total rentable area >50,000 m² total rentable area Table 2.1.11 Tanzanian Retail centres, classified - (Pangani Real Estate) 76 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Retail Space Rental Analysis As Figure 2.1.37 shows small or neighbourhood Knight Frank reports that rental rates in Africa are centres account for the largest share of the market more attractive for retail projects than they are for at 36% of stock, followed by community centres, commercial projects. Rental rates in Tanzania are 32% of stock. however a mixed bag. Kinondoni, with the greatest number of centres, reflects the widest disparity Overall the retail market in Dar es Salaam is between minimum ($US 15 / m²) and maximum immature with limited supply of prime or secondary ($US 30 / m²) rental rates, whereas Ilala is between retail space. Whilst demand will later below be $US 15 / m² and $US 25 / m² (Knight Frank, 2017). shown to be stronger for higher-quality retail space there is still likely a limited market for top quality Pangani has established that well run retail centres retail space. such as Mlimani City can command prime rental rates of USD40 per m² for line stores, and service We show later that Pangani forecasts strong growth charges of USD3 per m², however most retail in the existing pipeline for retail developments. centres are poorly designed, planned, tenanted Care should be taken to ensure that new (Quality Centre, Village Walk) and / or have schemes on the phase 1 BRT corridor do not inadequate parking (Baraka Plaza, Shamo Towers) contribute to oversupply in an immature market. leading to rental pressure and also vacancies. Careful economic appraisal of the market capacity These centres command rents that are between will be required to support retail development at the USD15-20 per m². There is a clear correlation BRT nodes. between building quality and rental reward. Figure 2.1.37 Retail provision by tier, in Dar es Salaam - (Pangani Real Estate) Volume 2 / Part 1 77 1.3 Retail Space - Occupancy Levels REAL ESTATE PROFILE SOCIO-EONOMIC & Overall market occupancy fell slightly between 2010 and 2015, falling from 84% to 80%. Nevertheless, these rates are high given the generally poor standard of retail centres. Pangani’s research shows that take-up of space relates to assets quality. C grade centres record the lowest occupancy rates (72%) whilst higher quality space is more sought after; 91% for B grade and 96% for A grade buildings. For example, Viva Towers, which is a Grade A building in Upanga, struggled with mezzanine occupancy and only ENVIRONMENT NATURAL achieved 100% retail tenancy on the ground floor. URBAN PLANNING TRANSPORT INFRASTRUCTURE used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data 78 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor or any information contained therein. There are no warranties, particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and no reliance may be placed on this information by the client or 1.3 any third parties. This information is supplied to you for indicative topographical survey. Broadway Malyan accepts no liability for any losses or damages, including incidental or consequential damages, resulting from the use of the material. LEGEND General MABWEPANDE Phase 01 BRT Stations Municipality Boundaries Railway 9259000 N KAWE Ward name, no data at present KAWE Ward name Nakumatt Supermarket Gerezani, Quality Centre, Chang’ombe, 2,500 m2 30,000 m2 Retail Rental Rates (USD/sqm) 9257000 N $40 $30 GOBA $20 9255000 N $10 MBEZI Recommended Plan Area 9253000 N Mkuki Mall, Morocco, 30,000 m2 Mlimani City Mall, Ubungo, 19,000 m2 9251000 N SARANGA 9249000 N MSIGANI Shamo Tower, Kawe, m2 Peninsula Plaza, Masaki, 30,000 m2 9247000 N KWEMBE 9245000 N KINYEREZI 9243000 N Slipway Shopping Centre Oyster Bay Shopping Peninsula, Neighbourhood scale Peninsula, Neighbourhood scale 9241000 N GONGOLAMBOTO 9239000 N Figure 2.1.38 Retail Developments - (CoLab) Msasani City Mall Peninsula, Sea Cliff Village Peninsula, PUGU Community Scale Neighbourhood scale 9237000 N Volume 2 / Part 1 79 Retail Developments 1.3 KUNDUCHI REAL ESTATE PROFILE SOCIO-EONOMIC & WAZO EMERGING MBEZI JUU KAWE “UPMARKET” RETAIL ZONE ENVIRONMENT NATURAL MAKONGO MSASANI MIKOCHENI URBAN PLANNING KIJITONYAMA UBUNGO MWANANYAMALA SINZA KINONDONI HANANASIFU MANZESE TANDALE MAKUMBUSHO NDUGUMBI MAGOMENI KIMARA UPANGA MASHARIKI MAKURUMLA UPANGA MABIBO MAKUBURI MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO KARIAKOO TRANSPORT MCHIKICHINI KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA BUGURUNI KIGAMBONI KEKO TUNGI KURASINI SEGEREA CHANG’OMBE VINGUNGUTI TEMEKE SANDALI MIBURANI KIWALANI INFRASTRUCTURE VIJIBWENI M TANDIKA MTONI KIPAWA KILAKALA AZIMIO UKONGA YOMBO VITUKA MAKANGARAWE KIJICHI KIBADA BUZA MBAGALA KIBURUGWA MBAGALA KUU KITUNDA 80 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Retail in Dar es Salaam - Future Growth Up until 2015, the situation with existing retail Pangani’s view is that the market can only rise to centres in Dar can be summarized as: a maximum of 450,000 m² in stock in the medium term as: • Only 21 centres in Dar are neighbourhood led • Existing market size as at 2015 was small at • Many centres are small with an average size of 138,000 m² and only lifts to 170,000 m² in 2016. 6,800 m² • Several proposed centres have been delayed • Only 10% A grade stock represented by two or scrapped. The Government’s relocation to centres (many developments are built to very Dodoma will further slow investment by the poor standards with unacceptable parking public sector in retail. ratios, and inadequate / inappropriate tenants) • Many current centres are in extremely poor Pangani’s assessment of the failure of the retail condition and may close or be replaced in terms market includes the following observations: of GLA use. An example of this in 2015 was Viva • Retail is a deceptively difficult property asset Towers, Upanga which changed its mezzanine class and few local developers have the skills or footprint to commercial, and Baraka Plaza, experience Mikocheni which will likely convert entirely to hospital use by 2018 as all retail tenants • Land ownership in Tanzania is the most complex are vacating. in the region, and highly restrictive for foreigners Overall, the poor standards of most of the existing • Land costs have spiked over the last ten years retail centres have slowed rather than inspired the making it harder for retail that requires low conversion of informal consumers to the formalized development densities retail experience. • Established regional developers have either The risk of oversupply of retail space in followed the abnormal project returns on the Dar es Salaam looks significant. We would expect west coast of Africa from Angola to Nigeria the economic analysis of the appropriate level of (Atterbury, RMB Westport) or closer to their retail development adjacent to individual stations South Africa base following anchor corporates to inform an assessment of the scale and quality such as Pick and Pay, Shoprite, Spar etc. of potential schemes. Such an assessment (Eris Property, McCormick Property). East Africa would include a high-level review of the local hasn’t offered attractive returns or ‘comfort away retail development pipeline, market capacity in from home due to proximity and corporate pull’. that location and spending power in the relevant catchment area. • Homegrown developers with capital and strong / visionary management teams exist in Kenya (Centum, Fusion etc) but not in Tanzania. Volume 2 / Part 1 81 1.3 Industrial Space - Market Overview REAL ESTATE PROFILE SOCIO-EONOMIC & Pangani has developed four scenarios for industrial development in Dar es Salaam: 2010 – 2015 Historical Growth Scenario i.e. 12% growth rate (conservative scenario) 1. 2010 – 2020 Peak Growth Scenario where all projects announced occur which equates to 41% growth rate 2. 2010 – 2019 Stunted Growth Scenario (this strips out all future / more uncertain projects ENVIRONMENT expected from 2020) which equates to 21% NATURAL 3. 2010 – 2020 Average Growth Scenario (this is the mean of the Historical and Peak Growth Scenarios) which equates to 26% Pangani’s research points to the most likely outcome being between scenarios 2 and 3 providing an estimated 437,000 m² by 2020. URBAN PLANNING TRANSPORT Figure 2.1.39 Comparing warehouse provision in Dar es Salaam to Nairobi and Lusaka - (Pangani Real Estate) INFRASTRUCTURE Medium High Grade Low Grade Grade Dar es Salaam 8 4 10 Nairobi 10 15 15 Lusaka 20 14 10 Table 2.1.12 Comparing warehouse vacancy rates in Dar es Salaam to Nairobi and Lusaka, by grade - (Pangani Real Estate) 82 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Industrial Space - Vacancy Rates (Cont’d) The underlying challenge with industrial space is the poor rental level in relation to land prices. Figure 2.1.40 and Table 2.1.13 show that whilst land values are similar to commercial and residential prices even allowing for lesser development costs, the opportunity to earn a profit from developing and letting industrial space is greatly reduced. Figure 2.1.40 Land Prices and Rents for industrial use by ward, Dar es Salaa - (Pangani Real Estate & CoLab) Land Rents Land Rents Location Ward Prices ($US / m² Location Ward Prices ($US / m² ($US) /Month) ($US) /Month) City Mbagala Mbagala 500,000 5 Kivukoni 4,000,000 5 Centre Mbezi Mbezi Juu 500,000 3 Peninsula Msasani 2,500,000 3 Temeke Temeke 400,000 3 Upanga Mashiriki Tabata Tabata 350,000 3 Upanga 2,000,000 5 & Upanga Tegeta Kunduchi 350,000 4 Magharibi Kinyerezi Kinyerezi 250,000 3 Kariakoo Gerezani 1,800,000 5 Ukonga Ukonga 200,000 6 Ubungo Ubungo 1,500,000 6 Kimara Kimara 150,000 3 Chang’ombe Chang’ombe 1,000,000 6 Kigamboni Kigamboni 75,000 3 Table 2.1.13 Table 2.1.48 Land Prices and Rents for industrial use by ward, Dar es Salaam - (Pangani Real Estate) Volume 2 / Part 1 83 1.3 Industrial Space - Market Overview REAL ESTATE PROFILE KUNDUCHI SOCIO-EONOMIC & 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E WAZO Figure 2.1.41 illustrates the highest recorded 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E values for industrial land based the assessment for rates 2016. It shows the highest industrial land values to be generally in the areas to the south and east of the city centre in wards such as Gerezani, Kurasini, Chang’ombe and Miburani, as well as places such Ubungo, Mikocheni and Makongo. MBEZI JUU KAWE GOBA ENVIRONMENT NATURAL MAKONGO MSASANI MIKOCHENI TSh 110M URBAN PLANNING KIJITONYAMA TSh 80M UBUNGO SINZA MWANANYAMALA KINONDONI RANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI 1.4M JANGWANI KISUTU TRANSPORT KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA 180M KIGAMBONI 1M BUGURUNI 27M KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE VINGUNGUTI TSh 77M TSh 25M TEMEKE 16M MIBURANI INFRASTRUCTURE SANDALI 22M KIWALANI VIJIBWENI 25M TANDIKA MTONI KIPAWA KILAKALA Industrial Land Highest Land Values, by Ward, 2016 AZIMIO UKONGA ONGOLAMBOTO YOMBO VITUKA No Industrial 25m-50m TSh/m² 50m-75m TSh/m² MAKANGARAWE 75m-100m TSh/m² 100 + TSh/m² Figure 2.1.41 Maximum industrial land values in 2016 - (Government Valuations for rates, PO-RALG) KIJICHI K BUZA MBAGALA KIBURUGWA MBAGALA KUU 84 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 KUNDUCHI Industrial Space - Growth Rates 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E 538000 E WAZO 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E Figure 2.1.42 below illustrates the growth in values Industrial land is concentrated away from the of the highest value industrial space between BRT corridor. Continued and clearer separation 2012 and 2016 based the assessment for rates. of industrial uses away from the line would be consistent with the need for industrial development The highest growth in industrial values to be located away from higher-value land. is very concentrated in areas around MBEZI JUU the port. This appears to be a direct impact KAWE of OBA investment in new infrastructure. MAKONGO MSASANI MIKOCHENI KIJITONYAMA UBUNGO SINZA +0.5% MWANANYAMALA KINONDONI MAKUMBUSHO HANANASIFU MANZESE TANDALE NDUGUMBI KIMARA MAGOMENI UPANGA MAKURUMLA MASHARIKI UPANGA MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA +2% KIGAMBONI BUGURUNI KEKO TUNGI KURASINI +12% CHANG’OMBE REZI SEGEREA +5% VINGUNGUTI +0.2% +0.7% TEMEKE +0.5% MIBURANI SANDALI +2% KIWALANI VIJIBWENI +10% TANDIKA MTONI KIPAWA KILAKALA +1% +2% AZIMIO UKONGA AMBOTO YOMBO VITUKA MAKANGARAWE Maximum Growth in Industrial Land Values in 2016 0% 0.5% - 1% 5% 10% >12% KIJICHI KIBADA BUZA MBAGALA Figure 2.1.42 Maximum growth in industrial land values in 2016 - (Government Valuations for rates, PO-RALG) KIBURUGWA MBAGALA KUU KITUNDA HE KIVULE CHARAMBE Volume 2 / Part 1 85 1.3 Residential - Market Overview REAL ESTATE PROFILE SOCIO-EONOMIC & A large proportion of housing in the City is informal Housing demand (which is estimated at and unplanned. Much of this housing is built and 200,000 houses annually and a total housing owned by the occupants. With mortgages hard to shortage of 3 million houses), has also been come by, more expensive, higher quality housing boosted by easier access to mortgages is more likely to be rented. Prime residential areas (Tanzania Mortgage Refinance Company, 2016). can be found to the north of Salender Bridge, With additional funding of $US 60 million extended across the entire Msasani Peninsula and extending by the World Bank through the International northwards to Mbezi. Oyster Bay, at the southern Development Association (IDA) to scale-up the end of the Peninsula, is an exclusive area favoured activities under the Housing Finance Project in by diplomats, senior government officials and 2015, the mortgage market is expected to continue the wealthy. ENVIRONMENT to grow. Furthermore, Tanzania’s pension funds NATURAL The middle-income market is less well defined and and the National Housing Corporation are funding is spread across the city although there is a distinct residential developments. neighbourhood of higher quality apartment blocks Table 2.1.14 shows that there may be some in the Upanga neighbourhood of the city centre. pressure on the higher end of the rental market. The mortgage market in Tanzania is growing Pangani reports than some higher rents have fallen rapidly rising by 16% in 2016 and 45% whilst there has been little or no impact lower down in 2015. Lending at the end of 2016 stood at the market. TZS 416.94 billion ($US 191 million) compared to Table 2.1.14, Figure 2.1.43 & Figure 2.1.44 below TZS 359 billion in 2015 URBAN PLANNING illustrate the relationship between land values and Average mortgage loan size was rent across the city. Peninsular, Upanga and Mbezi TZS 118 million, ($US 54,200) up from stand out as areas where it is easier for investors to TZS 106 million in 2015. Typical interest rates are make a return. high at between 16 - 19 % but have fallen from 22%. TRANSPORT INFRASTRUCTURE 86 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Residential - Rental & Land Values Figure 2.1.43 Monthly USD rental prices for a 3/4 bedroom home in various wards of Dar es Salaam 2015 v 2017 - (Pangani Real Estate) 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 Tabata Ilala 300 300 Mbagala Temeke 300 300 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 Table 2.1.14 Monthly $US rental prices for a 3/4 bedroom homes in wards of Dar es Salaam 2015 v 2017 - (Pangani Real Estate) Volume 2 / Part 1 87 1.3 Residential - Rental Values REAL ESTATE PROFILE SOCIO-EONOMIC & KUNDUCHI WAZO $1,200 ENVIRONMENT NATURAL MBEZI JUU KAWE $2,500 GOBA MAKONGO MSASANI MIKOCHENI $4,000 URBAN PLANNING KIJITONYAMA UBUNGO $400 $700 SINZA KINONDONI MWANANYAMALA SARANGA TANDALE MAKUMBUSHO MANZESE HANANASIFU NDUGUMBI MSIGANI MAGOMENI UPANGA MASHARIKI $3,500 MAKURUMLA $400 MABIBO UPANGA MAGHARIBI KIVUKONI KIMARA MAKUBURI MBURAHATI MZIMUNI KISUTU JANGWANI KIGOGO MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE ILALA $1,000 TABATA $700 BUGURUNI KEKO KIGAMBONI TUNGI TRANSPORT KURASINI CHANG’OMBE KINYEREZI SEGEREA $700 $1,500 TEMEKE VINGUNGUTI SANDALI $700 MIBURANI KIWALANI VIJIBWENI MJIMWEMA TANDIKA MTONI KIPAWA KILAKALA GONGOLAMBOTO AZIMIO UKONGA YOMBO VITUKA $400 MAKANGARAWE KIJICHI KIBADA MBAGALA BUZA INFRASTRUCTURE PUGU KIBURUGWA $500 MBAGALA KUU KITUNDA Monthly Residential Rents MAJOHE KIVULE CHARAMBE TOANGOMA $500 $1,500 $2,500CHAMAZI $3,500 MIANZINI $4,000 Figure 2.1.44 Monthly rental prices for a 3/4 bedroom home in wards of Dar es Salaam - (Pangani Real Estate) 88 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Residential - Overview of Values Figure 2.1.45 illustrates the values of residential space based the assessment for rates 2016. It shows higher values in the city centre to KUNDUCHI north of the centre and along the coast. theWAZO 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E Mbezi and Ubungo also stand out has higher-value 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E residential areas. This pattern is generally consistent with the market evidence provided by Pangani Real Estate earlier in this document. MBEZI JUU KAWE GOBA MAKONGO 200K MSASANI MIKOCHENI 2.0M 1.0M KIJITONYAMA 800K UBUNGO SINZA 80K 500K 700K MWANANYAMALA 1.0M 500K KINONDONI ARANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE 1.0M 200K 650K NDUGUMBI KIMARA 350K MAGOMENI UPANGA 720K 2.0M MASHARIKI 80K 300K MAKURUMLA UPANGA MAKUBURI MABIBO 400K MAGHARIBI 2.5M KIVUKONI 80K 400K MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO 1.2M 300K MCHIKICHINI KARIAKOO KIMANGA 3.0M MCHAFUKOGE GEREZANI 200K TABATA ILALA KIGAMBONI 1.8M 250K BUGURUNI 550K 120K 150K 250K KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE 250K 200K VINGUNGUTI 150K 250K 120K TEMEKE MIBURANI SANDALI Maximum Residential Land Values 2016 KIWALANI VIJIBWENI 0 - 500 k 500 k - 1.0 m 1.0 m - 1.5 m 1.5 m - 2.5 m 2.5 m - 3.0 m NO DATA TANDIKA MTONI KIPAWA KILAKALA AZIMIO UKONGA GONGOLAMBOTO Figure 2.1.45 Maximum residential land values for 2016 - (Government valuations for rates, PO-RALG) MAKANGARAWE YOMBO VITUKA KIJICHI KIBA BUZA Volume 2 / Part 1 89 1.3 Residential - Overview of Growth REAL ESTATE PROFILE SOCIO-EONOMIC & Figure 2.1.46 illustrates the growth in residential values between 2012 and 2016. The higher KUNDUCHI growth areas, predictably, form a ring around the 516000 E 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E WAZO city centre. There are outlying growth areas in 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E Mbezi and Kimbiji. The least well connected, outer areas appear to show little or no growth. ENVIRONMENT NATURAL MBEZI JUU KAWE GOBA MAKONGO URBAN PLANNING -0.4% MSASANI MIKOCHENI +1.3% +0.7% KIJITONYAMA +0.4% UBUNGO SINZA +1.5% +0.07% +0.4% MWANANYAMALA +4% KINONDONI SARANGA MAKUMBUSHO HANANASIFU MANZESE TANDALE +1% +1.2% +1.5% NDUGUMBI KIMARA +2.5% MAGOMENI +0.3% UPANGA -0.2% MASHARIKI TRANSPORT MAKURUMLA MAKUBURI +1.2% +3% +1.2% UPANGA +0.3% MABIBO MAGHARIBI +5% +3% KIVUKONI 0% MBURAHATI MZIMUNI JANGWANI KISUTU KIGOGO +1.5% +2% MCHIKICHINI KARIAKOO KIMANGA GEREZANI MCHAFUKOGE +1.5% TABATA +1.2% ILALA KIGAMBONI +3% BUGURUNI +0.5% +0.7% +1% +0.5% KEKO TUNGI KURASINI KINYEREZI SEGEREA CHANG’OMBE +2.4% +3% +2% +0.2% INFRASTRUCTURE VINGUNGUTI -0.2% TEMEKE +0.5% MIBURANI SANDALI Maximum Residential Growth in Land Values 2016 KIWALANI VIJIBWENI 0 - 500 k 500K - 1.0 m 1.0 m - 1.5 m 1.5 m - 2.5 m 2.5 m - 3.0 m NO DATA TANDIKA MTONI KIPAWA KILAKALA AZIMIO UKONGA GONGOLAMBOTOFigure 2.1.46 Maximum residential growth values, 2012 to 2016 - (Government valuations for rates, PO-RALG) YOMBO VITUKA MAKANGARAWE KIJICHI BUZA 90 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Land Use Categories: Current State vs Potential for BRT Stimulated Change Table 2.1.15 below summarises the insights developed over the course of the previous sections. Each of the four primary land use categories researched, has its current characteristics summarised, as well as its overall potential for use / impact through BRT related development. Land Use Current Characteristics Potential Beneficial Change via BRT • Dominated by city core. • Reduced congestion through development of new office nodes at BRT interchanges • New developments moving north to less congested areas • Change of use of some historic buildings in core to provide hotels and public amenities • Legacy government buildings following government move to • Improved public open spaces and civic amenity Dodoma in city centre Office • Scarcity of mixed-use • Opportunities for new mixed-use developments developments to improve access to accommodation and shopping close to work • Informal retail causing • Reduction in congestion in city centre congestion in city centre areas • Provision of neighbourhood shopping at nodes • Immature market for formal close to / in residential areas retail • Provision of shopping centres at main BRT • Lack of neighbourhood nodes shopping facilities Retail • Risk of over-supply of larger shopping centres Table 2.1.15 Summary table indicating benefits & considerations of deploying different lands uses along BRT Corridor - (CoLab) Volume 2 / Part 1 91 1.3 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT Land Use Current Characteristics Potential Beneficial Change via BRT NATURAL • Generally low levels of • Consider limiting / re-zoning Ubungo industrial industrial development in BRT areas so that higher value land uses can be route one corridor with the concentrated on the corridor exception of Ubungo • Low industrial rents do not justify development in higher Industrial value areas URBAN PLANNING • Better quality residential areas • Consider the provision of new utility infrastructure concentrated in parts of city in the extensive informal housing areas outside TRANSPORT centre and to the north where the City Centre (for example Manzese) there is also better provision of utilities • Use the 100m corridor each side of the BRT • Extensive informal housing • Re-plan and redevelop the informal housing Residential outside the city centre, lacking areas to provide affordable housing at higher facilities or utilities densities • Ensure that development includes adequate retail provision particularly in proximity to INFRASTRUCTURE BRT stations. • If possible use some of the 100m corridor each side of the BRT to provide high-density housing / mixed-use development as a first step to improving the wider area. 92 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Summary: Potential for BRT-Related Developmeny, by Station Table 2.1.16 & Table 2.1.17 combine the research from this section with the local knowledge of Pangani Real Estate Services. Strength / Potential  Residential Commercial Retail Industrial Station S P S P S P S P Kimara Terminal Korogwe Bucha Baruti Kona Kibo Ubungo Maji Ubungo Terminal Shekilango Urafiki Tip Top Manzese Argentina Kagera Mwembechai Usalama Magomeni Hospital Morocco Hotel Mkwajuni Mwanamboka Kinondoni Morocco Terminal Magomeni Mapipa Jangwani Fire Station DIT Kisutu Legend City Council S Strength Posta ya Zamani P Potential Kivukoni Terminal Strong Msimbazi Police Medium Gerezani Terminal Weak Table 2.1.16 Scoring of strength & potential for land uses, by station area (line 1 of the BRT) Volume 2 / Part 1 93 1.3 Station Area Character REAL ESTATE PROFILE SOCIO-EONOMIC & Kimara Terminal Commercial Suburb. Strong retail growth potential Korogwe Not a well developed area Bucha Baruti Kona Not a well developed area. Retail investment could stimulate the vicinity Kibo Strong all round potential and node can work for mixed use Ubungo Maji schemes or specific stand alone asset classes Ubungo Terminal Emerging all round potential and node can work for mixed ENVIRONMENT Shekilango use schemes or specific stand alone asset classes NATURAL Urafiki Suitable area for industrial investment Tip Top Manzese Not a well developed area Argentina Kagera Ideally placed for residential investment but Usalama URBAN PLANNING various other asset classes can work Mwembechai Emerging all round potential and node can work for mixed Magomeni Hospital use schemes or specific stand alone asset classes Morocco Hotel Mkwajuni Only suited to residential investment or informal early stage retail Mwanamboka Kinondoni Strong all round potential and node can work for mixed use Morocco Terminal schemes or specific stand alone asset classes TRANSPORT Magomeni Mapipa Only suited to residential investment or informal early stage retail Jangwani Fire Station Retail or Residential asset classes should be viable DIT Commercially led zone complemented to a less Kisutu extent by high rise residential assets City Council Business hub so commercial zone only - Govt relocation Posta ya Zamani to Dodoma supresses growth opportunities INFRASTRUCTURE Commercially led zone with emerging retail opportunity Kivukoni Terminal given views, port vicinity, ferry etc Msimbazi Police SME trading area so retail and informal commercial feature heavily Gerezani Terminal Table 2.1.17 Summary table of area character, by station area, along line 1 of the BRT 94 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Real Estate Potential Land Use by Station: BRT Phase 1 Corridor Residential Commercial Retail Industrial Korogwe Kibo Baruti Ubungo Terminal Kimara Terminal Bucha Kona Urafiki Ubungo Maji Manzese Residential Shekilango Commercial TIp Top Argentina Retail Industrial Real Estate Potential by Land use Along BRT Line 1 Land Uses Potential Residential Strong Commercial Medium Retail Weak Industrial None Figure 2.1.47 Real Estate Potential Land Use by Station: BRT Phase 1 Corridor - (CoLab) Volume 2 / Part 1 95 1.3 REAL ESTATE PROFILE SOCIO-EONOMIC & Re Co sid mm en tia erc Ind l Re ial us tai tria l l Morocco Terminal ENVIRONMENT NATURAL Kinondoni Mwanamboka Mkwajuni Mwembechai URBAN PLANNING Kagera Kanisani Usalama a Magomeni Hospital Fire Magomeni Mapipa Jangwani Posta ya Kivukoni Zamani Terminal DIT Kisutu TRANSPORT Msimbazi Police City Council Gerezani Terminal Residential Commercial Retail INFRASTRUCTURE Industrial N 250m 1km 0 500m 2km 96 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Development & Investor Appetite Construction Market Data Table 2.1.18 summarises the characteristics of the The first REIT in Tanzania is Watumishi Dar es Salaam Real Estate Market. The relatively Housing Company Real Estate Investment low yields from investing in residential property are Company (WHC-REIT). REITs could provide consistent with market commentary about a strong the ideal platform for investors to participate in market fuelled by growing demand and increasing transport-related developments. availability of mortgages, falling interest rates and We have been able to examine the valuation data rising borrowing. Even the relatively high yields for collated for rating (property taxation) purposes commercial property indicate a robust investment across the city in 2012 and 2016. It is clear from market when the average rate of inflation is taken this data that there has been significant growth in into account. some areas whist others have stagnated or values Commercial property investment has been have fallen. underpinned by public sector investment. Whilst the quality of the data is not such that we The National Housing Corporation is directly can undertake rigorous statistical analysis, we involved in not just the provision of housing have been able to distribute it at ward level to see but ambitious mixed-use developments in if there is any discernible relationship between Dar es Salaam. Pension funds continue to the development of the BRT and any uplift in be active in developing office schemes in the property values. City Centre. Overseas investment appetite has been more cautious. We illustrate below using commercial and residential data patterns of growth around the BRT Whilst the Chinese appear to be willing to line and the wider city. There appears to be no invest in some developments, particularly in clear relationship between the development of this the industrial sector high yields have not been line and enhanced residential values. The outer enough to attract significant overseas investment. end of the line showing little or no growth. High transaction costs and uncertainty over future legislation relating to property appear to be deterring investors. Perhaps the biggest breakthrough in the investment market was new legislation in 2015 allowing the formation of Real Estate Investment Trusts (REITs). Commonly used in Europe and North America these vehicles allow for tax-efficient and liquid investment in property. Residential Office Retail Industrial Market size - Average number 20 15 0.75 2 of Projects Completed Land prices per hectare ($US) 4,000,000 5,000,000 3,500,000 2,500,000 Land prices per Acre ($US) 1,600,000 2,000,000 1,400,000 1,000,000 Rents/m² ($US) 6,000* 22 30 5 Yields 6% 9% 10% 10% Construction costs/m² 650 800 800 500 *4 bedroom Executive House in prime location 15% Inflation over the past 10 years Table 2.1.18 Overview Development and Construction Data for Dar, 10 year trends - (Pangani Real Estate) Volume 2 / Part 1 97 1.3 Real Estate Development Programmes REAL ESTATE PROFILE SOCIO-EONOMIC & National Housing Corporation NHC Past Performance The bulk of residential property development in Whilst the NHC is perceived by most as a quality Dar es Salaam, is undertaken by the National developer, there is a perception that the majority of Housing Corporation (NHC), six or seven main their housing units come through acquisition, whilst pension funds, or combinations thereof. it could have asserted itself as a developer more. There have been some accusations of corruption The NHC has existed since 1990, under the within the corporation, but it remains the dominant auspices of the Ministry of Lands, Housing and developer for Tanzania. Settlements Development, though had two previous forms with slightly different mandates, as far back as 1961. ENVIRONMENT Government Expectations of the NHC NATURAL The NHC is mandated to undertake the following: In the current strategic plan period, the government • Planning, Design and Consulting, related to has made it clear to the NHC that they are property development (residential or otherwise) to engage in the planning, development and construction of more new housing units, balancing • Construction of property for sale, or for their portfolio to include more new units, and not government “approved schemes” (residential, just those it had acquired. business, industrial or other purposes) The NHC has also been involved in the • The management, rental and maintenance of development of more mortgage products, made URBAN PLANNING property it has built, or which has been acquired possible through the 2008 Mortgage Financing by government agencies (Special Provisions) Act. The NHC produces a 5 year plan which must be The government has placed additional emphasis approved by Parliament. on that which the NHC already attempts to do, which is to create more housing for those of the lowest economic class, including public sector Property Market1 employees, by leveraging its high value properties The most important factor of the property market in prominent locations, and by partnering in Public in Tanzania is the housing deficit, according Private Partnerships (PPP) to undertaken large to the NHC. In 2015, it sat at 3 million housing scale investments (whilst ensuring that the public interests and investments are secure). TRANSPORT units, with growth of about 200,000 units per year (Bishota, 2015). These are national level numbers, In relation to the BRT Line 1, the NHC is the and will be worse in urban areas, as Tanzania has developer behind the projects currently under urbanised significantly in the last decades. construction around the Morocco Terminal of the Most importantly, there is next to no privately Line 1 spur. This is known as Morocco Place, and developed housing in the low or middle class will contain commercial offices, a shopping centre, ends of the market. A scarcity of mortgage and a cinema. finance options also means that 99% of housing construction is self-funded, with housing being built INFRASTRUCTURE incrementally in 5-10 years per dwelling, rather than a more standard 9-12 months. 98 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Watsumishi Housing Company One pionerring PPP joint venture, is the Watumishi The WHC is developing different types of housing Housing Company. A collaboration between six from single family homes, to apartment blocks. pension funds and led by the National Housing At Magomeni, they have been part of an early Corporation, this is a Real Estate Investment Trust Transit-Oriented Development scheme. (REIT), formed in 2013. They have built two 15 storey apartment blocks, on The bulk of their work to date has been to develop the Morogoro road, right alongside a BRT station housing for government employees, in 11 regions. (see the sales images below). The NHC and the following six pension funds are These are 2 and 3 bedroom units (60 and 85 m² the shareholders: respectively), available with mortgages, and are • The National Social Security Fund (NSSF) selling well according to Pangani Real Estate. At Bunju (Mabwepande), the WHC is developing • PPF Pension Fund single family homes, comprising 2-3 bedrooms, • Public Service Pension Fund (PSPF) in 60, 85 and 115 m² layouts, also available to government employees via mortgages. • LAPF Pension Fund These are also illustrated below. • GEPF Retirements Benefits Fund • National Health Insurance Fund In Dar es Salaam, the WHC had at least three current projects at the time of printing, which summed to around 700 housing units, in Kigamboni, Bunju, and Magomeni Usalama. Countrywide, the WHC has collaborated with five major banks in Tanzania, to develop mortgage products, thus far for government workers only, with repayment periods of 25 years, and rates between 11% and 13%. For reference, current mortgage rates can be almost double these rates. Houses (Bunju) Flats (Magomeni) Volume 2 / Part 1 99 1.3 Real Estate Investment Trusts Government PPP Nodes REAL ESTATE PROFILE SOCIO-EONOMIC & Real Estate Investment Trusts (REITs) are regulated Public Private Partnerships (PPP) are not investment vehicles that allow large or small new in Tanzania, however they are still not investors to participate in real estate investment. common practice. Good examples in the rail, The advantages REITs bring include: telecoms and ports sectors exist from about 2000 onwards, but the bulk of PPP projects have • Improved liquidity - units in the trust are easier to been much more recent. PPP projects in property buy and sell than property, where transactions development in particular, have only begun to take can take long periods of time and can be costly place much more in very recent years. • Small lot sizes – individuals can invest relatively In 2009, the Government adopted the PPPP small amounts of money in high-quality property (Public Private Partnership Policy), which formed ENVIRONMENT investments, widening the investor base. the basis of the organisation of two “PPP Nodes”, NATURAL divided by the relative scale of the projects they • Tax efficiency – REITs allow investors to were to deal with. For Dar es Salaam, projects participate in real estate investments without moving forward using a PPP Framework would having to incur the various taxes relating to be managed by one of these two nodes on the property transactions. following basis: REITs are a well-established form of investment North America, United Kingdom and parts of • Projects under $US 70 Million Europe, Asia and Australasia. In Africa REITs have City-level PPP node gradually been adopted; Ghana (1994), Nigeria • Projects above $US 70 Million URBAN PLANNING (2007), South Africa (2013), Kenya (2013), and National-Level PPP node Tanzania (2014). These nodes are both supported by donor REITs require specific legalisation to be enacted funding as well as central Government budgets. and can have a large variety of structures The World Bank, for example, helps the recently depending on the local legal framework and formed PPP nodes with managing the pipeline of tax regime. projects which could be brought forward through Investors can be reluctant to invest in REITs when: PPP arrangements, getting them ready for RFP (Request for Proposals) stage, with capacity • There is a lack of confidence in regulation building and training for those involved. • There is a lack of confidence in fair and open DFID, the UK’s Department for International TRANSPORT valuations and shortage of comparable Development, also has funding available which is evidence used to fund feasibility studies, and transactional advice with regards to potential PPP projects. • There is a perceived conflict of interest between Their money for these purposes is held in a trust valuers and property managers fund called the PPP Facilitation Fund, which is • There are alternative forms of indirect outlined below.. property investments; listed property companies, pensions funds and insurance companies, in which the investor can have INFRASTRUCTURE more confidence. 100 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Current PPP Node Projects in Dar es Salaam Pipeline WB and DFID monies and contributions-in-kind Ongoing Projects focus on the capacity building to get projects At present, in the smaller PPP node (projects with a from vision to securing investment by proving total value of less than $US 70 million ) there are: market viability. LGA (Local Government Agencies) and Municipal Councils are meant to provide • 14 projects outside of Dar es Salaam ready to support from their budgets and from their go to RFP stage human resource allocations with regards to the compulsory purchasing of land, funding • 8 projects inside Dar es Salaam, ready to go to relocations, environmental impact assessments RFP stage, with one project, the Ubungo Bus and rights of way studies/management. Terminal development, at Concept Note stge. However, it is worth noting that this list might The trust fund for financing the PPP nodes’ work change, as the PPP node is looking to get this comes through what is called the PPP Facilitation shortlist up to 10-14 projects before issuing Fund - structured like a trust fund. It has the RFPs simultaneously. authority to provide funding to fill gaps, provide training, and monies for project development. We obtained this list of the 9 Dar es Salaam As alluded to above, money into the PPP projects referred to above, from the World Bank Facilitation Fund comes from Central Government Dar es Salaam Office, and they are classified in budget allocation and donor funding. Table 2.1.19, by the Municipal Council dealing with them: The Project Implementation Unit (PIU) of central government does a lot of work with the PPP Node, closely, on PPP projects. They are currently in Dodoma, but we are told by the World Bank that a contingent of their staff will be moving to Dar es Salaam to focus specifically on Dar es Salaam PPP projects, and working directly with the World Bank Urban Team. Responsible Municipal Council Project Name Bus Terminal Boko Dawasa Dar City Council Ubungo Bus Terminal (TOD) Abattoir Vingunguti Ilala Buguruni Market Ilala Market Bus Terminal Mbagala Temeke Market Sterio Msasani Fish Market Kinondoni Slaughter House Table 2.1.19 Projects in the PPP pipeline in Dar es Salaam (pre Concept Note stage) - (World Bank, interview) Volume 2 / Part 1 101 1.3 Setting up Businesses or Investing in Dar es Salaam REAL ESTATE PROFILE SOCIO-EONOMIC & Tanzania Investment Centre 1 With regards to the growth and development of Foreign investment still remains dominated other types of land uses (non-residential), there are by Chinese investors. Chinese investment a comprehensive set of tax and trade incentives. over the past decade has been focussed most in hotels, manufacturing and transport. The Tanzania Investment Centre, located in the Manufacturing, the largest sector of Chinese CBD of Dar es Salaam, exists as a “one stop investment, has largely been around the shop” to make the setting up and registration manufacturing of building materials – both for the of businesses, obtaining of different required local construction materials supply chain, as well certifications and business ID numbers, and as for export. acquiring of incentives packages easier. ENVIRONMENT Our project team met with three officials Government investment in the construction supply NATURAL at the TIC in early 2017 and obtained the chain is not as common as it used to be, but following information. there are a few incentives available at present, particularly if one is exporting product, in which The TIC deals with investments and projects case the product is zero-rated in terms of the relating to agriculture, industry, manufacturing, national 18% VAT (Value Added Tax). construction, commercial buildings, information technology and transport. Mining goes through its Previously, investors setting up new businesses own ministry, and residential property investment is benefited from a 5 year income tax holiday at often channelled through the Ministry of Lands, or the outset of their venture, but this is no onger URBAN PLANNING on through its National Housing Corporation (see the case. What happens now is rather a set of previous section). incentives consisting of relief from different taxes to different extents, with the TIC existing to take new The sectors which the TIC sees the most interest in business owners through these, and help them at present are industry, manufacturing and hotels. obtain the relevant incentives certificates to ensure Investment in Dar es Salaam is from both locals they benefit. and foreign entities. Taxes are paid quarterly, in March, June, Since the election of President John Magufuli in September and December. Corporation tax is October of 2015, the level of foreign investment 30% on net profit (after the deduction of capital has dipped somewhat, but is now recovering. investment), and a number of withholding taxes This was seen as a market reaction to a change also exist, such as 10% on interest on loans and in the government, as investors waited to see TRANSPORT dividends, as well as rental income. how some of the policy changes and adjustments to ministry staffing and structures panned out. If a project is registered on the Dar es Salaam There were also changes to the investment and tax Stock Exchange however, for 3 years running, there incentives available. are additional deductions available, such as the aforementioned corporation tax being lowered to 25%, and the withholding taxes to 5%. Projects to do with Health, Agriculture and Education, are allowed to carry losses forward indefinitely, as they are deemed INFRASTRUCTURE fundamental needs. Whilst businesses used to be able to carry forward losses indefinitely, now charges start after 3 years, and are 0.3% on the gross annual turnover. 1  The information in this section was obtained by CoLab by a meeting with TIC, in Dar es Salaam, in January 2017. 102 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 The Influence of the BRT on Land Value Land Value Capture (LVC) is a catch-all term Key factors to consider when developing an to describe a range of mechanisms used to approach are: recoup the cost of investing in infrastructure from the enhanced future value of land and assets. • How easy is it to measure any uplift in value? In the 19th Century British and American investors • What powers of site assembly / planning zoning built railways and benefited from the development does the government or local government have? of London’s suburbs and the American railway towns. • How certain of returns can the private sector be when invited invest in infrastructure? In more recent times, in the 1970s Hong Kong pioneered the use of extensive government powers • What is the best way to apportion risks and to assemble sites and use the development value rewards between private and public sectors? of those sites to pay for the development of the new underground. Complex approaches to LVC try and capture value at various stages in the development There is potential in Dar es Salaam for a relatively process and my involve multiple stakeholders. simple system of land value capture. The public Simple approaches include the Hong Kong sector already taxes on developments and model where the government grants development levies rates on occupiers. Efficient taxation of the rights to the metro company MTR in which it has development profits and enhanced value of assets a majority shareholding. The land is sold at the where infrastructure investments have been made pre-development value. will, in its self, be a form of land value capture. This approach, however, depends on an efficient The MTR uses development profits to fund infrastructure and the government shares in Since then there have been myriad approaches to any dividends. It may be simply enough to focus how exactly to capture the value. on increased property tax revenues without changing anything. The metro in Toronto was found to increase tax assessments by 45% downtown and 107% near suburban stations, compared with a 25% increase elsewhere, while values of office space adjacent to the station were, average, 30% higher than in the city as a whole (World Economic Forum, 2014). Land / Asset The large range of possible land value capture Value approaches are summarised in Figure 2.1.48, and we also examine a range of benchmark approaches in later sections of this document. Time Figure 2.1.48 Land Value Capture - The Concept - (CoLab) Volume 2 / Part 1 103 1.3 One-Time Charges on Land Value Gains REAL ESTATE PROFILE SOCIO-EONOMIC & Land value tax (LVT) is a simple technique designed to recapture the value created by the provision of public services. LVT is assessment of Land Value land value rather than property value and focuses on landowners. It can Taxation discriminate against the beneficiary of the tax – that is, the tax can, for instance, be directed only towards a specific group of landowners. A betterment tax (‘benefit assessment’ or ‘betterment levy’), is used to provide funds to cover infrastructure investment costs by means of a one-time tax or charge on the land value gain; it is targeted at the beneficiaries of increased Betterment accessibility, reduced congestion and pollution, as well as those provided with Tax a new public amenity or lower transport costs. Betterment tax is seen as an ENVIRONMENT equitable and efficient levy, and can be used for urban transport/sidewalks, parks NATURAL and water/wastewater sector. It recovers the added value on private land assets accruing to property owners positively affected by the infrastructure investment. Project-related Publicly-owned land whose value has been enhanced by zoning Land Sales procedures or by infrastructure investment can be sold. Negotiated exactions require developers to contribute, including, if needed, by giving up part of their land or facilities in return for greater off-site benefits, such as better transport provided by the public sector. The costs to the developer are URBAN PLANNING Negotiated upfront, by either providing land or making a payment to be used for infrastructure Exactions serving the development. Furthermore, land can be used by the companies as collateral for construction loans. Once the investment is financed, the development company can repay its debt by selling land after its value has been enhanced. These are one-time charges applied by a local government to an applicant Development in connection with approval of a development project to finance a portion Impact Fees of the cost of public facilities related to the development project. (DIF) An example of this is the requirement of a shopping mall developer to pay for the cost of road improvements to better access the new retail activity. TRANSPORT Joint development, a form of public-private partnership (PPP), is a mechanism of cooperation and cost sharing between public and private operators or developers. Its advantage is that one need not identify direct and indirect impacts of the transport investment – as with betterment tax or tax increment financing Joint (see below) – since there is cooperation between the public agency and private Development developers who share construction costs. JD promotes efficiency and equity among participants, creating a win-win situation when properly structured. Private (JD) developers benefit from better accessibility and more potential customers, and the public sector benefits through the sharing of construction costs while also INFRASTRUCTURE securing increased demand for the transport infrastructure. It is the most easily applicable instrument – for example, within a PPP agreement – because it is technically straightforward to implement within the structure of a PPP contract. Table 2.1.20 Land Value Capture - Approaches 104 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Long-Term Revenue Sources 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 to the new Tax Increment development and escrowed into a separate account from general Financing (TIF) fund 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. Furthermore, 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. This approach is similar to TIF except that tax rates are increased and are typically applied only in defined districts that will benefit from the transit investment. Special assessments for urban transit are being Special or benefit used to channel revenues from property tax rate increases to fund Assessment transit construction, operations or related infrastructure improvements. Districts In the US, the districts are being set up in both 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) are a form of value capture that involves the establishment of development rights above the previously permitted land use controls (e.g. increased floor area ratios of buildings), or in some cases below Air Rights a new transportation facility (e.g. selling rights to build a shopping area below a rail station). These further developments are expected to lead to increases in land value, which can be captured and used to fund infrastructure investment. In TUF, a transportation improvement is treated as a utility (water, Transportation electricity) and is paid for by a user fee. Rather than establish a Utility Fees (TUF) fee with respect to the value of the property, the fee is estimated on the number of trips that property would generate. Table 2.1.21 Land Value Capture - approaches (continued) Volume 2 / Part 1 105 1.3 The BRT corridors provide an opportunity to manage the existing trend towards commercial and “In essence, the planning policy on affordable housing and other REAL ESTATE PROFILE residential development away from the city centre. SOCIO-EONOMIC & Carefully planned mixed-use development sites developer contributions consistently on the corridor would not only meet the growing fails to be enforced due to the demand for development and investment information asymmetry between opportunities but also provide government with the local planning authority and an opportunity to share in the uplift in land values. the developers. At the heart of the Studies in London have shown the levels of problem lies the process of viability land value uplift from new public transport and assessment, which determines the the opportunity to capture future value. One of level of affordable housing provision the reasons there is so much data available in and other contributions that the London is that the government’s Valuation Office, developer can afford to make without like the municipalities Tanzania holds accurate making their development unviable. ENVIRONMENT valuation data. NATURAL The Guardian article highlighted Land Value Capture has been criticised; that these viability assessments are Transport for London’s Land Value Capture Final treated as commercially confidential Report February 2017 gives a good account of by the developers and are not usually the pros and cons for the systems of Land Value shared with the local politicians and Capture used in the UK. The report summarises the general public. While the local the weaknesses of the current system as described authority’s planning officers can in the Guardian in 2015 gain access to the assessments, they often lack the information URBAN PLANNING and resources to challenge the viability figures effectively.” TRANSPORT INFRASTRUCTURE Figure 2.1.49 London property price premiums in relation to tube stations - (TFL 2017) 106 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Authors / Transport Corrections Year City Strategy Dependence? Result Type for Spatial Identification 1.3% for every additional Rodriguez Bogotá Hedonic Price minute of walking time and Targa BRT Yes Colombia Function US$ 439 - $653 / 0.1 (2004) km closer - the station Increase of 1 km Mendieta Bogotá, Hedonic Price from the metro and Perdomo BRT Yes Colombia Function results in a 7>8% Calva (2007) decrease in price. Perdomo Propensity A property within 0.5 Bogotá, Calva etal. BRT Score No km had a 5.8>17% Colombia (2007) Matching price premium • Hedonic Price Rodriguez Bogotá, Function and Mojica BRT Yes Inconclusive Colombia • Before/After (2008, 2009) with a Control Hedonic Price Function, Munoz Raskin Bogotá, BRT Pooled OLS No Inconclusive (2010) Colombia with Year Dummies Cervero Los Hedonic Price Negative capitalization and Duncan Angeles, BRT No Function for residential areas. (2002) USA Seoul, A property within Cervero and Hedonic Price South BRT No 120 m had a 5 - 10% Kang (2009) Function Korea price premium High Anderson Tainan, Hedonic Price Negligible or Speed No et al. (2010) Taiwan Function no Property Rail • A property within 0.5 km had a 3% price premium versus a Wang (2010) Hedonic Price Shanghai, Metro, property more than Wang and No China Line 8 Function 4 km from a metro. Wang (2008) • A property between 0.5 - 1 km had a 1.3% price premium. • Hedonic Price Bus interchanges within Sue and • Function Metro, 0.3 km increase prices Wong Singapore • Regression No Bus • Discontinuity by 4 - 9%, Positive (2010) • Design impact from metro Table 2.1.22 Land Value Capture - Literature Review Volume 2 / Part 1 107 1.3 Authors / Transport Corrections Year City Strategy Dependence? Result REAL ESTATE PROFILE Type for Spatial SOCIO-EONOMIC & Identification A property within Hedonic Price Cervero and walking distance of Hong Functions Murakami Metro No certain stations had Kong on Individual (2009) between 4.7 - 15.7% Stations price premium. A property within Jim and Chen Hong Hedonic Price Metro No 0.5 km had a 4.5% (2009) Kong Function price premium. Increase of 10% in ENVIRONMENT distance from urban NATURAL Hedonic Price subways reduces home Zheng and Beijing, Metro, Function No prices by 0.8 - 1.6%; Kahn (2008) China Bus (pooled cross for suburban subways section) it is 0.1to 0.4% and for bus stations 0.3 - 0.8% Use a weighted Hedonic Price accessibility function, Ding, Beijing, Metro, Function increase of 1 unit Zheng, Guo No URBAN PLANNING China Bus (pooled cross accessibility - urban (2008) section) metros increases property values by 2.4%. Pan and Shanghai, Hedonic Price Zhang Metro No Increase of 1 km China Function (2008) Whilst there is good evidence of the relationship between transport infrastructure and the value “The value capture mechanism that of property (see literature review herewith) and works best for each city will depend on: the impact of new infrastructure on land and TRANSPORT The government’s authority to track the property values. The mechanisms for Land Value value of land and to levy land taxes: Capture in London have been complicated yet at Cities that have this authority can the same time crude. consider implementing tax-based Land value data in other countries has been more value capture strategies, though this a matter of conjecture. However a number of may be politically challenging” studies point to the benefits arising from transport nodes (Salon & Shewmake, 2012). This places Dar es Salaam in a strong position as long as the land value data collated for taxation In Deborah Salon and Sharon Shewmake’s purposes can be relied upon. INFRASTRUCTURE literature review their primary recommendation is: Some of their analysis of the impact of transport on land values is summarised in Table 2.1.22. 108 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 We have been able to examine the valuation data Examining Figure 2.1.50, there appears to be no collated for rating (property taxation) purposes clear relationship between the development of this across the city in 2012 and 2016. It is clear from line and enhanced residential values. The outer this data that there has been significant growth in end of the line showing little or no growth. some areas whist others have stagnated or values Looking at the spatial distribution of maximum have fallen. growth increases in commercial land value, in Whilst the quality of the data is not such that Figure 2.1.51, again there appears to be no we can undertake rigorous statistical analysis clear relationship between the development we have been able to distribute it at ward level of the existing BRT line line and enhanced to see if there is any discernible relationship KUNDUCHI commercial values. The outer end of the line shows between the development of the BRT and any little to no growth. 514000 E 516000 E 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E 538000 E 540000 E 542000 E WAZO uplift in property values. We illustrate below using 515000 E 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E 539000 E 541000 E 543000 E commercial and residential data patterns of growth around the BRT line and the wider city. MBEZI JUU KAWE GOBA DISCLAIMERS Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative aerial and digital sources and whilst Broadway Malyan Limited used reasonable skill and care in the creation of this information, MAKONGO we cannot accept any responsibility for any errors, omissions, MSASANI positional or general accuracy and completeness of the data MIKOCHENI or any information contained therein. There are no warranties, particular purpose, accompanying this drawing. No assumption KIJITONYAMA of responsibility is accepted by Broadway Malyan Limited and 545000 E no reliance may be placed on this information by the client or UBUNGO SINZA any third parties. This information is supplied to you for indicative MWANANYAMALA KINONDONI SARANGA MAKUMBUSHO topographical survey. Broadway Malyan accepts no liability for HANANASIFU MANZESE TANDALE any losses or damages, including incidental or consequential damages, resulting from the use of the material. NDUGUMBI ANI KIMARA MAGOMENI UPANGA LEGEND MAKUBURI MABIBO MAKURUMLA UPANGA MAGHARIBI MASHARIKI KIVUKONI MBURAHATI MZIMUNI General KISUTU JANGWANI KIGOGO MCHIKICHINI KARIAKOO Phase 01 BRT Stations KIMANGA MCHAFUKOGE GEREZANI TABATA ILALA KIGAMBONI Municipality Boundaries BUGURUNI KEKO TUNGI Railway KURASINI KINYEREZI SEGEREA CHANG’OMBE KAWE Ward name, no data at present VINGUNGUTI KAWE Ward name TEMEKE MIBURANI SANDALI KIWALANI Growth Rates (%) - Residential Land VIJIBWENI MJIMWEMA TANDIKA 515% - 656% KIPAWA KILAKALA MTONI AZIMIO GONGOLAMBOTO 374% - 515% UKONGA YOMBO VITUKA MAKANGARAWE 232% - 374% KIJICHI KIBADA 91% - 232% BUZA PUGU MBAGALA -50% - 91% KIBURUGWA MBAGALA KUU KITUNDA NO DATA Figure 2.1.50 Maximum Recommended residential growth rates for land values for 2016 - (Government valuations for rates, PO-RALG) Plan Area KISAR MAJOHE KIVULE CHARAMBE TOANGOMA CHAMAZI MIANZINI Volume 2 / Part 1 109 1.3 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT KUNDUCHI NATURAL 514000 E 516000 E 518000 E 520000 E 522000 E 524000 E 526000 E 528000 E 530000 E 532000 E 534000 E 536000 E 538000 E 540000 E 542000 E WAZO 513000 E 515000 E 517000 E 519000 E 521000 E 523000 E 525000 E 527000 E 529000 E 531000 E 533000 E 535000 E 537000 E 539000 E 541000 E MBEZI JUU KAWE DISCLAIMERS GOBA Contractors are not to scale dimensions from this drawing URBAN PLANNING The information on this drawing was derived from indicative aerial and digital sources and whilst Broadway Malyan Limited used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness MAKONGO of the data or any information contained therein. There are no warranties, MSASANI expressed or implied, including the warranty of fitness for a MIKOCHENI particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and 545000 E no reliance may be placed on this information by the client or KIJITONYAMA any third parties. This information is supplied to you for indicative purposes only and must be verified by the use of a full measured UBUNGO SINZA topographical survey. Broadway Malyan accepts no liability for MWANANYAMALA KINONDONI losses or damages, including incidental or consequential any SARANGA MAKUMBUSHO damages, resulting from the use of the material. TANDALE HANANASIFU MANZESE MSIGANI LEGEND NDUGUMBI MAGOMENI KIMARA UPANGA MAKURUMLA MASHARIKI General UPANGA TRANSPORT MAKUBURI MABIBO MAGHARIBI KIVUKONI MBURAHATI MZIMUNI Phase 01 BRT Stations KIGOGO JANGWANI KISUTU MCHIKICHINI KARIAKOO Municipality Boundaries KIMANGA GEREZANI MCHAFUKOGE TABATA ILALA KIGAMBONI Railway BUGURUNI KEKO TUNGI KAWE Ward name, no data at present KURASINI KINYEREZI SEGEREA CHANG’OMBE KAWE Ward name VINGUNGUTI TEMEKE MIBURANI Growth Rates (%) - Commercial Land SANDALI KIWALANI VIJIBWENI 538% - 656% MJIMWEMA INFRASTRUCTURE TANDIKA MTONI 421% - 538% KIPAWA KILAKALA AZIMIO UKONGA 303% - 421% GONGOLAMBOTO YOMBO VITUKA MAKANGARAWE 185% - 303% KIJICHI KIBADA BUZA PUGU 68% - 185% MBAGALA -50% - 68% KIBURUGWA MBAGALA KUU Recommended Plan Area KITUNDA NO DATA Figure 2.1.51 Maximum commercial growth rates for land values for 2016 - (Government valuations for rates, PO-RALG) MAJOHE KIVULE CHARAMBE TOANGOMA CHAMAZI MIANZINI 110 Volume 2 / Part 1 - Baseline Assessment & Diagnosis of BRT Corridor 1.3 Citations • ADBG, OECD & UNDP . 2017. Sustainable Cities • Njini, Feliz. April 11,2017. East Africa’s Credit and Structural Transformation Slowdown Threatens Economic Expansion. Bloomberg. • African Development Bank. 2014. East Africa’s Manufacturing Sector. ADB. • OECD. May 2016. African Economic Outlook 2016 (online) • Bishota, M. 2015. Housing Study Tanzania - Dar Es Salaam. Shelter Afrique & Urban • Reuters Staff. March 11,2017. Tanzania central Solutions. bank asks commercial banks to cut lending rates. Reuters online • Collier, Paul & Jones, Patricia. 2014 Transforming Dar es Salaam into a city that • Reuters Staff. March 22,2017. Tanzania Central works. University of Oxford Bank cuts reserve ratio to 8 pct. Reuters Online • Dar Property. 2016. Real Estate Infometrics • Salon, Deborah & Shewmake, Sharon. 2012. Report 2016 (online) Opportunities for value capture to fund public transport: A comprehensive review of the • Elinaza, Abduel. November 1,2016. Tanzania: literature with a focus on East Asia. ADB & ITDP. Banks Suffer As Are Weaned Off Government Deposits. Tanzania Daily News. • Stefan Magdalinski, Cape Town, South Africa, https://commons.wikimedia.org/wiki/File:Dar_ • Jones Lang LaSalle. 2016. Dar es Salaam City es_Salaam_Market.jpg Report (online) • Sunbird Construction and Support Services. • Knight Frank. 2017. Africa Report 2017 (online) 2017. Tanzania Market Report 2017 • Kumar, Ajay & Barrett, Fanny. 2008. African • Tanzania Mortgage Refinance Company. 2016. Cities: Opening Doors to the World. World Bank Tanzania Mortgage Market Update & UKAID • TanzaniaInvest.com. August 18,2017. Bank of • Materu, Beatrice. June 29,2017. Tanzania Tanzania Cut Discount Rate to 9%. (online) reports a $637m trade surplus in 2017. The East African • UN Habitat Regional & Technical Cooperation Division. 2009. Tanzania: Dar es Salaam City • Mirondo, Rosemary. June 19,2017. Tanzania: Profile. UN Habitat Personal Loans Fall As Banks Cut Credit to Private Sector. The Citizen. • Van der Zee, Bibi. June 26,2017. Tanzania presses on with hydroelectric dam on vast • National Bureau of Statistics & Ministry game reserve. The Guardian of Finance. October 2016. Formal Sector Employment and Earnings Survey 2015. NBS, • Wenban-Smith, Hugh. 2014 Urbanisation in Tanzania Tanzania. International Growth Forum. • National Bureau of Statistics. 2014. Basic • World Bank. 2016. Dar es Salaam Household Demographic & Socio-Economic Profile. NBS, Survey: Measuring Living Standards within Cities Tanzania • World Bank. April 2017. Tanzanian Economic • National Bureau of Statistics. 2015. Literacy & Update – Money Within Reach, Extended Education Monograph (Census 2012), NBS Financial Inclusion on Tanzania • National Bureau of Statistics. 2016. Housing • World Economic Forum. 2014. Accelerating Condition, Housing Amenities and Assets Infrastructure Delivery New Evidence from Monograph (Census 2012), NBS International Financial Institutions. WEF Online SOCIO-EONOMIC & NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE REAL ESTATE PROFILE ENVIRONMENT 111 1.3 Volume 2 / Part 1 112 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor  Volume 2 / Part 2 113  REAL ESTATE PROFILE SOCIO-EONOMIC & Volume 2 Part 02 ENVIRONMENT NATURAL URBAN PLANNING Natural Environment This section reviews the ecological structure associated with the Phase 1 corridor and highlights constraints, issues, risks, sensitivities and considerations to be noted when redeveloping the corridor, as a basis for TRANSPORT the more detailed strategies and recommendations prepared in Stage 2 INFRASTRUCTURE 114 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.1 Introduction & Summary of Key Findings Introduction Recommendations Dar es Salaam has been endowed with significant • The development of a Strategic environmental resources and spectacular Environmental Assessment (SEA) within the coastal biodiversity. However, as with most Phase 1 BRT corridor to delineate areas that Sub-Saharan African metropolitan cities, these are suitable and not suitable for development. environmental resources have come under This has to be tied to the Dar es Salaam City tremendous pressure as a result of rapid Master Plan in order for local planners and urbanisation and a lack of integrated urban decision makers to better enforce the protection environmental planning and management. of Dar es Salaam’s natural resources. The main issues that have been identified within • Commissioning a comprehensive flood the Phase 1 Corridor and immediate surroundings line study to determine areas of high risk include the following: where development is not to be allowed. • Uninhabited sprawl of informal settlements This has to be tied to the relevant legislation which encroaches on watercourses and open and Dar es Salaam Master plan to provide spaces, especially along rivers and water authorities with the necessarily mandate courses within the Phase 1 Corridor to mitigate risk to people, property and the environment. • Inadequate sanitation bulk infrastructure which pollute groundwater, rivers and water bodies • Considering the presence of multiple rivers and water courses within the Phase 1 BRT Corridor • Unregulated exploitation of critically endangered (see map 2.4.1), rehabilitating and protecting coastal resources these urban rivers and watercourses (Msimbazi, Sinza and Ubungo Rivers) is vital. • Unregulated exploitation of forest areas for This can be done through the creation of a domestic use and the resultant erosion as a policy that governs urban development along result from vegetation removal urban rivers within the Phase 1 BRT Corridor. • Significant formal and informal development An example of general best practise guidelines within flood risk areas which holds a significant in terms of development setback in a risk to environmental resources as well as Sub-Saharan African context is provided on the human life and property following page. • Impacts of climate change affecting water • The development of a comprehensive security and agricultural production. water and sanitation master plan to identify areas of specific risk and to put strategies in place to prevent further contamination of water resources. • Comprehensive city wide strategy for the management of coastal resources and significant investment in monitoring, evaluation and permitting. • Development of a city wide climate change adaption and mitigation strategy to put in place measures to ensure the sustainability of water resources and agricultural production. Volume 2 / Part 2 115 2.1 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Example of Natural Landscape in Dar es Salaam (Source: Broadway Malyan 2017) 116 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.1 Figure 2.2.1 and Table 2.2.1 illustrates and It is important to note that these guidelines are expands, respectively, on generic setback zones not rigid and must be applied and adapted to the that can be applied to development along rivers specific context of the Phase 1 BRT corridor after and water courses within the Urban Sub-Saharan the completion of a comprehensive corridor wide African context. Flood Line study and Strategic Environmental Assessment (SEA). These recommendation are especially pertinent for the development of the Phase 1 BRT Corridor given the amount of rivers, watercourses and flood risk areas that exist within the corridor. (Figure 2.2.5 on page 125) Figure 2.2.1 General Best Practice Setback Zones for Development Along Rivers and Watercourse Volume 2 / Part 2 117 2.1 The Active Channel The Riverbank Zone The Zone of Integration REAL ESTATE PROFILE • 5m measured inland from • Depends on width of river. • 50m – 100m depending on SOCIO-EONOMIC & the end of saturation zone • 1-3m wide river= 15m buffer width of riparian buffer. (includes 1:2 year floodline • The wider the buffer, the • >3m river = 30-50m (approx.1:100 year floodline wider the zone of integration. Width or macro-channel bank • Measured inland from whichever is greatest) the macro-channel bank or 1:100 year flood line, whichever is greatest. • Perennial grasses on steep • Managed forest, reeds and • Promote indigenous slopes, promotes slope grasses. Mix of riparian vegetation. Terrestrial protection and stabilisation. and terrestrial species. species.- • Undisturbed mature forest. • Must be indigenous species • Exposed soils must be ENVIRONMENT • Reeds. Natural riparian – clear alien, invasive and covered by ground cover NATURAL vegetation. opportunistic species or beneficial plants such as Vegetative sustainably managed. vygies (family of Aizoaceae), Target nasturtium, creeping • Exposed soils must be covered by ground vegetables. cover beneficial plants such as vygies (family of Aizoaceae), nasturtium, creeping vegetables. • Very restricted and • Restricted activities (e.g. • Land uses may include: URBAN PLANNING regulated (e.g. flood control, some recreational uses, residential, commercial, footpaths, fishing spot, some stormwater controls, recreational, transport, bird hide, cattle crossing) bike paths, foot paths). education. Must adhere to • Vegetation clearing limited • Recreational areas with land use control activities to identified sites only floodwater attenuation e.g. for mitigating impacts. depressed soccer field. • Must include waste and • Must be permeable pollution minimisation surfacing, silt- activities. trapping activities. • Farming practices must • Constructed wetlands for include silt-trapping, pre-treatment of runoff. erosion protection, minimal tillage, and other soil • Limited farming activities conservation and climate- Allowable in specific identified TRANSPORT smart farming practices. sites. Must comply with uses • Must be permeable climate-smart farming and sustainable land use surfacing, silt-trapping practices – no tillage, use activities, constructed of mulching, and sediment wetlands for pre- trapping. Must include treatment of runoff. flood protection farming e.g. regular vegetation barriers, flood resistant crops e.g. hardy trees. • Use a road, footpath or flood INFRASTRUCTURE berm to demarcate the upper edge of the buffer area. • No formal structures in this area. Table 2.2.1 General Best Practise Development Guidelines within Different River and Watercourse Setback Zones 118 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.2 2.2 Geographic Context Dar es Salaam is situated between the Western The name is translated to “home of peace” Coast of the Indian Ocean and the Pwani Region. from Arabic. After the death of Sultan Majid bin The city stretches from the Mpiji River in the North Said, Dar es Salaam entered a period of decline and beyond the Mzinga River in the South with a and was revived by the German East Africa land area of 1,630.7 km2. Company in the early 1900’s. It is an administrative province consisting of local authorities and Dar es Salaam, which is Tanzania’s largest and administrative districts. Although Dodoma has richest city, previously known as Mzizima, has its gained Capital City status, Dar es Salaam remains origins as a fishing village along the Indian Ocean the location for many central government activities. trade route, in the late 1800’s while under the ruling of Sultan Majid bin Said. Figure 2.2.2 Msimbazi River: River and Tributaries (Source: Dar es Salaam UEP report 2016) Volume 2 / Part 2 119 2.3 REAL ESTATE PROFILE SOCIO-EONOMIC & Climate, Topology & Drainage 2.3 Dar es Salaam is located close to the Equator, Natural Resources and as such it experiences typical tropical Tanzania’s main natural resources are land, rivers, climatic conditions. The average temperature lakes, the ocean and forests. Dar es Salaam has throughout the year averages 29°C. The region coastal forest characteristics but it is a complex ENVIRONMENT experiences its highest temperatures between mixture of land cover types. Dar es Salaam has a NATURAL October and March, with temperatures rising up complex soil combination of clay, sand and loam. to 35°C. The cooler temperatures are experienced This influences the vegetation type within the during May and August, with an average different areas, from small shrubs to grassy plains temperature of 25°C. and forests. As depicted in the fllowing figure, the Dar es Salaam has two rainy seasons, the first main water source is the Msimbazi River as the from March to May and the second from October main river following through Dar es Salaam with to December. These two rainfall seasons contribute the Luhanga River, Ubungo River and Sinza River towards an average annual rainfall of 1,100 mm, feeding into it. which coupled with the lack of adequate city wide URBAN PLANNING The climate is influenced by its altitude, stormwater infrastructure, leads to regular flooding topography, vegetation and the south-westerly within the City. Humidity levels in the region are monsoon winds which results in micro climates in high, ranging between 67% and 96%. certain areas. The climate is influenced by its altitude, Dar es Salaam is located on the eastern coastal topography, vegetation and the south-westerly area of Tanzania. Its topology stretches from monsoon winds which results in micro climates in a coastal lowland around the city centre to certain areas. steep slopes further inland around Pugu and Effects of Climate Change Kisaware hills as shown in the slope map, Figure 2.2.4 on page 123. Tanzania has experienced effects of TRANSPORT climate change over the last thirty years. The slope map shows that Dar es Salaam has a Temperatures have continued to rise and rainfall relatively flat slope, however, high slopes can be trends have shown cyclic variations of wet and dry seen in the West and North-Western part of the city. periods resulting in drought and flooding events . These can be broken up into three zones: Changes in climate has resulted in urban migration Lowlands, Middle Plateau and Uplands. and Dar es Saalam is one of the most affected urban centres. The agricultural sector is a dominant sector that depends on the availability of water and climate change is posing a serious threat to its existence and functionality. Climate change also INFRASTRUCTURE poses a threat to water supply to the city as the river catchments have continued to deteriorate. 120 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.3 The Lowlands The Uplands This area, comprising of the Msimbazi Valley, The Uplands, in the West and North areas, is Jangwani, Mtoni, Africana and Ununio, is characterised by hilly tops with the odd plain characterised by flat plains with the occasional hill and scattered with seasonal streams. Due to the or rock boulders not more the 5m above sea level. climate, the soil is sandy loam but it drains well. The uplands are mostly agricultural areas. The soil is predominantly sand, clay or loam; which results in marsh and swampy areas that has In Dar es Salaam, the Msimbazi River and its poor drainage which raises a risk of flooding in tributaries serves as a channel for water to flow into these areas. Lowland areas are normally prone to the India Ocean drainage zone. The central plateau floods as they have a low elevation and as seen in divides the catchment into a northern and southern Figure 2.2.4 on page 123, there is quite a number drainage system. of streams and rivers that discharge water into the Indian Ocean. Slopes, Contours and Flooding The Middle Plateau The slope of the study area is very gradual from the City Council to the proposed Ubungo BRT The Middle Plateau within the Msimbazi Valley, terminal, being less than 1:6, with the widening consists of gentle slopes, isolated hills and of the river at Jangwani BRT terminal causing rock boulders. There are many steams in the even less sloping. From Ubungo, following the central parts of the region which contributes to BRT corridor in a westerly direction, the slope gets the mixture of clay and sandy soil resulting in a steeper to between 1:4 ►1:6, with sporadic areas moderate drainage. reaching 1:2. Slope Building No. of Classification Type / Use Buildings (Rise : Run) Residential ◄1:6 36,210 Non-Residential ◄1:6 3,929 Residential 1 : 4 ◄► 1 : 6 7,750 Non-Residential 1 : 4 ◄► 1 : 6 424 Residential 1 : 2 ◄► 1 : 4 411 Non-Residential 1 : 2 ◄► 1 : 4 7 TOTAL BUILDINGS AT RISK 48,732 Table 2.2.2 Urban Structure in Dar es Salaam (Fairhust, L, Rowswell, P and Nhleko, L., 2011) Volume 2 / Part 2 121 2.3 REAL ESTATE PROFILE SOCIO-EONOMIC & The contours correlate with the sloping of the study Subsequently, these areas were then area, where wide spread contours can be seen intersected with the building footprint and land on the flat areas from the City Council to Ubungo, use / type in order to identify whether there are also around the rivers, streams and wetlands any specific trends that could be identified. transecting the plain area. The contours become (The results are shown in the Table 2.2.2) narrower from Ubungo onwards as the hilly terrain In this sense, the first notable result is that the sets in. total area, within the Phase 1 BRT corridor, Flooding is a great threat to Dar es Salaam as that is subject to flood risk straddles the coastal region faces the impact of climate approximately 5.37 km2. Furthermore, it is also change in relation to sea level rise. The previously not surprising to note that the slope classification, ENVIRONMENT mentioned flat area is specifically prone to floods of the areas which contains the highest number NATURAL as there is limited terrain diversification to assist of buildings subject to flood risk, falls within a with the necessary water reticulation. 1 : 6 (rise over run) category. In an attempt to better understand the extent With reference to Figure 2.2.5 on page 125, of flood risk within Dar es Salaam and the (Flood Risk Plan) it is clear to see that the areas Phase 1 BRT Corridor, considering the lack of flood of biggest concern, with regards to flooding, line data, a mapping analysis was conducted as within the Phase 1 corridor is the areas to the shown in Figure 2.2.5 on page 125. North and South of the BRT line between Kagera and Jangwani stations. Furthermore, the Eastern This map was produced through merging all of the and Western sides of Kinondoni B station is also URBAN PLANNING existing data on flood areas, wetlands and water highligted as prone to flooding. bodies in order to get an indicative understanding of flood risk. This is consistent with the observations from the slope map (Figure 2.2.4 on page 123), where the majority of the phase 1 BRT corridor straddles a relatively flat area. TRANSPORT INFRASTRUCTURE Figure 2.2.3 Dar es Salaam Elevation Map - (http://www.floodmap.net) 122 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.3 Kimara Terminal Bucha Kibo Resort Baruti Ubungo Maji Ubungo Terminal Shekilango Legend Recommended Plan Area Municipal Boundary Buildings ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network Trunk Regional Slope Degree <1:6 1:4-1:6 1:2-1:4 >1:2 N 0 500m 1 1.5 2km Figure 2.2.4 Slopes - (Aurecon) Volume 2 / Part 2 123 Slopes 2.3 Slop REAL ESTATE PROFILE SOCIO-EONOMIC & Phas N ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa TRANSPORT Jangwani Fire DIT Kisutu Msimbazi Police Kivukoni Terminal City Council Kariakoo Terminal INFRASTRUCTURE Lege R M B ! B  B R Road T R Slope Degre 124 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.3 Kimara Terminal Legend Bucha Kibo Creeks Resort Baruti Ubungo Maji Flood Risk Areas Ubungo Terminal Shekilango Rivers Streams ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network Trunk Regional Land Use Planned Development Unplanned Development Open Space Water River Valley Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km Figure 2.2.5 Flood Areas - (Aurecon) Volume 2 / Part 2 125 Flood Areas 2.3 Floo REAL ESTATE PROFILE SOCIO-EONOMIC & Pha N ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa TRANSPORT Jangwani Fire DIT Kisutu Msimbazi Police Kivukoni Terminal City Council Lege Kariakoo Terminal INFRASTRUCTURE !  Road Land 126 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.4 Biodiversity Status This makes the area specifically prone to floods as The freshwater ecosystems of there is limited terrain diversification to assist with Dar es Salaam include both surface waters the necessary water runoff. It is also not surprising (1,123.087 Ha of rivers and streams) and to note that the vast majority of the buildings, groundwater resources (UEP , 2016). that fall within the flood risk areas, are residential Headwaters of Dar es Salaam’s rivers is in in nature. This is consistent with the limited land good condition, however the continuous availability and high rates of informality which leads built-up settlements and areas of industrial to residents constructing their dwellings on open activities are increasing levels of river and spaces adjacent to rivers and wetlands. environmental contamination. Tanzania is gifted with different natural In this sense, almost all of the land within the ecosystems that harbour a massive wealth of Phase 1 Corridor has been completely transformed biodiversity which contributes significantly to from its natural state and thus there exists no the socio-cultural, economic and environmental significant natural resources or protected areas. value of the country. Tanzania’s biodiversity, as However, there is potential to rehabilitate and mentioned previously, is influenced by several protect the Msimbazi river’s flood plain that runs factors including climate, altitude, anthropogenic across Jangwani and entres the Indian Ocean activity and physical features. The country hosts at the Selander Bridge in Upanga. This area, terrestrial, coastal and marine and inland water if managed well, presents an opportunity for (lakes, rivers, dams and wetlands) ecosystems. significant real estate investment along its Dar es Salaam City Region terrestrial ecosystems boundaries due to the aesthetic nature of the are characterized by four distinct landforms which flood plain. include shore land, limestone coastal plains, inland Dar es Salaam’s coastline is approximately alluvial plains, and deeply dissected hills. 100 km long, reaching from the Mpiji River in Dar es Salaam and its direct surrounds contains the north to Mpakani village in the south, and vast tracts of protected forest reserves which comprises of sandy beaches, rocks, cliffs and include the Pande, Dondwe, Pugu, Vikindu, platforms, coral reefs, mangrove forests, estuaries, Mbudya and Kazimzumbwi Forest Reserve and seagrass-covered lagoons (UNEP , 2016). (UNEP , 2016). Decades of development footprint Dar es Salaam is one of the few cities that hold has resulted in urban landscape of woodland a marine reserve system of islands, coral reefs and coastal shrub lands being fragmented and bays. However, mangrove destruction and and deforested. surges of beach erosion reflect a exhaustion of coastal and marine assets along with severe impacts on climate change. Volume 2 / Part 2 127 2.4 REAL ESTATE PROFILE SOCIO-EONOMIC & Environmental Impacts and Degradation Dar es Salaam has different activity sectors which Consequently external environmental factors, such form a significant part in the development setting of as the two rain seasons and strong winds result in the city. These include: floods, which in turn measure the efficacy and how robust these activity sectors are, moreover how • Natural resources for agricultural production the lack of management and maintenance result • Trade, commerce and industry in an increase in environmental impacts on these different sectors. • Tourism and recreation Furthermore, environmental degradation is caused by various activity sectors. These comprise of the ENVIRONMENT • Housing and urban expansion NATURAL discharge of large quantities of environmental • Transport and communication harmful effluents (both solid and liquid waste) into natural drainage systems by most industries. • Water Deforestation (increase demand for increase • Drainage and sewerage management of charcoal and firewood) due to burning of • Storm water management forest increases bare land and barren land resulting in soil erosions; large portions of • Solid waste management agricultural land being turned into residential neighbourhoods, however poor sanitation is URBAN PLANNING • Liquid waste management detrimental to environment and residents health; The aforementioned are characterised by the informal dumping sites and uncollected garbage adverse consequences that it holds for the produces leaches which aggravates surface natural environmental within the Phase 1 Corridor. water pollution. The extent and spatial location of the main areas Forestry activities may not contribute largely to of concern is spatially illustrated in the summary city’s economy, however its significance lies within of the household survey findings within part 5 of the provision of coal, as coal is the main source this document. However, the general trends can be of energy for domestic purposes of residents. summarised as follows: Thus pressures of demand and productivity that is • Shortage of services (water, disposable drains, not accompanied by the necessary infrastructure support and maintenance, hampers resilience of TRANSPORT unexpected power cuts) the city’s progress. • Floods and waste (environmental hazards) Lastly, land is a significant resource within affecting trade, commerce and industry Dar es Salaam. Competing interests for the • Flooding of transport networks utilisation of land resources between housing, (e.g BRT depot at Jangwani), sanitation facilities solid waste and industry proves to be particularly and housing structures which often lead to challenging, and the impacts of these activity environmental pollution and contaminated water sectors in light of housing development and sources agricultural activities is solely dependent on management arrangements. However in light of INFRASTRUCTURE • Existing storm water facilities lack proper land management responsibility there remains sanitation management resulting in stagnant a need to develop sustainable strategies that water bodies and drain blockages with will help promote and regulate the sustainable debris vegetation. management of land. 128 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.4 Existing Policy Context and Institutional Arrangements In terms of environmental management within Furthermore, it empowers LGAs (City, Municipal, Tanzania, the Environmental Management Act No. District, Township) to designate or appoint 20 of 2004 sets up the Institutional Framework for Environmental Management Officers to oversee environmental management in the country. implementation of EMA at respective levels. In addition, the Act establishes Environmental It confers the task of overall coordination and Committees at different LGAs levels to advise policy articulation of environmental management and oversee the implementation of EMA within in the country and provision of the central their jurisdiction. support functions to the Ministry Responsible for Environment, which is the Vice President’s Office. It is at this level where environmental decision making, in terms of the Phase 1 Corridor will occur The Act establishes the National Environmental (see Figure 2.2.6). Lastly, Table 2.2.3 illustrates Advisory Committee (NEAC) with the role of additional acts that supplement the EMA and advising the Minister responsible for environment. provides more specific guidance for various It confers the role of enforcement to the National environment sectors. Environment Management Council (NEMC). Consequently external environmental factors, such The Act further directs establishment of as the two rain seasons and strong winds result in Sector Environment Sections with the role of floods, which in turn measure the efficacy and how overseeing environmental management to such robust these activity sectors are, moreover how respective sectors. the lack of management and maintenance result It also gives power to the Regional Secretariats to in an increase in environmental impacts on these designate Regional Environmental Management different sectors. Expert (REME) charged with responsibility to advise and oversee the implementation and enforcement of the EMA. Vice President’s Office [Minister Responsible for Environment] Division of Environment [Director of Environment] National Environment National Environmental Management Council (NEMC) Advisory Committee (NEAC) [Director General] Sector Ministry Environmental Sections [Sector Environment Coordinator] District Council Regional Secretariat (District Council Env. (e.g. PO-RALG for Dar es Salaam) Management Officer) Regional Secretariat District Council Env [Regional Environmental Management Experts] Management Committee City Council Municipal Council Town Council Township Council Ward [City Council Env. [Municipal Env. (Town Council Env. (Township Council (Ward Env. Management Management Officer] Management Officer] Management Officer) Env. Management Officer) Officer) City Env. Management Municipal Env. Town Council Env.Management Township Council Ward Environmental Committee Management Committee Officer Env. Management Committee Management Ward Village (Ward Env. Management Officer) (Village Env. Ward Environmental Management Officer) Management Committee Village Environmental Responsible for Corridor Level Management Committee Mtaa Environmental Management, Kitongoji (Mtaa Env. ManagementOfficer) Implementation and Mtaa Environmental (Kitongoji Env. Enforcement Management Committee Management Officer) Kitongoji Environmental Management Committee Figure 2.2.6 Institutional Arrangements for Environmental Management within Tanzania Volume 2 / Part 2 129 2.4 REAL ESTATE PROFILE Furthermore, environmental degradation is caused of energy for domestic purposes of residents. SOCIO-EONOMIC & by various activity sectors. These comprise of the Thus pressures of demand and productivity that is discharge of large quantities of environmental not accompanied by the necessary infrastructure harmful effluents (both solid and liquid waste) into support and maintenance, hampers resilience of natural drainage systems by most industries: the city’s progress. Deforestation (increase demand for increase of Lastly, land is a significant resource within charcoal and firewood) due to burning of forest Dar es Salaam. Competing interests for the increases bare land and barren land resulting in utilisation of land resources between housing, soil erosion solid waste and industry proves to be particularly Large portions of agricultural land being turned challenging, and the impacts of these activity into residential neighbourhoods, however poor sectors in light of housing development and agricultural activities is solely dependent on ENVIRONMENT sanitation is detrimental to environment and management arrangements. NATURAL residents health informal dumping sites and uncollected garbage produces leaches which However in light of land management responsibility aggravates surface water pollution. there remains a need to develop sustainable Forestry activities may not contribute largely to strategies that will help promote and regulate the city’s economy, however its significance lies within sustainable management of land. the provision of coal, as coal is the main source Sector Laws Purpose URBAN PLANNING The Act provides both a legal and institutional framework for the sustainable management of the environment, General The Environmental prevention and control of pollution, waste management, Natural Management Act environmental quality standards, public participation, Environment No. 20 of 2004 environmental compliance and enforcement. The Act gives the Local Government Authorities mandate to ensure environmental compliance in their areas of jurisdiction. Provides for pollution control including the underground The Water Resource Inland Water strata. The Act also provides measures for flood Management Act Resources mitigation and control for the purpose of preventing or No. 11 of 2009 minimising the risk of flooding and flood damage. TRANSPORT Act provides for the conservation of wildlife and ensures The Wildlife protection, management and sustainable utilization of Fauna Conservation Act wildlife resources, habitats, ecosystems and the non- No. 5 of 2009 living environment supporting such resources. Prevention of the introduction and spread The Plant Protection Flora of harmful organisms, to ensure sustainable Act No. 13 of 1997 plant and environmental protection The Act provides for management of forests. The Forest Act INFRASTRUCTURE Forestry The Act obliges establishment of forest No. 7 of 2002 management plans for all types of forest. The Fisheries Act Act regulates fishing activities in both fresh and marine waters No. 22 of 2003 Coastal Resources Marine Parks and Act aims at protecting, conserving, and restoring the species Reserves Act and genetic diversity of living and non-living marine resources No. 29 of 1994 and the ecosystem processes of marine and coastal areas. Table 2.2.3 Key Environmental Legislation Influencing Environmental Management within the Phase 1 Corridor - (National Environmental Action Plan - NEAP) 130 Volume 2 / Part 2 - Baseline Assessment & Diagnosis of BRT Corridor 2.4 Citations • Fairhust, L, Rowswell, P and Nhleko, L., 2011, ‘Sub-Saharan African Cities: A five-City Network to Pioneer Climate Adaptation through Participatory Research & Local Action’, Temeke Municipality, Dar es Salaam Baseline Study • World Bank Group (2016). Promoting Green Urban Development in African Cities, DAR ES SALAAM, TANZANIA Urban Environmental Profile. Washington DC, p.All. • Floodmap.net. (2017). Elevation of Dar es Salaam,Tanzania Elevation Map, Topography, Contour. (Online) Available at: http://www.floodmap.net/Elevation/ElevationMap/?gi=160263 (Accessed 8 Sep. 2017) • VICE PRESIDENT’S OFFICE OF THE UNITED REPUBLIC OF TANZANIA (2013). NATIONAL ENVIRONMENTAL ACTION PLAN (NEAP) 2013 – 2018. (Online) • Dar es Salaam: VICE PRESIDENT’S OFFICE OF THE UNITED REPUBLIC OF TANZANIA. Available at: https://www.vpo.go.tz/userfiles/NEAP%20B5.pdf (Accessed 5 Oct. 2017) SOCIO-EONOMIC & NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE REAL ESTATE PROFILE ENVIRONMENT 131 2.4 Volume 2 / Part 2 132 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor  Volume 2 / Part 3 133  REAL ESTATE PROFILE SOCIO-EONOMIC & Volume 2 Part 03 ENVIRONMENT NATURAL URBAN PLANNING Urban Planning This section assesses the Urban Planning issues that are pertinent to the city-wide net- work of BRT corridors, including the land use distribution, population and employment densities of BRT line catchments. It reviews the city’s planning administration and its TRANSPORT attempts to make plans prividing for future growth. From this the section draws the conclusions listed in the intriction and summary overleaf, for action under the Volume 1 - Guidelines and Strategies for the Corridor Network INFRASTRUCTURE 134 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.1 Introduction & Summary  of Key Findings Introduction Tanzania’s economic development is This has been used to establish residential and being shaped by its rapid urbanization employment density assessments to calibrate and its emerging role as a regional the transport, utility and community infrastructure mega-hub. Providing access to the sea to needs and strategies. six landlocked countries. New Port Infrastructure 3 Dar es Salaam accounts for around 40% Tanzania’s economy is leveraged by the strategic of Tanzania’s urban population and is location of its seaport at Dar es Salaam. the third fastest growing city in Africa, About $US 15 billion - approximately 60% of the averaging 5.8% p.a. from 2002-2012. national GDP - of merchandise transited through the port of Dar es Salaam in 2013. Radial Transit 1 Ongoing initiatives to extend the existing sea The city has a radial layout emanating from its and dry port facilities and to plan a new port historic nucleus on the waterfront. Four key routes at Bagamoyo will increase the capacity of define the city’s approach, including Morogoro Dar es Salaam to capitalise on its status as a Road, Bagamoyo Road, Kilwa Road and Julius logistical hub. Parallel programmes will further Nyerere Road. These routes were created enhance the city’s road, rail and transport with broad right-of-way corridors, considered infrastructure to improve freight handling and adaptable to shared road / BRT corridors. boost throughput efficiencies. Each route has a distinctive strategic function and their conversion to planned BRT corridors is Emerging Land Use and Transport Plans 4 to be implemented over the 6 phases, shown in After several years of review, a new land use plan Figure 2.3.4 on page 143. is nearing approval by MLHHSD, which concludes The network will be augmented by additional with a strategy for spatial development and growth circumferential and radial routes as well as for the Municipalities. separate feeder bus routes to further increase the A comprehensive transport strategy and benefits and carrying capacity of the BRT. governance plan is being devised for the The Phase 1 BRT line was unveiled in May 2016, city by JICA, with the Government though a since when it has been recognised internationally steering group. This is looking at future rail, road, as a transit benchmark, already attaining rider-ship port and air links and strategic connections to and and ticket sales that are capable of funding day to from the city. day operations. Draft and interim outputs of both of these work The BRT network and Phase 1 corridor form the streams has been assessed as providing relevant focus of this project which aims to determine and helpful insight to this study. appropriate strategies for future development. DMDP 5 Baseline Review 2 World Bank, Nordic Development Fund The BRT corridor study team has undertaken a and PO-RALG have committed a further land use data review to establish the baseline $US 330 million to improving local governance, position with respect to national, regional and mobility access, environmental resilience and municipal planning frameworks. community housing upgrades in the vicinity of the city’s planned BRT network. It has compared and enhanced the collation of disparate maps and plans with recent The BRT Corridors Study is a relatively small but geo-referenced high-resolution aerial images significant part of the DMDP programme, seeking to establish a single GIS high level land to broaden the reach and effective benefits of the use framework. investment in BRT. Volume 2 / Part 3 135  REAL ESTATE PROFILE SOCIO-EONOMIC & This aims to: There is an aspiration to classify corridor areas as “serviced urban”, where all services and • Enable communities near the BRT to access networked public transport will be offered to and utilise the network facilitate the regeneration process, using the • Improve the resilience of the local drainage BRT corridors as a catalyst to focus further public networks investment in local infrastructure, housing and institutional capacity. • Improve poorer neighbourhoods and access to adequate low cost homes Measuring Planning Success 7 • Modernise and simplify the system of There are a range of possible barometric ENVIRONMENT governance, fiscal management and measurements and soundings that could be taken NATURAL regulations applied in Dar es Salaam to to rate the success of any strategies and density accommodate growth and further investment. estimates proposed for the network and for the Phase 1 Corridor. The work-streams touch on much of this study’s conclusions and will need to inter-relate. These might include (amongst others): • Existing and % uplift in catchment with access Key Actions 6 to employment within 30 minute BRT journey The BRT Phase 1 corridor and subsequent phases will be incorporated as Corridor • Existing and % uplift in catchment with URBAN PLANNING Development Strategy (CDS) which maximises access to district centre training within the impact of infrastructure, governance and 30 minute journey housing investment. • Existing and % uplift in catchment This study will help determine appropriate an within 500 m station area integrated intensified planning framework with • Existing and % uplift in potential floorspace supporting utility services, community facilities and increase within 500 m station area social amenities. It will recommend the structure of the relevant • Size of station core area planning bodies and demonstrate how these • Catchment population accessible from 30 min relate to the existing regional and municipal BRT ride of station TRANSPORT authorities, recommending vested powers for strategic overview, land acquisition and • Estimated land value % uplift on development development control. • Inverse of BRT journey time to city centre To make these measures effective, a designated destination planning area will incorporate all future proposed BRT corridors and station areas extending to • Existing and % uplift in catchment within 10 min 1km radius of each BRT station, laid over the of station, measured within the 1000 m station intersecting sub-ward structure mapping the area existing neighbourhoods. • Liveability rating of 1000m station area INFRASTRUCTURE Subsequent work will confirm areas constrained catchment, based on walkscore accessibility to by natural features, hazard, infrastructure, heritage parks, amenities, transport, local jobs and / or existing development of acceptable standard to deduce opportunity areas offering • Linear metres of peak hour traffic queues and capacity for further development. associated air pollution reductions This will be overlaid with existing and forecast • % of 1000m station area with access to full residential population and employment densities utility service offer, and full amenity and utility and catchments for 1000m station areas on the service offer BRT Phase 1 corridor. 136 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor  Recommendations The following key points to be noted: BRT Phase 1: key TOD pilot project for this arterial corridor. Incorporate new diverse Develop best practice urban planning commercial uses. Apply best street-management projects along BRT Phase 1 corridor applying practice featuring clear carriageway routes, Transit Oriented Development principles as a joint licensed on-street parking and street trading metropolitan and municipal initiative with other from rented pitches. Provide adequate utility key stakeholders. Maximise feasible densities infrastructure to ensure plots can accommodate to improve the city’s economic capacity and taller / dense development to create new hubs performance outside the city core. Incentivise householders The BRT network will be implemented to leverage their land by consolidating or gradually over a number of phases, in the by adding further floors of intensified but sequence listed below. This will have the compliant development. following characteristics: BRT Phase 2: Planned as a prioritised commercial route from the Port to Kilwa. To feature service centre station typologies, hosting higher density employment functions such as back-offices and call centres. Manage commercial vehicle impacts by a Ternary system of local service roads to relieve Kilwa Road. BRT Phase 3: Prioritised corridor and airport express link for Pugu Road - featuring Gateway stations at Gerezani and Airport, and a district centre node at Tazara between connected service centres; north of Pugu Road will feature connected transit neighbourhoods. BRT Phase 4: Planned for Bagamoyo Road and Ubungo spur – a medium-term initiative linking District centres of Mikocheni, Ubungo and Bagamoyo – with long term aim to incorporate elevated High Speed Rail and a loop via Salender Bridge BRT Phase 5: Planned as two long-term BRT corridors - a service corridor tracing Nelson Mandela Road; a transit neighbourhood spur to the centre following the Msimbazi river. BRT Phase 6: Planned as a longer term series of infill corridor routes filling service gaps in the network. Some new routes will require land purchase. Transit neighbourhood corridors connecting Morocco with coastal regeneration area, and service corridor at the port near Kurasani potentially extending over Kigamboni Bridge and beyond. 8 Volume 2 / Part 3 137  REAL ESTATE PROFILE SOCIO-EONOMIC & Procedural Recommendations: 9 • Use improved downtown accessibility to consolidate and enhance heritage assets. • DMDP project overlaps with CDS project Retain historic facades, while creating new and would benefit from further integration. floor-space behind. Include 3-6 monthly DMDP reviews in Dar es Salaam to coordinate with peer groups • Promote feeder links to large under-utilised state-owned parcels west of Ubungo, as 10 Planning Recommendations: potential mixed use development clusters on BRT network. • Increase density of residential and employment uses in the vicinity of Station areas • Utilise Component 3 of the DMDP programme ENVIRONMENT (within 500m) with secondary density quotients to refine CDS land use output as a precise, NATURAL applied within 1,000 m radii. Densities to layered GIS mapping database for asset reflect local characteristics / constraints – management planning and investment city core denser than peri-urban or purposes and to assist planning control and rural areas; district nodes denser than transit licensing operations. neighbourhoods / service centres. • Supplement the existing planning framework • Target density maps to accord with with a transit-oriented policy framework applied mode / frequency of transport, utility and to each key corridor / phase. Policy supplement amenity provision. applies the CDS guidelines across the BRT URBAN PLANNING network comprising a special policy area. • Target densities typically around 300 People Policies enforceable upon commissioning of per Hectare (pph)+ for denser areas, 150 pph each BRT phase. for transit neighbourhoods in urban areas. Targets reduce 50% in peripheral areas. • Integrate relevant ongoing projects and initiatives to maintain continuity and build on • Target for economic floorspace in mixed use past investment. areas to be around 40 % in any neighbourhood. Diverse employment nodes are encouraged, • The still-to-be-approved Dar es Salaam target density - 500-700+ Jobs per Hectare masterplan is referred as overview and context. (jph). Incorporate large corporate and smaller CDS to form supplemental TOD policy SME units, live-work studios. and plans. TRANSPORT • New logistical, industrial and traffic-generating • CDS to integrate with DMDP work strands and uses not considered TOD-compliant. outputs on transport and environment, housing, capacity building and governance. • Integrate high quality community uses - better schools, higher / further education, • Ongoing planning schemes for Kariakoo, vocational training, heathcare and clinical Kurasani, Magomeni, Oysterbay / Masaki and facilities, parks and recreational spaces. Upanga to be reviewed for capacity where Accessible facilities will drive down illiteracy. these intersect with the 1000m station areas of BRT network. • Low cost homes to comprise 20-50% of the INFRASTRUCTURE total provided. • Kigamboni masterplan is considered very long term. It requires new transport lines and • Vary tenure models to include mortgage, rental, budget streams for possible links from Kurasani social, live-work and hybrid arrangements over Kigamboni Bridge. It implies significant • Limit single-use blocks to max. 10% land area investment diverting from consolidation of city’s structure. • Roads / transport facilities to exceed 30% land area 138 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.2 3.2 Existing Urban Structure Dar es Salaam’s urban fabric contains a rich mix of However, the most development of new buildings residential, commercial, institutional and industrial is as unplanned development. The rapid and land uses. urgent growth of the city has resulted in a mixture of particular residential categories, dominated by Until relatively recently the city has maintained unplanned settlements of self-built homes and a compact footprint but this has very quickly ad-hoc construction, which have come to surround deteriorated into a sprawling urban area in the and infill the historic city core. later stages of the 20th century up to present day. This inefficient form of city growth has led to a large Some of the densest, poorest but in some peri-urban area developing on the outskirts of the senses the most important areas of the city have metropolitan area which has poor connections developed on the periphery of the formal city in to infrastructure and (until recently) public areas such as Manzese and Urafiki. These largely transport services. unplanned areas have evolved as booming mixed-use areas with low-income housing Growth of planned areas has generally spread alongside entrepreneurial business activities, outwards from the CBD along the four main markets and workshops. arterial roads of Bagamoyo Road, Morogoro 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 Dar es Salaam metropolitan region is unbuilt these four arterial roads has resulted in new (mostly in southern Temeke and north-west development areas (particularly industrial) along Kinondoni) very little land is vacant for development this corridor. in the central parts of the city. Planned development has generally been to Several major watercourses flow through the the north of the city, along the coastal areas city and the critical margins of the flood-prone of Oyster Bay, Masaki, up towards Mbezi and river valleys and outfalls are left undeveloped, beyond which has left some of the poorer areas there remains evidence of unsafe inhabitation of the city to the south; and with commercial and encroaching as further unplanned settlements, industrial development frontages along Julius K. despite past measures to clear housing from these Nyerere Road towards the airport. high-risk areas. Volume 2 / Part 3 139 3.2 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL LEGEND: URBAN PLANNING Unplanned Development Planned Development High Density Informal Area Historic City Core Main Industrial Corridor Primary Roads Dar es Salaam Port Sam Nujoma Road Julius Nyerere International Airport Morogoro Road TRANSPORT Nelson Mandela Road Julius K. Nyere Road INFRASTRUCTURE Kilwa Road Figure 2.3.1 Urban Structure in Dar es Salaam - (Broadway Malyan) 140 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.2 Today approximately 70% of Dar’s developed areas are unplanned, in part owing to poor planning enforcement and governance. In 6%many cases there 12% % are inadequate conditions for human inhabitation. Planned 14% The current development model neither coordinates nor supports sufficient infrastructure and housing to accommodate the forecast 250,000 people arriving annually in compact, high-density communities. 62% 26% Unbuilt Unplanned The lack of clear strategic housing and 1% development policies leaves new residents with 80% no alternative than to occupy land at the periphery of the city, exacerbating the effects of sprawl and the proliferation of unserviced slum expansion, with accompanying impacts on public health, the environment and the region’s economy. Figure 2.3.2 Built / Unbuilt Split Unplanned Urban morphology around BRT station Planned Urban morphology around City Centre Volume 2 / Part 3 141 3.2 REAL ESTATE PROFILE SOCIO-EONOMIC & LEGEND: 1947 1992 1967 2002 1982 2012 ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT The plan above shows how growth has spread By contrast, the more recent sprawl has outward in ever faster “ripples” from the main roads limited access to infrastructure and amenities. leading to the city centre. The older consolidated This demonstrate the need to develop the settlements have largely remained as developed BRT corridors more densely to allow more of the by the 1982, including the areas covered by the population to enjoy the benefits. INFRASTRUCTURE planned BRT network. Strikingly the plan shows how the estuary at the mouth of the Port has inhibited the growth of Kigamboni despite its physical proximity to the centre. Figure 2.3.3 Historic city growth of Dar es Salaam The Emerging Metropolis - (A history of Dar es Salaam, circa 1862-2000, James R. Brennan and Andrew Burton) 142 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.2 Existing Development 1 The plan of the city 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 there are a number of large dark grey areas outside the main core which are being brought into development as new centres of planned growth. Properly planned, these will help distribute jobs around the city to reduce congestion and improve the economy. Critically the BRT network will serve a catalyst for these larger areas to bring them to market as densified active development. Legend Phase 01 BRT Stations Phase 01 BRT Corridor Study Area Boundary Municipality Boundaries BRT Corridors Phase 01 Phase 04 Phase 02 Phase 05 Phase 03 Phase 06 Unplanned Development Planned Development Unbuilt Land Water N 0 500m 1 1.5 2km Volume 2 / Part 3 143 Existing Development 3.2 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.3.4 Existing Development, Built vs Un-Built - Phase 1 BRT Corridor - (Broadway Malyan) 144 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.2 Character Areas In January 2017, the Project Team undertook an aerial survey of the city through a low-level flight over the project area to help understand the urban structure of the city. The team was able to collate an important photographic assessment of all six phases of the future BRT corridors as well as draw conclusions on general characterisation or ‘character zones’ for the city. For technical reasons these character designations CBD were allocated to specific wards to allow analytical work to be carried out consistently with census and other socio-economic data sources. The team will use the following character area designations CBD: Specific area within the city centre throughout this report: core which is characterised by predominantly commercial and institutional uses in taller buildings, mixed with higher density residential accommodation. City Centre Urban City Centre: Planned development characterised Urban Area: Consolidated development, both by its low / mid-rise buildings and gridded planned and unplanned in nature. This area structure, and located just beyond the CBD. contains a full mixture of land use designations This area is predominantly mixed-use in nature from industrial through to residential. with commercial retail uses at ground floor and residential floors or offices above. Urban Periphery Peri-Urban Peri-Urban Area: Transitional areas of the city Urban Periphery: Generally very low density that exhibit some characteristics of urban and and scattered development with large plots which rural areas. They are typically low density but more support agriculture and subsistence living. consolidated than rural areas. Volume 2 / Part 3 145 3.2 Character Area Classification by Ward REAL ESTATE PROFILE CBD City Centre Urban Peri-Urban Urban Periphery SOCIO-EONOMIC & Kisutu Gerezani Magomeni Kawe Kibamba Kivukoni Upanga Magharibi Makurumla Kunduchi Goba Mchafukoge Upanga Mashariki Ndugumbi Makumbusho Mbweni Kariakoo Tandale Kimara Bunju Mchikichini Mwananyamala Mikocheni Saranga Jangwani Msasani Mbezi Kwembe Kinondoni Makongo Msigani Mzimuni Kipawa Mbezi Juu ENVIRONMENT Kigogo Segerea Mabwepande NATURAL Mabibo Kimanga Wazo Manzese Mbagala Ukonga Ubungo Yombo Vituka Pugu Makuburi Charambe Msongola Mburahati Kiburugwa Kinyerezi Sinza Buza Kitunda Kijitonyama Chanika URBAN PLANNING Hananasifu Kivule Tabata Gongolamboto Ilala Majohe Vingunguti Vijibweni Buguruni Kibada Kiwalani Kisarawe II Kigamboni Somangila Miburani Kimbiji TRANSPORT Temeke Chamazi Mtoni Toangoma Keko Mbagala Kuu Kurasini Pemba Mnazi Azimio Mjimwema Tandika Kijichi Sandali Mianzini INFRASTRUCTURE Chang’ombe Makanagarawe Tungi Kilakala Table 2.3.1 Character Area Classification by Ward - (Broadway Malyan) 146 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.2 Character Map 1 The content of the map reflects the concentration of infrastructure networks in the historic core and urban areas. Much of the urban area shown is of mediocre development, requiring modernisation to accommodate basic standards. The peri-urban areas represent the ever-expanding watermark of sprawl, requiring better infrastructure connections. Areas of rural character dominate much of the outer lying parts of the city, and generally contain scattered dwellings and cluster of families maintaining a subsistence lifestyle. Phase 1 (Morogoro Road) of the BRT carries high numbers of residents from the rural hinterland to the city centre. Radial BRT corridors will experience high loading from the outermost station terminal. Care to ensure that middle station passengers are not prevented from accessing buses by this aspect. the city core has outgrown its heritage as sole economic centre of the city and should be accompanied by new centres to spread Dar’s economic benefits. The extent of sub-standard development is too extensive to regenerate, even by the longer term. A more focused approach is needed that concentrates on areas planned with high frequency transit provision - the BRT corridors. If these routes can be enhanced to a high standard, the regeneration of adjoining land will follow, eventually to cover the greater part of the city centre as the economy lifts. Legend Phase 01 BRT Stations CBD Phase 01 BRT Corridor City Centre Study Area Boundary Urban Municipality Boundaries Peri Urban Urban Periphery N 0 500m 1 1.5 2km Volume 2 / Part 3 147 Character Map 3.2 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.3.5 Employment Density-Phase 1 BRT Corridor - (Broadway Malyan) 148 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 Land Use General Land Use Patterns How was the data for this map created? Land use patterns across Dar es Salaam are consistent with other cities within the region and in The mapping for the city-region is based on Sub-Saharan Africa. GIS data received by the project team at the The predominant land use across the city is project initiation. The originator and date of these unplanned residential development which is files is unclear but the Team have assumed the result of uncontrolled growth due in part to that they have been collected from the three limited development controls and guidance, Municipal Councils. despite the MLHHSD’s efforts to procure a new The land use classification system that has been city-wide land use framework plan. The last adopted appears to be based on the 1960 Town approved metropolitan plan was in 1979, which and Country Planning Act (as amended 1993) expired in 1999. Consultants were appointed to although there are some discrepancies. The land prepare a new plan in 2012, but even by 2017, use is arranged under three ‘levels’ which get this work remains unapproved. Today, there are progressively more detailed. The land use no comprehensive or strategic policy documents classification is as follows: or plans for development or to guide public Level 1: Simple land coverage assessment investment in infrastructure priorities across the city. which classifies planned and unplanned As a result, unplanned residential development development as well as un-built up land and proliferates across the entire city. Higher density water bodies. unplanned settlements now encircle the city centre, Level 2: Land use by broad sector generally falling inside Nelson Mandela Road. classifications, suitable for mapping Areas such as Manzese, Tandale, Makurumla land uses at city and regional scales. and surrounding wards are in urgent need of It identifies eight categories: regeneration to improve the quality of life for the citizens. Many of these areas are adjacent to • Residential • Utilities the Phase 1 BRT corridor, which has the potential to provide improved mobility as a powerful catalyst • Commercial • Open Space for neighbourhood regeneration. • Institutional • Urban Agriculture The city’s planned residential districts are found mostly to the north of the city centre in the coastal • Industries • Water Bodies areas of Kinondoni, which feature low-rise and • Transport • Mining. relatively high quality single family residential accommodation in wards such as Msasani Level 3: Most detailed level of land use, and Mikocheni. Closer to the downtown, areas suitable for mapping at the corridor scale. such as Upanga feature denser development Identifies 27 different categories. with a variety of heights and building types. Other pockets of planned residential exist across What are the limitations of this data? the city (such as Sinza and Mwenge) as well as planned self-build / serviced plot developments in Despite the land use mapping being Temeke and Kigamboni. comprehensive in its coverage there are Radial spokes of commercial development a series of misalignment issues as well as emanate from the city’s historic core, which obvious errors in the attribution of properties. tends to direct most peak flow activity into the Therefore, the Team has undertaken a congested centre and creates a tidal flow out structured exercise of consolidation, visual to the suburbs at the end of each working day. verification, updating and interpretation, The BRT network serves this radial network but this is represented in the maps on the optimises the ridership using frequent, rapid, following pages. large capacity buses. These effectively replace Please see methodology in Appendix A for further details of the slower smaller capacity dala dalas and methodology and issues experienced. other private transport (cars) to reduce road congestion and shorten journey times in even the busiest areas. Volume 2 / Part 3 149 2) Land Use Plan (Level3.3 N REAL ESTATE PROFILE 0 1 2 3 4km SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT Figure 2.3.6 Land Use Plan, Level 02 - (Dar Municipal Councils / Broadway Malyan) LEGEND Phase 01 BRT Stations Mixed Use Institutional Military Study Area Boundary Planned Residential Industrial Water Municipality Boundaries Unplanned Residential Transport & Utilities Commercial Open Space The planned BRT corridor network seeks to The planned areas of the city can be identified INFRASTRUCTURE adapt the wider routes including the city’s main clearly by the street grid structure, which tend approaches, which already accommodate to cluster near the CBD and adjacent wards. significant frontage and commercial activity, and These areas incorporate mixed uses with retail and already function as key dala dala bus routes. commercial premises at ground level and either However they are ad hoc in terms of their use, residential or office uses above to foster a vibrant character and management, and the adjoining streetscape ambience in areas like Kariakoo, lands remain fragmented and un-optimsed Upanga and Jangwani. for development. 150 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 80m 10 min STATION 500m STATION Figure 2.3.7 Example Land Use Verification Sample Areas - Transect Survey & Streetscape Assessment Land Use Verification Surveys In September 2017 the team undertook a series of • The survey method takes a selection of surveys to further verify and calibrate the land use “representative” stations in-order assess this data recieved at the project inception, helping to range of conditions and functions. The Team understand the finer-grain nature of existing land selected candidate stations based on their uses along the BRT Line 1 corridor. This enhanced location within the city and the typology level of understanding has been used to support assigned to them in the evolving corridor our land use modelling exercise as well as strategy so that each combination of urban area enhanced our understanding of the existing land’s and TOD typology are covered. ability to accommodate change. In particular we We surveyed 6 station areas in detail with survey want to understand land use patterns and functions boundary of approximately 80 m wide to 500 m that are within close proximity and under more in length. A second photographic survey was also direct sphere of influence of BRT stations. carried out using 360° camera which captured The survey included a ‘transect survey’ which images at 100 m intervals along all roads radiating surveyed a sample based on assessing a out from the station as far as a 10 minute nominal 4 hectare representative area for detailed land use walking distance. This survey has helped us and condition characteristics. (see Figure 2.3.7) understand general land use patterns in areas The target was to survey the complete area within further away from the station as well as streetscape the sample area to capture all buildings within easy quality assessments. walking distance of the station. To further validate and make sense of the land use This enables us to better assess residential and surveys, insight gained has been correlated with employment uses for different areas as well as focus group and household survey work carried examine the vertical distibution of land uses within out at the same time. . mixed use buildings as well as vacancy rates. These have been used to calibrate existing mapping of population and employment densities. Volume 2 / Part 3 151 3.3 2.2% 2.0% 6.2% 6.4% 14.6% 6.1% 9.9 3.9% 0.3% 1.1% REAL ESTATE PROFILE SOCIO-EONOMIC & 0.4% 0.6% 0.6% 0.8% 82.3% 85.9% 87.1% Kinondoni Ilala Temeke Figure 2.3.8 Land Use Distribution of Built-Up Areas by Municipality - (Broadway Malyan) ENVIRONMENT NATURAL Built Unbuilt & Agriculture Open Space Municipality Commercial Institutional Residential & Utilities Transport Industry Mining Water Kinondoni 17,727 78 1,305 448 798 16,075 - - URBAN PLANNING Ilala 21,785 206 3,867 535 87 25,479 57 32 Temeke 12,268 90 878 891 163 56,147 936 67 Total 51,780 373 6,050 1,874 1,049 97,701 993 99 Table 2.3.2 Level 2 Land Use Areas per Municipality (in Hectares) - (Broadway Malyan) Although residential uses predominate, there Study of the land use survey results show that the is significant small-scale employment content split of uses for mixed use buildings in the CBD though local entrepreneurs, small scale trading are balanced more towards commercial mixed and other commercial or self-employed activities. use (36% Resi vs 64% Non-resi) whilst those in Morogoro Road corridor shows scope for more Gerezani are much more resi-led mixed use TRANSPORT employment uses given its enhanced mobility and (73% vs 27%) would benefit from more office-type employment uses near its key stations outside the city core. Total Buildings The CBD and surrounding city centre contains Mixed Use Vertical Split most of the city’s mixed use development. Mixed use by it’s nature does not fall within a single land use category, therefore we have allocated 55% of mixed used development to residential and No. % Resi Non-Resi 45% to commercial when quantifying development City 46 5 10.9% 36% 64% INFRASTRUCTURE in the city, this is in line with verification surveys Council that were carried out by the Team in September Gerezani 116 54 46.6% 73% 27% 2017 which are detailed on the following pages. Average 55% 45% The CBD area around City Council features significantly less residential density with more government and corporate offices, retail and Table 2.3.3 Mixed Use Building Count from Land Use hospitality facilities. Verification Survey - (Broadway Malyan) 152 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 al se al al ial Buildings nti -U erci tion str tie s Character e ed titu ili Total sid ix mm Ind u Ut Zone Re M Co Ins # % # % # % # % # % # % City Council CBD 46 0 - 5 10.9% 21 45.7% 16 34.8% 0 - 4 8.7% Gerezani City Centre 116 5 4.3% 54 46.6% 48 41.4% 2 1.7% 0 - 7 6% Manzese Urban 288 280 97.2% 0 - 7 2.4% 1 0.3% 0 - 0 - Shekilango Urban 194 100 51.5% 0 - 54 27.8% 4 2.1% 0 14.4% 8 4.1% Baruti Peri-Urban 103 88 85.4% 0 - 13 12.6% 1 1% 0 - 0 - Urban Kimara 180 125 69.4% 0 - 47 26.1% 8 4.4% 0 - 0 - Periphery Table 2.3.5 Land Use Mix (No. of Buildings) from Land Use Transect Surveys, September 2017 - (Broadway Malyan) Commercial mixed-use development tends to line Planned retail frontages are often augmented by the major arterial and primary road corridors where unlicensed street trading activity, selling goods the businesses can benefit from passing trade. from unmarked pavement pitches, resulting in Morogoro Road (Phase 1) is an example of this pedestrian crowding that clogs the footways, with mixed use and commercial development highway lane traffic blockages and the fly-tipping fronting the road and spilling into areas such as of waste. This implies an absence of trading Manzese and Urafiki. standards and code enforcement, depriving the area of a sense of order, giving a poor outward Analysis of the survey data has shown Manzese impression has a surprisingly low mixture of uses with 97% of the buildings assessed being residential Another dominant pattern that can be observed despite it feeling like a bustling retail and market are the industrial areas of the city, particularly along environment whien you visit it or view it from Nyere Road (Phase 3 BRT) linking the Port area the air. Insight from supporting surveys also tell with the international airport. Stimulated by the us that a large proportion of people walk to work trading and commercial synergies between port which should mean that in a highly dense area like and airport operations the corridor is defined by Manzese that there would be a larger proportion large-scale logistical, industrial and commercial of employment uses within areas which are activities, as a monoculture with little or no predominantly residential. residential development. Investigating further, some possible explanations These industrial uses can also be seen in more become apparent. In areas like Manzese there is recent times to be spreading along Nelson a narrow fringe of mixed use and retail buildings Mandela Road and linking to smaller scale directly fronting Morogoro Road but the majority industrial operations at Mikocheni. of the retail is from temporary stalls and roaming Institutional uses occupy 10% of the overall street traders. developed area-significantly higher than many Corroborating information from focus groups and other developed cities. Government land holdings income survey show that a significant amount of include large prestigious office locations in the people are self-employed (45% of focus group core, as well as barracks sites in strategic locations responders) and/or work in sectors such as with the potential to accommodate substantial small crafts or market stalls (34% of focus group future development. responders). This helps explain why formal retail The universities also have large campus plots provision across the city is particularly low. that could offer opportunities for developers to partner on. Volume 2 / Part 3 153 Land Use Categories 3.3 A land use mapping exercise has been carried For legibility several of the Level 3 land uses have out by the Team to visualise and model patterns been merged in the plan and the description of REAL ESTATE PROFILE of development. The land use model created in GIS the different land use types are explained on the SOCIO-EONOMIC & helps influence and drive decision making in the following pages. project and contributes towards other modelling works flows being undertaken by the team. RESIDENTIAL MIXED USE ENVIRONMENT NATURAL Planned Unplanned Special Mixed Use Residential Residential Residential Individual dwelling Individual dwelling Institutional residential Uses which include houses or apartment houses or apartment uses which could include both residential and blocks designed for use blocks designed for use hostels, lodging houses commercial uses. For as dwellings by single as dwellings by single and residential portions example, a ground floor families, together with families, together with of schools, colleges, shop with residential outbuildings, which are outbuildings, which are convents and monasteries. accommodation on URBAN PLANNING within a planned area within a unplanned area Can also contain hospital, floors above would fall of the city. Generally, of the city. Generally, sanatorium and approved within this category. these are of a higher these are of a lesser homes for mentally quality of construction quality of construction defective persons. For and condition than those and condition than those this study, barracks for in unplanned areas. in planned areas. armed forces or police have been extracted into a separate category COMMERCIAL TRANSPORT Retail, Food & Fuel & Hotel Commercial Offices Beverage, Markets Energy Services Buildings for retail and Residential hotel and Petrol service stations (not Offices or business or trade or retail services resorts (both public equipped with facilities professions which are including cafes or and private) where no for garage or motor commercial in nature. INFRASTRUCTURE restaurants, licensed bars, significant element of repairs), fire stations and Does not include hairdressers, cleaners care is provided. solid fuel storage areas. public offices. etc. Also included within this category are local retail markets. 154 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 Land Use Categories COMMERCIAL INSTITUTIONAL Workshops Public Offices Education Community Facilities Small scale commercial Non-commercial office Includes schools, Public buildings and operations, semi- buildings which include colleges, training colleges places of assembly industrial in nature. May government offices and university campuses. which could include: contain uses such as as well as NGOs and Also includes • Art Galleries motor vehicle repair parastatal organisations. nursery schools. • Museums and test centres. • Exhibition/Concert Halls • Theatres • Clinics, Health Centres & Dispensaries • Courts of Law, Buildings of Social Service • Police Stations • Public Libraries • Post Offices • Cemeteries INSTITUTIONAL INDUSTRY Wholesale & Storage Religious Historical Sites Military & Barracks Warehouses Places of worship or All buildings and sites of Barracks and training Wholesale warehouses religious instruction historic, architectural or grounds for armed designed for both storage of all faiths. cultural interest or value forces or police. of goods and transaction and all lands within such of business relating to buildings or site which these goods. Can also are preserved as national include transit warehouses or local heritage under and ‘godowns’, furniture the Antiquities Act 1964. repositories and wholesale markets. Volume 2 / Part 3 155 3.3 INDUSTRY TRANSPORT REAL ESTATE PROFILE SOCIO-EONOMIC & Leave Ways Transport Service Trades Special Industries for Public Utilities Terminal Facilities Light industrial uses Heavy industrial uses Category can include: Transport related serving the day-to- which may be offensive land uses including: day needs of the local by reason of smell, noise • Railway Lines ENVIRONMENT population which do not or fumes, or dangerous • Footpaths • Bus Stations & Terminals NATURAL employ machinery which by reason of the use and • Cycleways • Car Parks & Garages is clearly audible in the storage of dangerous or • Utility Services • Railway Stations street or in neighbouring inflammable materials • Canals & Waterways & Terminals premises under normal or likely to be threat • Aerodromes & Airports Please note that we have working conditions. Can to public health. • Ports, Dockyards removed roads and road also include craftsmen & Marinas reserves as there are trades carried on at a scale discrepancies with these not sufficient to warrant and land use parcels. the provision of a factory. URBAN PLANNING TRANSPORT OPEN SPACE & AGRICULTURE TRANSPORT Communications Agriculture & Recreation Ecological & & Public Works Natural Land & Leisure Protected Lands Category can include: Unbuilt land or land for Includes both indoor Natural land subject to cultivation of crops or and outdoor leisure uses special protection such as: • Radio or television rearing livestock, including (both commercial and broadcasting stations, farm homesteads. This institutional). Can include: • Marine and locustrine satellite stations, category also includes beaches, mangroves, meteorological stations forestry, zoos, aquaculture, • Open space for active swamps, coral & telephone exchanges game hunting sites recreation as well as reefs, estuaries, • Electricity generating and eco-reserves such Aqua-based recreation coastal mudflats and INFRASTRUCTURE stations, substations or as animal and bird • Beaches, sun bathing marshlands etc. transformer stations sanctuaries or areas of and swimming areas • Streams rivers, river • Water works including unique vegetation. • Amusement halls, Fun valleys and banks intake, treatment, fairs, amphitheatres • Mountain hills and pumping or storage & billiard saloons. steep slopes. • Sewerage treatment • Shooting ranges Please note that some or pumping works land that is protected from development due to leave ways for public utilities can also appear in this category. 156 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 Legend Phase 01 BRT Stations Phase 01 BRT Corridor Study Area Boundary Municipality Boundaries N 0 500m 1 1.5 2km Figure 2.3.9 Land Use, Level 3 - (Broadway Malyan) Public Building Fuel & Energy Retail, F&B & Local Market Municipality Community Residential Mixed Use Worshops Education Facilities Services Military Offices Hotel Kinondoni 17,551 176 11 31 7 29 - 717 59 169 288 Ilala 21,476 309 74 89 12 30 1 2,814 151 808 22 Temeke 12,258 10 27 38 9 11 5 430 107 252 48 Total 51,285 495 112 158 27 70 5 3,961 317 1,228 358 Table 2.3.6 Level 3 Land Use Areas (per Municipality) in Hectares - (Broadway Malyan) Religious 41 71 71 183 Cultural and - - 1 1 Historical Sites Wholesale - 52 153 101 Warehouse Service 493 262 324 Trade 1,079 Special 674 297 254 124 Industries - 1 Public Utilities 83 82 Transport 10 744 151 583 Terminals Communications 11 78 222 133 & Public Works Agriculture 86,010 51,638 20,082 14,290 Leisure, Sport and Recreation 3,981 5,259 1,780 11,020 Volume 2 / Part 3 Ecological 6 166 Fragile Lands 1,634 1,463 Land Uses (Level 3) - BRT Corridor 3.3 157 ENVIRONMENT REAL ESTATE PROFILE INFRASTRUCTURE TRANSPORT URBAN PLANNING NATURAL SOCIO-EONOMIC & 158 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 Land Use Assessment of BRT Phases The six successive phases of planned Phase 1 BRT routes overlay much of the central Northwestern Corridor consolidated area of DSM. Morogoro Road Each phase of the route intersects with Also refer to Phase 1 Corridor Challenges different catchments with their own special Introduction: Phase 1 is the first component characteristics and issues to be addressed. of the overall network to be delivered. The corridor is managed as a single line (Kivokoni It demonstrates the modality and efficiency of to Kimara) with two branches (to Kariakoo BRT to the city’s residents and stakeholders. and to Morocco), with a total of 32 stations. In its first year of operation it has been shown Phase 1 intersects the following key areas: to be a success, and as such will be the focus of the ensuing land planning programme. • Kivukoni – fish market, dala dala and ferry It shows the issues to be anticipated in termini with institutional clusters subsequent stat phases and helps convince others if the merits of building additional similar • Posta ya Zamani – future interchange with routes elsewhere in the city. Phase 3 Location: The downtown section east of • City Council – downtown waterfront connects Jangwani falls within Ilala Municipality; Phase 2 spur from Gerezani rail station the remaining sections comprising the majority • Kisutu – at the heart of Dar’s commercial of the route fall within Kinondoni Municipality. downtown district Status: Essential BRT transport infrastructure is already installed. Approximately 50% of the • Fire interchange to Keriakoo branch with planned rolling stock is already in operation, residential / institutional uses which is saturated in the tidal direction at • Gerezani (formerly Kariakoo) Terminal – peak times. Ridership figures suggest the Phase 1,2,3 interchange in mixed area service is self-sustaining without need of government subsidy. The corridor serves • Jangwani river park and BRT / bus depot with 32 stations as one line with two branches. greenspace and informal residential uses Route: The 20.9 km BRT route is generally • Magomeni consolidated city edge district as a aligned on the centre line of the road route, with consolidated mixed and residential area central platforms and pre-ticketing to overcome queue congestion issues. Footbridges are • Morocco spur and new office cluster terminus provided on the wider high speed sections of passing through residential suburbs the route, while raised footway crossings feature at quieter lower speed sections. The BRT does • Manzese shanty community – dense informal tend to exacerbate the severance effects initiated community by the carriageway, however the crossings • Urafiki industrial area – with large single appear to be well used to help overcome employment uses, partly vacant / underutilised the problem. • Ubungo intercity coach terminus General: This historic corridor is a major and rail terminus and scope for commercial artery. Its high ridership is testament integration / consolidation to its suitability as a BRT route. The next challenge is to leverage its status to stimulate • Baruti peri-urban communities – informal new high quality dense mixed use development residential village suburbs, roadside commercial along its length to increase corridor capacity and stimulate Dar Es Salaam’s property market with • Kimara BRT terminus linked to Mbese – busy improved policy, structure and purpose to boost mixed node, low density residential hinterland the local economy. Volume 2 / Part 3 159 3.3 REAL ESTATE PROFILE SOCIO-EONOMIC & Phase 1 Corridor Challenges The Phase 1 Corridor connects the Capital Approximate Existing land Use Split 1 internationally with other major centres. for 1 km Offset to Phase 1 Corridor: Morogoro Road can become Dar Es Salaam’s international corridor, with global trading offices • Residential – 58% and apartments over shops, cafes and showrooms • Commercial – 3% to define it as a primary approach to Dar’s city centre. • Institutional – 12% Existing development densities along the • Industrial – 4% ENVIRONMENT corridor have the potential to accommodate NATURAL intensified uses with more floorspace density, with • Transport – 4% higher revenues. • Unbuilt – 17% Downtown heritage buildings can be adapted to incorporate new residential or office space while retaining their historic facades. Land occupied by single family homes can become mixed use development with apartments, while land used for small scale employment URBAN PLANNING and trading can be structured for more formalised employment. Pavement traders should be given consolidated areas to operate from, while parking / loading facilities should be integrated into the streetscape. TRANSPORT INFRASTRUCTURE 160 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 Phase 2 Phase 2 intersects the following key areas: Kilwa Rd & Nelson Mandela Rd Purpose: Phase 2 will provide balanced • City link extends from City Council Station access provision for the south of the city, while interchange with Phase 1 broadening the network and adding flexibility and choice of movement. • Gerezani rail station interchange and link via a spur to City Council (Phase 1) Location: The urban sections falls within Ilala Municipality; the southern section falls within • Kilwa arm from Gerezani (was Keriakoo) BRT Temeke Municipality. Station interchange with Phases 1 and 3 Status: The route alignment has been • Magomeni / Rashidi Kawawa arm crosses agreed and prioritised for development. river park lands The technical design and land acquisition is concluded, pending the tendering of the • Dar Es Salaam Stadium is a landmark west of implementation works for the route and stations. Nelson Mandela Road Operational licences for the bus operator(s) • Mpigi Street / Rashidi Kawawa Arm intersects remain to be confirmed Kilwa Road at Kurasini interchange Route: The 19.3 km corridor comprises two key arms as below • Extends south along Kilwa Road to Kwa Azizi Ally BRT Station – edge of consolidated area Silwa Road corridor extending from Gerezani Station Interchange and from Keriakoo BRT • Terminates to the south within an emerging interchange (Phases 1,2,3) to Silwa economic industrial employment cluster cluster 20 km to the south Approximate existing land use split for 1 km Mpigi Street / Rashidi Kawawa branch offset to Phase 2 corridor: originating at Magomeni interchange (Phase 1) on Morogorro Road. • Residential – 45% • Industrial – 16% Much of the Silwa Road branch comprises wide • Commercial – 4% • Transport – 12% existing roads that will be adapted within the right of way to accommodate the dedicated • Institutional – 15% • Unbuilt – 6% BRT route. However the Mpigi Street section is appreciably narrower and will need to be widened to incorporate the planned facilities. Both branches feature industrial uses at the port and airport link, as well as some more recent clusters to the south. Institutional features include the city’s main stadium located near the junction of Silwa Road and Mpigi Street / Rashidi Kawawa. A total of 32 station stops are planned, coinciding with existing dala dala stops. General: Phase 2 is a priority route and a commercial artery connecting the port activities with Kilwa. The efficiency of the BRT operation will free up roadspace capacity for commercial vehicles. The challenge will be to manage the impacts of commercial vehicle flows and enhance the urban character of the corridor through the guidelines. Volume 2 / Part 3 161 3.3 Phase 3 Phase 3 intersects the following key areas: Southwestern Corridor - Pugu Road REAL ESTATE PROFILE SOCIO-EONOMIC & Purpose: Phase 3 connects the city centre with • City link extends from City Council Station the adjacent consolidated communities, the interchange with Phase 1 industrial / commercial corridor of Pugu Road and the extended airport. It extends beyond to • Gerezani rail station interchange and link via a access the village communities that have settled spur to City Council (Phase 1) west of the city • Kilwa arm from Gerezani (was Keriakoo) BRT Location: The urban sections falls within Station interchange with Phases 1 and 3 Ilala Municipality; the western section to the • Magomeni / Rashidi Kawawa arm crosses airport falls within Temeke Municipality. river park lands Status: The route alignment has been ENVIRONMENT agreed and prioritised for development. • Dar Es Salaam Stadium is a landmark west of NATURAL The technical design and land acquisition Nelson Mandela Road is concluded, pending the tendering of the • Mpigi Street / Rashidi Kawawa Arm intersects implementation works for the route and stations. Kilwa Road at Kurasini interchange Operational licences for the bus operator(s) remain to be confirmed. • Extends south along Kilwa Road to Kwa Azizi Route: Phase 3 extends for approx. 23.6 km Ally BRT Station – edge of consolidated area comprises a main line serving the city centre and • Terminates to the south within an emerging airport road (Pugu Road), with a parallel branch industrial employment cluster URBAN PLANNING serving the adjacent residential communities of Kariakoo, Buguruni and Bungoni, with Approximate existing land use split for 1 km 34 stations located at dala dala stops. offset to Phase 3 corridor: The alignment retains a wide median along Pugu • Residential – 45% • Industrial – 16% Road’s centreline, for a subsequent elevated MRT viaduct, possibly connecting Phase 4. • Commercial – 4% • Transport – 12% General: Phase 3 is a prioritised section of BRT, • Institutional – 15% • Unbuilt – 7% for which the alignment, design and funding are confirmed. As Dar’s prime airport link, the Phase 3 route along Pugu Road should be planned as a rapid direct connection with smart, TRANSPORT effective interchanges in the city centre providing ease of access for airport travellers. This should access few stations and incorporate streamlined intersections to speed journey times. The parallel BRT route through the community can be considered as a more localised route with more stops that convey residents to the employment corridor and city centre. INFRASTRUCTURE 162 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 Phase 4 Phase 4 intersects the following key aretas: Bagamoyo Road and Ubungo spur Purpose: Phase 4 connects the city centre • North Downtown core, with a potential with the more affluent areas to the north interchange with Phase 2 while improving to a new port development at Bagamoyo. It also connects Mikocheni with • Ali Hasam Mwiniy Road to Interchange with Ubungo to set up the BRT periphery, extending Phase 5 at Aga Khan station north of Nelson Mandela Road. • AHM Road to river crossing and Palm Beach Location: The route awaits funding. There is discussion of other possible modes • Morocco BRT Phase 1 terminal interchange being integrated at a later date including MRT • Bagomoyo Road to Mwenge / Mikocheni and rail. Light Industrial area Status: The route alignment has been agreed and prioritised for development. • Makongo / Lugalo station condominiums The technical design and land acquisition and terminal at Old Bagomoyo Rd junction is concluded, pending the tendering of the • Second outer arm on Sam Nujama Road implementation works for the route and stations. from Ubungo Operational licences for the bus operator(s) remain to be confirmed • Includes interchange with Phase 5 at SOS Village Route: Phase 4 connects the north side of Downtown with Morocco and the communities • Milimany station with retail / business park to the north including Mwenge, , along approx. activities 16.8 km. It is likely to extend a wide median along Ali Hassam Al Mwinyi Road and • Continues to Mwenge / Mikocheni at Bagamoyo Road centreline, for a subsequent Bagomoyo Road elevated MRT viaduct. The west arm connecting Approximate existing land use split for Ubungo with Mwenge helps complete 1 km offset to Phase 4 corridor: the network and reaches out to the new development near the university. • Residential – 55% • Industrial – 8% General: Phase 4 is planned to follow on after • Commercial – 3% • Transport – 0.5% the prioritised phases 1-3. There is some debate of the modality of this key route, which may • Institutional – 25% • Unbuilt – 8% adapt to High Speed Rail in later years. Critically the route connects some of the more prosperous and recently redeveloped areas of the city and provides more network choice as it extends the overall network. This will stimulate enhanced plot densities to complement other initiatives such as the Salender Bridge, while supporting other nodes including Ubungo and Mikocheni. Volume 2 / Part 3 163 3.3 Phase 5 Phase 5 intersects the following key areas: West Peripheral Corridor REAL ESTATE PROFILE SOCIO-EONOMIC & Purpose: Phase 5 provides two • Peripheral corridor-Ubungo functions - it traces the west edge of Dar’s (Phase 1) to Tazara station (Phase 3), via consolidated urban area along Nelson Mandela Nelson Mandela Road Road, where it serves new economic activity clusters associated with the port and airport. • Tazara (phase 3) along Mbgala Road to intersect with Phase 2 at Kiwa Azzizi Ally A second radial leg creates a new corridor along the Mzambisi River as a chain of new transit • The latter incorporates a loop at Temeke communities accommodating resettled residents in improved housing. • Radial route along river course connecting communities of Ubungo, Sinza, Tandale, Location: The north sections fall within Mwananyamala, Kinondoni and Magomeni ENVIRONMENT Kinondoni Municipality; the area south of Pugu (from Ubungo to Aga Khan) NATURAL Road falls within Temeke Municipality. Status: The route alignment is considered Approximate existing land use split for preliminary, subject to confirmation and funding. 1 km offset to Phase 5 corridor: Route: Phase 5 comprises two distinct sections, • Residential – 56% • Industrial – 13% along approx. 22.8 km. • Commercial – 3% • Transport – 2% The outer ring follows Nelson Mandela Road – an existing well-defined highway corridor • Institutional – 15% • Unbuilt – 8% URBAN PLANNING which can accommodate the BRT facilities by modifying the allocation of carriageway and median space. This sets a backstop to the central area of the city. The proposed radial route culverts the course of a river and would need to be built from scratch. This is located for the benefit of host communities The alignment retains a wide median along Nelson Mandela Road centreline, for a subsequent elevated MRT outer viaduct. TRANSPORT General: Phase 5 is subject to further funding. It deepens the network to create a fully functional city centre transit network. This will stimulate the interstitial regeneration of more localised communities north of Morogoro Road, while completing the peripheral route that will define the city centre area’s western limit. There is scope for the route to trace an existing water channel to mitigate flood risks in the area. INFRASTRUCTURE 164 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.3 Phase 6 Phase 6 intersects the following key areas: Remaining Corridors Purpose: Completes the wider network to fill • West arm-extends west from jct Morogorro interstitial gaps in the main network to be built Road / Bibi Titi Mohammed through after the main avenues have been converted to Jangwani river park to Matumbi accommodate BRT and consequently includes mainly lesser routes. • North South inner periphery – extends north of Uhasibu from BRT Phase 2 near city Location: The sections include stadium via Nelson Mandela Road to Mtava those in Kinondoni Municipality to on Pugu Road (Phase 3); extends north the north; Ilala Municipality to the west; via canal and Buguruni community to and, Temeke Municipality to the south. Morogorro Road (Phase 1) to Manzese; Status: The route alignments are considered re-continues north of Morogorro Road to preliminary, subject to confirmation and funding. Mikocheni industrial area Route: Phase 6 comprises three key sections, • North radial connects from Morocco out to totalling 27.6 km. Mwenge • West arm extends out of the city centre to intersect Phase 5 Approximate existing land use split for • Inner periphery extends through the existing 1 km offset to Phase 6 corridor: residential communities • Residential – 63% • Industrial – 10% • North loop connects Morocco with Mwenge via development near the coast on Old • Commercial – 2% • Transport – 1% Bagamoyo Road • Institutional – 15% • Unbuilt – 7% The alignment retains a wide median along Nelson Mandela Road centreline, for a subsequent elevated MRT outer viaduct. General: Phase 6 is planned to follow on after the prioritised phases 1-3 and is subject to funding. The route will complete the city centre BRT network, including an inner BRT ring which will help regenerate and mobilise numerous needy communities, providing better access to employment and improving access to all parts of the city.improving access to all parts of the city. Volume 2 / Part 3 165 Building Heights Plan 3.3 Legend REAL ESTATE PROFILE Phase 01 BRT Stations SOCIO-EONOMIC & Phase 01 BRT Corridor Study Area Boundary Municipality Boundaries ENVIRONMENT NATURAL URBAN PLANNING N 0 1 2 3 4km Building Floor Heights 1 Floor 2 Floors 3 to 6 Floors 7 to 17 Floors Over 17 Floors Figure 2.3.10 Building Heights Plan - (Open Street Map 2017) Taller buildings are clustered in the city centre TRANSPORT Feedback from the focus groups still shows where land is most valuable and where the existing significant preference for low-rise housing infrastructure can support the needs of energy typologies with 81.5% of respondants expressing demanding building typologies which are more a preference for living in 1-2 storey buildings over complex to plan, construct, operate and maintain. mid and high-rise apartments. Outside of the planned areas of the city the If Dar es Salaam is to implement succssful TOD proliferation of unplanned developments results in and provide housing for its growing population, very low building heights across the remainder of these prejudices will need to be overcome. the city. There are some taller buildings adjacent As a significant amount of the city is still low rise to major road corriodrs (such as Morogoro Road) development it has great potential to add capacity INFRASTRUCTURE which is a positive sign for TOD along future through densification, this will be discussed further BRT corridors. on the following pages. Even in the planned residential enclaves in Kinondoni (such as Oyster Bay and Masaki) building heights are generally low and have the potential to be higher in the right locations and under the right circumstances. 166 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Density A key aim of the strategy is to achieve Density Issues and Applications higher development densities along the BRT corridors. This can be achieved by Below are some common misconceptions about incentivising developers to build with density that are worth exploring and clarifying: typologies that support TOD, including apartment and office blocks with active High Density – Doesn’t mean 1 ground floors animated by retail and Exclusively Tall Buildings or Overcrowding community uses. This should guide While tall buildings can provide increased net investment in new multi-level construction to residential densities, human scale built forms can BRT station areas, which will take advantage also deliver high relative density figures. The use f the mobility afforded by the emerging transit of courtyard, row houses and corner blocks can networks, while boosting ridership. accommodate a high number of dwellings in a The study seeks ways to mobilise Dar’s diverse more liveable environment, without the need for communities to get people to and from their place costly forms of construction, as a better solution for of learning or work to maximise the opportunity the regeneration of Dar es Salaam’s shanty areas. and benefits of the emerging network. This gives The sense of calmness and space is largely employers better access to a wider range of staff a function of public realm provision and resources, while residents have more choice management, where environments are made places to work and learn in. This helps simulate more pedestrian friendly and legible, and their land values and the commercial markets, which functionality made more viable by serving a in turn should provide additional capacity for compact and active catchment of residents. population and per capita growth. • In this way, BRT corridors bring opportunity, Target Density will evolve over time prosperity and help to generally enhance local The BRT study will set out the gross estimated living standards. Managed properly they can densities to confirm residential capacity for each bring about major step changes in regeneration part of the corridor. This applies density targets of needy areas. which anticipate (in many cases) an increase Density can be measured in many different in residential density through development ways and it is important to be clear and precise intensification, reflecting the principles of TOD. in the way these concepts are communicated. Central urban areas will inevitably increase in This section seeks to clarify and explain how the land value, stimulating major change in the best project team has assessed and applied residential connected locations. In this way existing disused and employment density to the metropolitan area premises could be cleared and redeveloped as of Dar es Salaam and how this will affect the multi-storey apartment blocks to introduce new distribution of the population across the city by homes and population which was not there before. 2030 and beyond. In these areas it is less about relocation of people but rather a reorganisation of urban morphology to more sustainable forms of urbanism. Volume 2 / Part 3 167 3.4 For example, plot owners in a particular area could Careful Comparisons REAL ESTATE PROFILE SOCIO-EONOMIC & 3 decide to co-operate and replace their single Caution should be applied in comparing storey dwellings with a modern apartment block residential density figures of different projects. with a large net increase in People Per Hectare Comparison areas should firstly be similar in size (PPH) & Dwelling Per Hectare (DPH). (total dwellings) and that living conditions are The benchmark studies in Volume 3 will detail accounted for (occupancy). how other cities have incentivised this approach The larger the area selected, the less applicable it to new development to achieve regeneration and becomes and useful only as an average statistic. sustainable upgrading of communities. To compare the density of a single development Elsewhere, the market to locally rehouse displaced to that of an urban district is a worthless exercise. residents following a road widening programme There is the need to thoroughly test each case study to ensure calculations are consistent and that ENVIRONMENT creates a market for the organic provision of gross is compared against gross; and net with net. NATURAL homes, as an incentive for existing land owners to demolish their sub-standard home to create a code-compliant multi-storey home incorporating Activity Density 4 rented apartments to help finance construction and Residential density and employment density must access to modern utility provision. In each case the be considered side-by-side as we need to reflect existing density gradually transforms to meet the worker and visitor impacts as well as residents, target set over time, to deliver organic regeneration based on an understanding of employment and and rehabilitation largely through private funding. visitor dynamics. These factors fundamentally Individual target density levels may take ten or affect infrastructure provision supporting the URBAN PLANNING twenty years to achieve and will depend upon the land-use framework. evolution of market conditions and the systems The combination of residential, employment of incentivisation applied (such as the granting or and visitor densities derives ‘activity density’ - sale of land title ownership to code-compliant and a useful measure when planning or assessing tax-eligible development). mixed use centres. By including jobs, ‘activity density’ recognises the contribution of in-bound 2 Density is only an Indicator and home-office workers to the viability and vitality Density is merely a statistical measure, needing of a centre. urban planning and design interpretation for it to It also allows us to measure whether new be useful in this context. Street patterns, transport residential development in a predominantly access, the mix of uses, building heights and commercial area will increase activity outside TRANSPORT massing all play critical roles. normal business hours, and enhances the viability The approach taken to the application of the of the centre and governs infrastructure needs. housing typologies and their combination with other uses such as retail, schools and commercial Best Practice 5 offices will all affect how the place is perceived and UN Habitat advises that high density communities performs its role. should exceed 150 pph and that mixed use development should allocate 40% of floorspace to economic uses in any neighbourhood. INFRASTRUCTURE 20-50% of homes should accommodate low cost, with varied tenure models (rental, mortgage, social, hybrid). Single use blocks to comprise no more than 10% of the area, while road space should account for 30% (18 km / 10,000 ha land). 168 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Comparing densities of similar scale is important for a meaningful study of densities. The studies over the following pages 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 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 • 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 plant. 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 value is less applicable at this scale • Population densities are expressed as gross values which are significantly lower than neighbourhood or block level, as open space, roads and other land uses are included. Volume 2 / Part 3 169 3.4 Residential Density REAL ESTATE PROFILE Residential density is measured by the number This inevitably results in a higher density SOCIO-EONOMIC & of dwellings or people divided by the area of land coefficient, but is useful for identifying the typology they occupy. Density figures are expressed as of the residential elements. either of: Compared with others, Dar es Salaam is a • Dwellings per Hectare (DPH) ‘dense’ city. Viewed from the air the area east of Nelson Mandela Road appears saturated • People per Hectare (PPH). with development, including the seemingly It is the specific land uses that are included in impenetrable neighbourhoods of shanty housing. the land area which determine the type of density However, the studies show that the densities of being described. Gross densities include a wider even the most dense unplanned developments range of land uses and are therefore numerically are not dense by modern city standards and, can ENVIRONMENT lower than Net density figures. be considered lower than what is recommended NATURAL For this study we will use two measures of density: for urban living. Although these single-storey neighbourhoods cover the land, they are not as Gross Residential Density is used when dense as they could become, by adding efficiency assessing larger strategic areas and plans of with multiple floors. a general nature, as the city-wide assessment. It calculates the residential density across the The diagram below illustrates how similar densities entire area within the primary and secondary can be achieved through different configurations transport network (road and rail), including of buildings, with different qualities of open space non-developable land (parks and open spaces, and environment. URBAN PLANNING tertiary road network and non-buildable areas), and Density is not the only consideration when non-residential uses (schools, colleges, museums, exploring typologies. People have strong places of worship, markets and shopping malls, preferences for particular housing types, which office and industrial developments). guides market demand that drives an urban Net Residential Density is applied for site development framework. Culture and lifestyle development strategies of a more specific nature, shape these choices and will need to be taken such as station development areas. It is calculated into consideration when developing the detailed for the residential element of the development only, corridor strategy for Phase 1. the non-developable land and areas occupied by other than residential land uses are removed from the total site area. TRANSPORT Typical Unplanned Area Single Family Housing Low-rise Apartments High-rise Apartments INFRASTRUCTURE 100 m x 100 m = 1 Hectare 75 375 Dwellings per Hectare People per Hectare 170 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Residential Density 1 The map shows the relative density of population along the BRT Phase 1 corridor. This indicates a very low level of population density in the peripheral areas of the city as well as the coastal residential areas in Kinondoni. This indicates the need to bolster residential density along the corridor to create new employment nodes at stations where capacity can be found. A very high density is achieved in the city centre areas such as Gerezani and Msimbazi but the prevalance of commercial-led mixed use, institutional and commercial uses in the CBD means that it has a low residential density. Outside of the city centre, a dense ring of unplanned settlements in areas such as Manzese and Tandale has created pockets of high population density but low building heights which lead to cramped and unsanitary conditions. Legend Phase 01 BRT Stations Phase 01 BRT Corridor Study Area Boundary Municipality Boundaries < 50 pph 50 to 150 pph 150 to 450 pph 450 to 750 pph > 750 pph Non-Residential Parcels N Figure 2.3.11 Net Residential Density - (Broadway Malyan) 0 500m 1 1.5 2km SOCIO-EONOMIC & NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE REAL ESTATE PROFILE ENVIRONMENT 171 Net Residential Density Plan 3.4 Volume 2 / Part 3 172 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Plot Analysis 1 Dar es Salaam’s plot and parcel mapping exercise is intended to help depict the current state of land parcelisation. The number and size of plots and parcels are able to indicate the origin of the settlement and the possible number of landowners. It can also play an important role when analysing the development of land assembly or parcelization contributing to the future urban development of an area. The following map is a mosaic from several files provided by the municipalities in the backdrop of the Land Use - Level 1, which identifies planned and unplanned development areas and unbuilt land. Legend Phase 01 BRT Stations Phase 01 BRT Corridor Study Area Boundary Municipality Boundaries < 1,150 m² 1,150 - 3,700 m² 3,700 - 9,000 m² 9,000 - 18,900 m² 18,900 - 34,600 m² 34,600 - 65,600 m² 65,600 - 97,600 m² 97,600 - 246,250 m² 246,250 - 335,000 m² > 335,000 m² Unplanned Development Planned Development Unbuilt Land N Figure 2.3.12 Surveyed Plots and Parcels Plan - (Broadway Malyan) 0 500m 1 1.5 2km SOCIO-EONOMIC & NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE REAL ESTATE PROFILE ENVIRONMENT 173 3.4 Plot and Parcel Plan Volume 2 / Part 3 174 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Plots and Parcels’ Coverage by Ward in the Study Area Plot Size (m2) Ward Municipality Coverage2 Smallest 3 Largest Average Makumbusho1 Kinondoni 93.56% 11.27 10,353.59 233.65 Manzese Kinondoni 89.07% 10.05 17,155.31 276.00 Tandale Kinondoni 88.29% 17.12 11,106.57 232.43 Keko1 Temeke 86.90% 13.47 58,444.75 477.74 Mabibo 1 Kinondoni 83.31% 11.17 153,994.55 461.31 Makuburi1 Kinondoni 82.42% 10.50 18,892.96 634.29 Mikocheni 1 Kinondoni 80.64% 12.31 25,610.91 1,118.36 Ubungo Kinondoni 78.50% 10.92 4,345,135.09 2,087.34 Makurumla Kinondoni 77.75% 10.93 14,722.01 247.03 Mburahati1 Kinondoni 74.77% 10.04 18,271.47 326.46 Kinondoni Kinondoni 74.46% 10.44 61,924.78 784.88 Ndugumbi Kinondoni 74.00% 12.82 48,398.03 313.05 Mwananyamala Kinondoni 66.62% 11.75 39,982.36 469.01 Mzimuni Kinondoni 65.57% 11.31 28,686.37 384.59 Kigogo 1 Kinondoni 64.89% 11.06 12,168.31 307.37 Msasani1 Kinondoni 64.40% 11.62 85,698.63 429.69 Mchikichini Ilala 58.20% 10.60 629,178.88 4,803.26 Kisutu Ilala 56.98% 13.88 6,966.29 537.26 Upanga Mashariki Ilala 49.25% 24.00 46,896.63 2,023.84 Kivukoni Ilala 47.87% 12.65 321,926.65 3,793.27 Sinza 1 Kinondoni 47.73% 11.74 25,408.84 419.43 Kigamboni1 Temeke 45.93% 14.69 345,481.12 1,260.04 Hananasifu Kinondoni 41.92% 11.00 22,645.49 1,344.52 Magomeni Kinondoni 38.47% 10.83 13,693.15 250.99 Gerezani Ilala 34.00% 25.71 36,189.44 894.34 Kariakoo Ilala 33.85% 11.10 3,501.10 302.56 Upanga Magharibi Ilala 33.77% 10.54 119,435.08 1,456.87 Mchafukoge Ilala 22.43% 10.48 10,400.00 577.19 Ilala 1 Ilala 21.15% 176.26 33,818.63 1,590.88 Jangwani Ilala 10.22% 21.93 6,202.89 512.13 Saranga 1 Kinondoni 3.66% 475.15 10,679.29 4,053.64 Kimara1 Kinondoni 3.57% 12.14 15,890.22 1,674.84 1. These wards fall partially within Phase 1 Study Area. 2. Plots and parcels’ coverage within the portion of the ward inside the Study Area. 3. Plots under 10 m² were not considered in the smallest plot size. Table 2.3.7 Plots and Parcels’ Coverage by Ward in the Study Area - (Broadway Malyan) Volume 2 / Part 3 175 3.4 REAL ESTATE PROFILE SOCIO-EONOMIC & Makusmbusho, Manzese, Tandale, Keko, in the aerial photography. Although with less total Mabibo, Makuburi and Mikocheni have over ward coverage, the same parcelization difference 80% of their ward area inside the Study Area happens in Hananasifu. covered by surveyed plots and parcels. The disparity between the surveyed plots and the However, wards towards the end of the parcelization observed in the aerial photography BRT Phase 1 - as Saranga and Kimara - have less might indicate that the surveyed plots files are than 10% of their area covered. either incomplete or outdated in several wards, Lower average plot sizes can be an impediment both in the Study Area and in the wider city area. to quality urban redevelopment if addressed on The areas void of surveyed plot information that a plot by plot basis. Urban planning tools, such show a dark grey background are part of planned ENVIRONMENT as land assembly, can merge smaller plots and development areas and are expected to have plot NATURAL create larger, repurposed and more flexible ones. information, as in the Kariakoo zoom in below. A study carried out in 2014 by Lupala & Sajjad The areas without plots that reveal unplanned demonstrated how smaller plots in Kariakoo development area (lighter grey) and unbuilt land and Sinza produced excessively compact urban (green) might not have any surveyed plot or parcel. areas thereby producing crammed housing and mixed-use development. These over-crowed areas The original files were processed to better match had insufficient lighting, ventilation, dark alleys, aerial photography. In order to align the separate blocked views and excessive overcast shadows plot and parcel pieces, several portions of each file which contributed to poor spatial qualities. were spatially adjusted without any loss in area. URBAN PLANNING The lack of proper data disables the use of this The Study Area in Mchikichini has reasonable indicator in our study. coverage, but is inconsistent because it greatly differs from the parcelization that can be observed Lupala, John and Sajjad, Ali Bhayo. (2014) TRANSPORT KARIAKOO INFRASTRUCTURE Figure 2.3.13 Kariakoo Ward Zoom In - Surveyed Plots and Parcels Plan - (Broadway Malyan) 176 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Finding an Appropriate Density Model for Dar es Salaam In the following pages, we have tried to assess the Curitiba: widely referred to in this study urbanization patterns of Dar es Salaam through the because of its transit-oriented density strategies. analysis of gross densities. A cell unit of 1 Km2 has It proposes different development strips along the been used in order to standardise the study and be BRT with variable densities maximizing the impact able to compare similar conditions. and accessibility to the network. It is relevant to mention that density does not reflect Singapore: During the last 40 years, Singapore the quality of spaces. It is a tool to identify some of has consistently promoted high-density affordable the issues in overpopulated areas or to highlight housing programs not only for tackling the housing underutilized areas. The study refers to known shortage, but also for establishing benchmarking international benchmarks with different spatial open space and river regeneration projects. qualities that may be applicable to some of the It offers a recurring precedent for green / dense areas around the BRT corridors. urban neighbourhood typologies, in their form and in their management and implementation through Benchmark Case Studies Presented Include: the URA. Barcelona: High density uniform urban pattern. Malmo: Swedish city has realized several It holds a high accessibility being both a city suburban expansion projects along its destination and an area that promotes the local re-engineered riverfront, exemplified by the entrepreneurship and mobility. It has undergone BO2 cluster, which features a variety of urban through several intensification periods, as a tribute residential and commercial forms. It has been to its enduring flexibility. internationally recognized for its sustainable livability values, reflected in its popularity. © Filmonov Curitiba city centre © Francisco Anzola Barcelona: 357 people/Ha Curitiba: 294 people/Ha © HDB © msaudcolumbia.org Singapore: 207 people/Ha Malmo: 110 people/Ha Gross Population Densities - Various sources Volume 2 / Part 3 177 3.4 REAL ESTATE PROFILE SOCIO-EONOMIC & Density Map Each of the benchmark cities show example gross density values for representative areas. These values have been applied in the existing map of Dar es Salaam, right. This shows concentrations of population in the unplanned neighbourhoods of Manzese, in the more structured multifamily housing in Kariakoo / Gerezani. ENVIRONMENT Surprisingly, residential densities are medium-low NATURAL in the more central areas of the city, dropping further towards the outskirts. Dar es Salaam is experiencing rapid population growth, the city’s population stood at 4.36 million in the 2012 census, and is today around 5.8 million, growing to 13.1 million by 2032. Consequently more capacity is needed to accommodate this growth and provide space for URBAN PLANNING new economic centres within its fabric. Figure 2.3.14 Density Study - (Census 2012) Population Uncontrolled City Growth URBAN TRANSPORT SPRAWL Time Time The Cost of Sprawl Dar es Salaam’s outward expansion These issues need to be tackled and resolved, is characterised by unplanned as the solutions become more deep seated and sprawl - unstructured clusters of migrant worker expensive with neglect. INFRASTRUCTURE families without adequate provision. This study aims to determine agree appropriate This is lacking in transportation facilities, utility density distribution targets for the BRT corridors service provision. Their remote location and low in Dar es Salaam. This will secure a return on cost base makes it an irrecoverable expense to prior investment by increasing capacity while provide essential amenities. At the same time coordinating public spending to attract private these communities are bereft of employment funds to sustain further ongoing regeneration. oportunities resiulting in the accrual of a sense of social inequity, lawlessness and potential unrest. 178 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Analysis of Current Urban Densities City Centre Kisutu Fire Gerezani 264 people/Ha 245 people/Ha 158 people/Ha Expanded City Centre Kimara Manzese Ubungo 52 people/Ha 551 people/Ha 62 people/Ha Suburban Areas Mjimwema Kivule Goba 20 people/Ha 45 people/Ha 15 people/Ha Methodology Note The gross population densities mentioned here 1 Km2 unit cells in order to make them comparable are based on the 2012 census data projected to within Dar es Salaam’s extension and with the 2017 by the Consultant Team and then applied to presented international benchmarks. Volume 2 / Part 3 179 3.4 REAL ESTATE PROFILE SOCIO-EONOMIC & HONG KONG 500 pph BARCELONA 357 pph CURITIBA Manzese Goba & Kimara & 554 pph Ubingo SINGAPORE 294 pph Mjimwema 207 pph 15 pph 52 pph MALMO ENVIRONMENT 20 pph 62 pph 110 pph NATURAL Fire Kisutu Gerezani 245 pph 264 pph Kivule 158 pph 45 pph New Dense Lineal Expanded Dense Neighbourhood Garden TOD City City URBAN PLANNING Development City Development Centre Centre Very Low Low Medium Medium-High Very High 50 150 220 350 450 people/Ha people/Ha people/Ha people/Ha people/Ha Figure 2.3.15 Gross population densities comparison (1 km2): Dar es Salaam Samples and international benchmarks - (Broadway Malyan) Comparison Findings TRANSPORT Most of the samples in Dar es Salaam have These initiatives should uphold the general very low densities suggesting latent scope principle of maintaining a mix of uses in all centres for intensification. The international precedents and nodes of activity. There needs to be a move show how this can be achieved in different ways, away from mono-cultural development to solutions with corresponding improvements in economic that combine working, living and learning as a output, without degrading the urban environment. series of well-balanced neighbourhoods that retain capacity for further growth. INFRASTRUCTURE Other areas that are already somewhat saturated such as Manzese, will need to be subject to a In general the BRT corridors should aim to more structured approach by which the consensus accommodate and be fronted by medium / high of its residents can determine innovative ways density development to optimise ridership to develop the area while cross-funding social and provide effective access to rapid mobility. service improvements and rehousing programmes This effect should become ever more discernible to enhance local living conditions. on the map as a network of red lines connecting the downtown core with Dar’s supporting other economic centres. 180 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Capacity Study: City Scale By 2032, the population of Dar es Salaam is forecast to reach Very High: 450 pph approximately 13.1 million people. By applying different densities we High: 350 pph can test the effects and benefits on Dar es Salaam’s capacity. Medium-High: 220 pph The ranges applied are for illustration only and based on the Medium: 150 pph international benchmark samples presented. The more realistic Low: 50 pph solution will be gradual (over 30-50 years) with a far less dense Very Low: 0-15 pph outcome (perhaps 50% of Scenario 2). Scenario 1: ‘Continue as at Present’ TOD along BRT corridors similar ~18 Km to Barcelona (350 pph) • New centralities at the most accessible locations 7M (450 pph) 5M • Urban areas to be consolidated (150 pph) • Peri-Urban areas to be consolidated (50 pph) Result: Additional 4,000 Km2 Substantial additional greenfield land required to house 12m population (approx double existing) Scenario 2: Apply International Benchmark Densities to the current city limits? • BRT corridors - apply Barcelona density (350 pph) • New centralities - high density (450 pph) • Consolidate urban areas - (150 pph) • Consolidate Peri-Urban areas - (50 pph) Result: Consolidation provides capacity to accommodate the 230 targets within the present urban area. Volume 2 / Part 3 181 3.4 Capacity Study: BRT Corridors (1 km Catchment) The following theoretical study presents 3 types Agreeing specific target BRT corridor densities will REAL ESTATE PROFILE SOCIO-EONOMIC & of spatial qualities and densities for the 1 km require consensus among the key stakeholders. catchment area of the 6 BRT phases. The values, Reference 3 is probably the most realistic and based on the international emblematic precedents appropriate of those shown, confirming total show theoretical population capacity to illustrate corridor network capacity of 2.4 million people. the principle. Study Reference 1 - CURITIBA • Gross population density at Central Transect (280 m): 300 pph ENVIRONMENT NATURAL • Gross population density at Side Plots (350 m): 125 pph • Gross population density at adjacent plots (rest): 75 pph Maximum capacity within 1 km buffer: 2.4M Curitiba city centre © Francisco Anzola URBAN PLANNING Study Reference 2 - BARCELONA • Continuous gross population density: 350 pph Maximum capacity within 1 km buffer 6M TRANSPORT © Filmonov Study Reference 3 - WASHINGTON • Gross population density at Main Centres (800m radius): 350 pph INFRASTRUCTURE • Gross population density at Second centres (400 m): 150 pph • Gross population density at adjacent plots (rest): 75 pph Maximum capacity within 1 km buffer: 2.5M © La citta Viva 182 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Employment Density Employment density is used to assess the This means that a high proportion of the jobs within distribution of residents, jobs, and services in urban the city are captured within the BRT Phase 1 study areas and to guide integrated land use strategies. area, and therefore the potential impact of the Employment and residential densities can be optimisation of land uses can have a significant used by the authorities to support transit viability impact on the employment patterns in the city. and to promote the development of specific areas Other large formal employment areas include within walking catchments of existing and potential the industrial areas around the port and along transit stations to promote transit use. Public transit the Julius K. Nyere industrial road corridor which becomes more cost-effective as station area connects the port to the airport. Although these densities increase (within 500 m or 1 km radius). land uses have large land take, the relatively low Concentrations of jobs should lie within convenient employment densities achieved by industrial land access of residential catchments. Placing dense uses mean that high numbers of employment workplace developments on or near a BRT Network are not always achieved and therefore the land makes urban areas more sustainable by reducing could be put to a more productive use in terms of car trips, fuel consumption, and emissions, while employment generation. There is a recognition that improving productivity as people take less time a city with Dar es Salaam’s socio-economic profile travelling to work and providing opportunity to more will require such employment opportunities in the people through better access to employment. short-medium term but they must be planned for and contained in suitable areas. Curitiba provides a Compact neighbourhoods, with a mix of house good benchmark for this (refer to Volume 3). types, employment opportunities, and services, offer a number of environmental benefits. Other than the formal employment opportunities Research indicates that people who live in in the city, we also recognise that there is a large compact neighbourhoods walk more, use transit amount of informal employment across the city more, and drive less than people living in lower area-estimated to be approximately 1.25 million density neighbourhoods. Research has also shown jobs (MLSWC, World Bank 2016). By their very that transit use and walking increases in areas nature, these informal jobs are difficult to capture with higher employment density. Other studies in mapping due to them being unregistered and prove that increasing employment density at transit transient in character. The land use mapping stations increases ridership more than increasing contains large parcels of residential land but we residential density. know from site visits and from our literature review that these areas will also contain small commercial Identifying employment, household and activity premises as well as informal employment densities within an area of study can guide opportunities through street traders and hawkers. neighbourhoods to optimise their capacity for employment and housing facilitated by an Data on Dar es Salaam shows that it has very enhanced transit service and consider these issues local employment markets with people travelling when prioritising sidewalk, street lighting, or cycle on average less than 6 km to get to work in path improvements Improving the most compact comparison to other regional cities such as Nairobi neighbourhoods ensures more people benefit and where people travel 30-40 km on average (MLSWC, that expenditure is more cost-effective. World Bank 2016). In recognition to this the Team has distributed the estimated informal jobs The main areas of formal employment within within the unplanned residential areas of the city. the city are concentrated in the CBD and the City centre and urban areas were allocated a surrounding planned areas such as Kariakoo, higher proportion of these jobs than peri-urban and Upanga and Magomeni. Most of the employment rural areas in recognition of the commercial focus here is either within the government or commercial of these character zones. Informal economies offices and retail that proliferate these areas. play an important role in Dar es Salaam and it is vital to spatialise this factor, as well as formal employment activity. Many people work from their homes and hence neighbourhoods can be considered as dense areas of employment. Volume 2 / Part 3 183 3.4 How was the Data for What are the REAL ESTATE PROFILE This Map Created? Limitations of This Data? SOCIO-EONOMIC & Estimates for formal and informal employment Employment densities are notoriously difficult totals were referenced from two main sources to estimate, even in developed cities where of data: there is more data and information available. For developing cities with high levels of informal • Formal Sector Employment employment the estimates become even less and Earnings Survey 2015, accurate and are based on broad assumptions. National Bureau of Statistics (2016) For this reason, the numbers calculated for this • Measuring Living Standards within Cities, study should be used as guidance for areas of World Bank (2016) employment activity across the city. The following limitations and assumptions are recognised: ENVIRONMENT These sources set the targets for the spatial NATURAL mapping of land uses for Dar es Salaam. • Formal employment data from the Within the GIS land use model, gross floor area Employment and Earnings Survey (GFA), and subsequently gross internal area are reported at a regional level. (GIA), was calculated by extracting building Employment numbers per sector are footprints from Open Street Map (OSM) and extrapolated from a National breakdown and allocating these buildings a land use through applied to Dar es Salaam. the land use mapping. GFA was calculated by • No employment density benchmarks could multiplying the building footprint by the number be found for an African context and therefore of floors (extracted from OSM or extrapolated we have used data from western cities and URBAN PLANNING from surrounding buildings-for more detail, applied an uplift based on data received from please see full methodology in Appendix A). Pangani Real Estate. To estimate the number of jobs that are contained within the building, an ‘employment • Open Street Map data was used to density’ was applied depending on the specific calculate GFA from building footprint and land use. This employment density defines how height attributes. The team’s assessment of many square meters of GIA there will be per this data is that it does not perfectly represent employee (full-time equivalent). the cadastre of the city but it is good enough to use in a broad assessment at a city scale There is also a recognition that there is a large amount of employment uses that are • We have assumed that only formal not being counted within the GIS land use employment uses exist in planned TRANSPORT model due to the scale of parcels that are residential areas and informal employment being mapped. From visits to Dar es Salaam we in unplanned areas. We recognise this is have observed that the residential areas within over-simplification but recent survey work can the city contain many commercial premises help refine this assumption such as local retail, food and beverage outlets and small office complexes as well as informal • Mixed use parcels in the city are assumed to employment opportunities. The MLSWC study be split 55% residential and 45% commercial supports this assumption as they found that uses based on land use verification studies local employment markets are highly localised. undertaken in September 2017. INFRASTRUCTURE Therefore, a small allocation for commercial uses For further details on methodology and was added to residential parcels to take into assumptions used in calculating employment account these factors to align our employment please refer to Appendix A. distribution to regional and city-wide data. 184 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Employment Density The map shows the relative density of jobs along the BRT Phase 1 corridor. This indicates a very general level of job distribution across the urban area, but with high concentration in the downtown core. • This indicates the need to bolster employment density along the corridor to create new employment nodes at stations where capacity can be found. • This should include back office development such as call centres, entrepreneurial clusters with SMEs, Municipal offices and office park developments. • These should be layered as mixed use activity with ground level uses that also offer employment through retail or other commercial activities. • The corridor itself should become defined by its employment offer as a chain of higher density employment clusters around the key stations Legend Phase 01 BRT Stations Phase 01 BRT Corridor Study Area Boundary Municipality Boundaries < 50 jph 50 - 150 jph 150 - 350 jph 350 - 700 jph 700 - 1150 jph >1150 jph Non-Employment Parcels N Figure 2.3.16 Employment Density - (Broadway Malyan) 0 500m 1 1.5 2km SOCIO-EONOMIC & NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE REAL ESTATE PROFILE ENVIRONMENT Employment Density 185 3.4 Volume 2 / Part 3 186 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.4 Urban Living Condition This mapping exercise plots areas within Social-economic indicators can also be used to Dar es Salaam considered to indicate poor or scale living conditions. Precarious living conditions degraded living conditions. can result in lower levels of health, security, education, employment and income. Illiteracy was Three aspects were assessed to prepare this selected as the socio-economic measure for its spatial plan of poorer urban areas: availability across the wards relevant to the study. • Residential density Illiteracy rates tend to improve in more urban • Infrastructure coverage areas compared with rural wards, and illiteracy • Socio-economic condition. tends generally to correlate with poverty. People who live or have grown up in lower-income Residential density highlights overcrowded households, possibly in a poorer urban area also areas, which contain dwellings with insufficient accompanied by malnutrition, lack of access living space per inhabitant. Residential density to potable water and other basic amenities, was divided into five ranges, from under 50 pph tend to have lower literacy rates. Hence for the to over 750 pph. It is noted that these densities purpose of this mapping exercise, illiteracy rates can also support moderate and good conditions are used as a poverty indicator to represent and hence other factors / indicators also need to socio-economic factors. be considered. Figure 2.3.17 shows how the three key indicators Inadequate living areas typically lack overlay, in relation to the BRT network and access to basic or essential amenities. Phase 1 corridor. Infrastructure coverage is based on the relative density of water, sanitation, storm drainage Darker colours indicate denser, less literate and power utility services within a unit area. populations with sub-standard infrastructure. Regions with high infrastructure densities The darkest areas are those more acute, deep will likely exhibit better living conditions. seated problems. Infrastructure coverage was divided into The three indicators are combined under four ranges: equal weighting. Consequently, a relatively dense but well educated and developed area • Little to no infrastructure coverage: the level of is shaded the same as a sparse yet serviced, service can be considered non-existent. under-educated area. • Minimal infrastructure coverage: a basic level of service is present, albeit minimal. • Improved infrastructure coverage: a general spread of infrastructure services, implying an improved level of service. • Comprehensive infrastructure coverage: a full spread of all infrastructure services, implying full service coverage. Volume 2 / Part 3 187 3.4 REAL ESTATE PROFILE The well serviced city core appears lighter, despite enabling the dwellers from the denser shanty SOCIO-EONOMIC & areas of high residential density. Peri-urban areas settlements to improve their access to education appear light because of their low density, despite and employment opportunities. inadequate infrastructure and high illiteracy. Incentivisation measures might include The first three phases of the BRT network BRT / feeder travel ticket subsidies and the are prioritised. These three lines have potential to development of social programmes targeting regenerate the most needy neighbourhoods of the these neighbourhoods as each BRT corridor city seen here, through parallel programmes for is implemented to help build resilience better housing, amenities, health and education. and prosperity. The corridors will mobilise the local population, ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT N INFRASTRUCTURE 0 1 2 3 4km Degradation Rate Phase 01 BRT Stations Study Area Boundary 0.3 to 0.4 0.6 to 0.7 Phase 01 BRT Corridor Municipality Boundaries 0.4 to 0.5 0.8 to 0.9 0.5 to 0.6 0.9 to 1.0 Figure 2.3.17 Urban Condition Plan - (Broadway Malyan) 188 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Community Facilities Overview 1 The following section will provide an overview of the Accordingly, the tables alongside illustrate the status quo in terms of community facilities (Health, revised benchmarks applicable to Dar es Salaam. Education, Sport / Recreational and Civic Facilities) In terms of primary and secondary education, the within Dar es Salaam. RSA benchmark is set at 5 km or +- 1 hour walking distance as an acceptable travel time and distance. The section starts of with a general overview However, for Dar es Salaam, this has been of each sector within Dar es Salaam, which is revised to 2.5 km or +- 30 min walking distance to followed by a spatial analysis of facility provision accommodate for the higher percentage of citizens based on best practise guidelines in terms of dependant on non-motorised transport. acceptable travel distance to the various facilities. Lastly, this section will conclude with a diagnosis Considering tertiary education, the acceptable of the existing condition in terms of social facilities travel distances vary greatly depending on the across the phase 1 BRT corridor outlining the main size and type of tertiary educational facility. issues relating to spatial distribution. However, the RSA benchmark is set at 20 km travel distance, for medium sized facilities, and Methodology 2 thus when applying similar logic as with primary With this context in mind, it is necessary to outline and secondary schools, this was again reduced the methodology that was applied in the spatial to between 8 and 10 km in order to accommodate analysis of facilities. For all relevant facilities, the for the higher percentage of citizens dependant on analysis was based on the Council of Scientific non-motorised transport. and Industrial Research (CSIR) Guidelines for Additionally, healthcare facilities were simplified the provision of social facilities in South African into three categories being hospitals, health settlements as a benchmark. The reason for this centres and dispensary/clinics due to a lack primarily relates to the fact that the Tanzanian of data regarding the scale of hospitals within standards does not include acceptable travel Dar es Salaam. In this sense, the RSA benchmark times to facilities across the spectrum of for Hospitals are set at 20 to 30 km and thus facilities analysed. this was also revised down for Dar es Salaam to Additionally, the fact that the CSIR guideline was between 7 and 10 km. developed for South African cities, which has In terms of health centres, similarly to educational many similar characteristics to Tanzania, makes facilities, it was revised down from 5 km in it an appropriate substitute. Some of these RSA to 2.5 km or +-30 min minute walking similarities include a high rate of informality and an distance as a benchmark in Dar es Salaam. underdeveloped public transport system. Lastly, clinics/dispensaries were set at 1. However, considering that only 20.1% (StatsSA, 25 km or a 15 minute walking distance as an 2013) of South African citizens walk to their acceptable benchmark. destination, as opposed to almost 50% of people Lastly, the categories listed under civic and in Dar es Salaam, these benchmarks had to be sport/recreation facilities, as outlined within the revised and simplified due to the lack of data on tables alongside, illustrate the threshold population the scale and capacity of different facilities. and acceptable travel distances that were adapted Additionally, the acceptable travel times and following a similar methodology as for health and travel distance also had to be revised to take into educational facilities. account the fact that the majority of residents in Dar es Salaam reach community facilities by walking. Volume 2 / Part 3 189 3.5 Education: CSIR Standard - South African Cities REAL ESTATE PROFILE Average Threshold SOCIO-EONOMIC & Facility Type Acceptable Travel Distance (KM) (Population) Secondary School 12,500 5 km (+- 1 hour) Primary School 7,000 5 km (+- 1 hour) Table 2.3.8 CSIR (2015), Guidelines for the provision of social facilities in South African settlements Education: Adapted Standard - Dar es Salaam Average Threshold Facility Type Acceptable Travel Distance (KM) ENVIRONMENT (Population) NATURAL 2.5 km (+- 30 min walking distance Secondary School 12,500 depending on topography) 2.5 km (+- 30 min walking distance Primary School 7,000 depending on topography) Table 2.3.9 Adapted from CSIR (2015), Guidelines for the provision of social facilities in South African settlements Health: CSIR Benchmarks for South African Cities URBAN PLANNING Average Threshold Facility Type Acceptable Travel Distance (KM) (Population) Tertiary Hospital L3 2,400,000 Variable Regional Hospital L2 1,770,000 Variable District Hospital L1 300,000-900,000 30 km Community 100,000-140,000 90% of population served within 5 km Health Centre TRANSPORT Primary Health Clinic 24,000-70,000 90% of population served within 5 km Table 2.3.10 CSIR (2015), Guidelines for the provision of social facilities in South African settlements Health: CSIR Benchmarks Adapted for Dar es Salaam Average Threshold Facility Type Acceptable Travel Distance (KM) (Population) 90 % of Population served within INFRASTRUCTURE Hospital 300,000 5 km (+-1 hour walking distance depending on topography) 90% of population served within Health Clinic 24,000-70,000 2.5 km (+- 30 min walking distance depending on topography) Table 2.3.11 Adapted from CSIR (2015), Guidelines for the provision of social facilities in South African settlements 190 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Health Overview A recent review of the health of Tanzanians’ Climate change also influences the health of (including the population of Dar es Salaam) shows Dar es Salaam’s population. Heavy rainfall that there has been significant improvement in events often cause flooding in Dar es Salaam this sector. The review showed that overall infant (particularly in low-lying informal settlements). and child mortality rates have decreased, children’s This results in pervasive health hazards with nutrition improved and life expectancy rose. adverse socio-economic implications for the city. The spread of diseases such as diarrhoea and However, despite improvements in health lymphatic filariasis is caused by the contamination indicators, diseases such as malaria, tuberculosis of water sources from the flooding of sewerage and HIV/AIDS still affect the region and require and drainage. Malaria outbreaks also increase intervention and improvement (Ministry of Health when water pools in areas for a period of time. and Social Welfare, et al., 2015). The situation is likely to worsen if appropriate Basic services such as access to water and measures are not taken to address the impacts of sanitation play a key role in the occurrence climate change (World Bank, 2016b). of diseases. Those that do not have access to piped water are likely to use unprotected natural sources consequently increasing the risk of Main Health Risks health hazards. Health hazards are also increased Prevalent diseases in the region include by overcrowding – a characteristic displayed by malaria, HIV/AIDS, tuberculosis and Dar es Salaam’s informal settlements (World Bank, non-communicable diseases. Malaria is the most 2016a). prominent disease in Dar es Salaam and results in the most number of deaths. Almost all of the health Water borne diseases, vector borne diseases, facilities in Dar es Salaam offer malaria diagnosis parasites, infections and malnutrition are all and treatment services although essential health issues that are commonly encountered medication needed for treatment is often lacking. in Dar es Salaam’s informal settlements. Cholera, in particular, was found to occur frequently It has been noted that Dar es Salaam’s guidelines in Dar es Salaam’s overcrowded informal on malaria diagnosis and treatment need settlements where direct transmission from person improvement and health care staff need more to person is prevalent (Penrose, et al., 2010). training (Government Open Data Portal, 2016). The high incidence of these diseases are The number of HIV/AIDS infections in evidence of poor sanitary conditions and Dar es Salaam is high (Government Open Data food contamination. Exacerbating the issue, these Portal, 2016) and the use of HIV services (including unplanned and under-serviced areas lack the counselling, support, testing and treatment) in the sufficient facilities and resources to cope with the region have increased over the past few years. broad range of health issues that they experience However, only half of all the health care facilities in (World Bank, 2016b). Dar es Salaam have HIV testing systems and the Human health is also influenced by air quality availability of HIV services is not adequate to meet which causes acute lower respiratory infections, demand (Ministry of Health and Social Welfare, chronic bronchitis and chronic obstructive et al., 2015). pulmonary disease. Dar es Salaam’s air quality Tuberculosis closely follows malaria and HIV/AIDS does not meet WHO recommended limits as a major cause of deaths in Tanzania. Due to the particularly in the city’s inland and industrial areas spread of HIV, the number of tuberculosis infections such as Gerezani and Kariakoo. have increased drastically. However, controlling the It was found that most of the exceedances occur number of tuberculosis infections is challenging in levels of SO2 and NO2 emanating largely from because it requires concerted efforts at all transportation emissions. Similarly, roadside air levels - from the patient and health care facilities. quality is degraded alongside unpaved roads Another challenge in combating this disease is the where dust becomes a major factor. Inside poorly fact that Dar es Salaam’s health care facilities are ventilated dwellings the use of charcoal also has poorly equipped to cope with tuberculosis. an impact on the health of residents (World Bank, 2016b). Volume 2 / Part 3 191 3.5 REAL ESTATE PROFILE The most severe non-communicable diseases in There is an urgent need to address these diseases SOCIO-EONOMIC & Tanzania are diabetes, cardiovascular diseases by strengthening the spectrum of interventions. and chronic respiratory diseases. These diseases The availability of health services for have become widespread particularly due to non-communicable diseases in health care demographic and lifestyle changes and have been facilities in Dar es Salaam as well as their found to be more common in urban areas. diagnostics capacity is good. Healthcare Within the Phase 1 Corridor Due to the lack of data, in terms of capacity As mentioned in the previous section, the of individual healthcare facilities, the following healthcare facilities were split into three categories section will only focus on the spatial distribution of to be mapped, which involved merging all hospitals healthcare facilities across Dar es Salaam and in into one category due to the lack of data on the ENVIRONMENT particular the Phase 1 BRT Corridor. scale and capacity of hospitals. NATURAL Accordingly, outlines the hierarchy of healthcare Accordingly, these categories are hospitals, health facilities within Tanzania’s healthcare system and centres and clinics/dispensaries to best align with will form the basis of the spatial analysis in terms the hierarchy of healthcare facilities within Tanzania. of determining whether there exists adequate coverage across the study area. 1 PRIVATE PUBLIC 1 URBAN PLANNING CSSC and APHFTA Treatment National Hospitals (e.g National Level Coordination Networks Private Muhimbali, MOI, ORCI, Pharmaceutical Wholesalers (Level 4 Facilities) Mirembe and Kibong’oto) Voluntary Agency Referral Hospitals Zonal Level (Aga Khan, Bugando, CCBRT, Mbeya Referral Hospital KCMC) (Level 4 Facilities) FBO Referral Hospitals at Regional Level Regional Hospitals Regional Level (Level 2 Facilities) TRANSPORT FBO District / Council-Designated Hospitals and Private Hospitals District Level District / Council Hospitals Private / CSCC Affiliated Health Centres Private Retail Ward Level Rural Health Centres Pharmacies Private / CSCC affiliated Dispensaries Maternity Homes, and RCH Facilities Village Level Dispensaries / Clinic ADDOs INFRASTRUCTURE NGO Outreach Activities Community Based Household / Community Health Care Figure 2.3.18 The hierarchy of healthcare facilities within Tanzania’s healthcare system Notes: APHFTA = Association of Private Health Facilities in Tanzania; CCBRT = Comprehensive Community Based Rehabilitation in Tanzania; CSSC = Christain Social Services Commissio; FBO = faith based organization; KCMC = Kilimanjaro Christain Medical Centre; MOI = Muhimbili Orthopaedic Institute; ORCI = Ocean Road Cacer Institute; RCH = reproductive and child health 20 192 25 & Diagnosis of BRT Corridor Volume 2 / Part 3 - Baseline Assessment 30 ! ( Primary School 3.5 Hospitals  ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis Trunk 19 TIME Regional 5 Land Use Planned Development Number of 10 Unplanned Development Hospitals 15 20 Open Space 25 Water 30 Recommended Plan Area 85 Municipal Boundary ! ( Hospital ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network N Trunk 0 Regional 1 2 3 4km Land Use Community Health - Ho Planned Development Phase 1 BR Unplanned Development N Open Space 0 Water Recommended Plan Area Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Legend Fire DIT Service Area A Kisutu TIME Msimbazi Police Kivukoni Terminal 5 City Council 10 15 Kariakoo Terminal 20 25 30 85 ! ( Hospital ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Figure 2.3.19 Hospitals - (Aurecon) Municipal B 20 25 Volume 2 / Part 3 193 30 ! ( Secondary School Clinics ! Brt Terminals  BRT Stops-Phase 1 3.5 Railways Legend Road Network Service Area Analysis Trunk 29 REAL ESTATE PROFILE SOCIO-EONOMIC & Time Regional 5 Land Use 10 Number of Planned Development 15 Unplanned Development Clinics ! ( Clinic Open Space ! Brt Terminals  BRT Stops-Phase 1 Water Recommended Plan Area 98 Railways Municipal Boundary Road Network Number of Trunk Dispensaries ENVIRONMENT Regional NATURAL Land Use Planned Development N Unplanned Development 0 Space Open 1 2 3 4km Water Comm Health Recommended Plan Area Phase Municipal Boundary N 0 URBAN PLANNING Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka TRANSPORT Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire DIT Kisutu Legend Msimbazi Police Kivukoni Terminal Service A City Council Time Kariakoo Terminal 5 10 15 ! ( Clin INFRASTRUCTURE ! Brt  BRT Rai Road Ne Tru Reg Land Us Pla Unp Ope Wa Rec Mun Figure 2.3.20 Clinics - (Aurecon) 25 194 30 & Diagnosis of BRT Corridor Volume 2 / Part 3 - Baseline Assessment 97 ! ( Tertiary 3.5 Health  Centres ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis Trunk 14 Time Regional 5 Land Use Number of 10 Planned Development 15 Health Centres Unplanned Development 20 Open Space 25 Water 30 Recommended Plan Area ! ( Health Centre Municipal Boundary ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network Trunk N Regional 0 Land Use 1 2 3 4km Planned Development Community Health - He Unplanned Development Phase 1 BR Open Space N Water 0 Recommended Plan Area Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire DIT Legend Kisutu Service Area An Msimbazi Police Kivukoni Terminal Time City Council 5 10 Kariakoo Terminal 15 20 25 30 ! ( Health Cen ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Figure 2.3.21 Health Centres - (Aurecon) Municipal B Volume 2 / Part 3 195 3.5 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING Aga Khan Hospital, Dar es Salaam Mwananyamala Hospital, Dar es Salam TRANSPORT INFRASTRUCTURE International School of Tanganyika, Dar es Salam 196 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Education Introduction and Background Tanzania’s formal education system is structured Primary education capacity map to include 2 years of pre-primary education (Figure 2.3.22 on page 198), shows the (children aged 5-6 years),7 years of Primary percentage capacity for students/teachers. Education (children aged 7-13 years), 4 years of The average ratio for Dar es Salaam has been lower Secondary Education – Ordinary Level (ages quoted as 1 teacher for every 43 students. 14-17) and 2 years of upper Secondary Education For this analysis teacher-pupil ratio was set at 1:40, – Advanced Level (ages 18-19). Higher education which is slightly below the prescribed average. consists of 3 or more years and is offered at The map shows a significant number of schools various centres and institutions including Technical have a capacity below 100% which is within the and Vocational Education and Training (TVET) set standard. centres, colleges and universities. Although there are a number of primary schools Emanating from Tanzania’s adoption of Vision which have a capacity of 100-200%, there is, 2025 which placed emphasis on expanding however, only a few instances where capacity Tanzania’s access to education, the level of access has exceeded 200%. Assessing the coverage to education, in particular primary education, of primary schools over the Dar es Salaam has seen drastic improvements. Primary school municipality it is evident that along the periphery enrolment is Tanzania was increased in 1999 from regions there is still limited access to schools within 49% to 95% in 2011, whilst completion rates the acceptable range of 25 minutes whilst the increased from 55% in 2000 to 80% in 2012. central areas have sufficient coverage. A similar success was recorded for the enrolment at secondary schooling level which increased from Figure 2.3.22 on page 198, shows that there 3% in 2001 to 30% in 2011 . is fairly enough capacity in secondary schools. Capacity ranges from 7-100% with only one school Whilst access to education has drastically with more than a 100% capacity. The access improved, it is acknowledged that the teachers to secondary schools is significantly lower in to student ratio is not necessarily directly linked Dar es Salaam than primary schools. to performance or level of education but that the correlation of poor quality of service delivery has begun to have a marked effect on number on Pre-Primary Education pupil’s learning outcomes. High absenteeism of Pre-primary education for children aged 5-6 teachers and school administrators as well as the years is a prerequisite for enrolment in primary lack of capacity to teach the subjects required school as set by the Ministry of Education and are resulting in decreasing pass rates. There are Vocational Training. This has resulted in an increase more complex issues that surround this topic, in Pre-primary schools in the Dar es Salaam region for instance: with an increase of 16.6% from 2009 to 2013. Enrolment of pupils also increased from 2009 to • Poor working conditions for teachers and 2013 by 10.5%. administrators The private sector significantly contributed to this • Insufficient support and unequal resource increase of pre-primary schools, private ownership distribution increased from 33.9% in 2009 to 38.3% in 2013. • No incentives to improve delivery such as the By 2013 the Region had a total of 28,253 pupils provision of staff quarters in pre-primary of which on average each school had 57 pupils. (Dar es Salam Socio-economic • Lack of accountability Profile, 2014) • Insufficient information and empowerment to • Advocate for better education World Bank. Big Results now in Education (BRNEd) Program. INTERNATIONAL DEVELOPMENT ASSOCIATION PROGRAM APPRAISAL DOCUMENT. Report No 84545-TZ. June 16, 2014. Volume 2 / Part 3 197 3.5 Primary Education Primary education for children aged 7-13 years For secondary enrolment there was a higher REAL ESTATE PROFILE SOCIO-EONOMIC & has also shown a significant increase in terms of percentage of girls than there was for boys the number of schools. The region is reported to with 52.8% and 47.2% respectively. The pass have had a 41.8% increase of primary schools rate for Form Four in the region decreased from 2005 to 2013. Enrolment rate for standard one from 54.1% to 44.2% in 2013 this was partly a has also improved with a 7.6% increase between result of insufficient infrastructure and facilities in 2009 and 2013. Between these years the total the schools. The number of required teachers per number of girls enrolled decreased from 50.9% district in the region remained higher than available to 48.8%. teachers, with this deficit of teachers in the region amounting to about 28.5% in 2013. However, the Dar es Salaam region is committed in implementing objectives that ensure both boys and girls receive equal opportunities to Universities, Colleges and ENVIRONMENT primary school education. Completion rate of Vocational Training Schools NATURAL primary school indicated that that more girls than boys completed the education cycle, this In 2013 Dar es Salaam had 7 universities, three was irrespective of whether they sit for final University Colleges and various vocational examinations or not. training centres. These training centres provide different courses including computer studies, This means more boys than girls drop out in mechanics, carpentry and electrical training. primary school with a number of reasons identified. Adult Education is also offered in the region in Absenteeism was the main reason for primary attempts to continuously eradicating illiteracy school drop outs, followed by pregnancy, death among adults. URBAN PLANNING and other reasons such as mobility. The pass rate for the exit level of primary school was recorded to be 75.2 percent in 2013 which was a drop Other Challenges from 78.6% in 2010. The main hindrance to the progression of the The teachers to pupils’ ratio in the Dar es Salaam education sector has been poor service delivery region was 1:38 in 2013 which was quite lower About 59% of the schools of primary schools than the set standard of 1:40. The one district in in Tanzania lacked minimum infrastructure this region that did not meet the set standard was and only 61% had minimum teaching material. the Temeke district which had a ratio of 1:42 which Inadequate infrastructure included the shortage of means there was a high deficit of teachers in classrooms, toilets, staff quarters and water supply. schools within this district. TRANSPORT Other facilities such as libraries and laboratories are still inadequately provided. Secondary Education These facilities are described as essential but not The government policy of Tanzania requires that crucial for development in schools but they still play in each ward per district there should be at least a vital role as supplementary facilities for studying one secondary school and Dar es Salaam has and practical exercises. managed meet the requirements with an average of 1.5 public schools per ward. In total the region has 313 secondary schools, 135 public schools and 178 are private schools. INFRASTRUCTURE The Region has shown that participation of the community and parents has a desired effect on the education system as an increase in secondary school enrolment was recorded in the region in the year 2013. Tanzania Service Delivery Indicators, Education. May 2016 20 198 25 & Diagnosis of BRT Corridor Volume 2 / Part 3 - Baseline Assessment 30 ! ( Primary School 3.5 Primary  Schools ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis Time Trunk 80 Regional 5 Land Use 10 Planned Development Number of 15 Unplanned Development Primary Schools 20 Open Space 25 Water 30 Recommended Plan Area ! ( Primary School Municipal Boundary ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network Trunk N Regional Land Use 0 1 2 3 4km Planned Development Community Unplanned Development Education Phase 1 BR Open Space N Water 0 Recommended Plan Area Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire DIT Legend Kisutu Service Area An Msimbazi Police Kivukoni Terminal Time City Council 5 10 Kariakoo Terminal 15 20 25 30 ! ( Primary Sc ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Figure 2.3.22 Primary Schools - (Aurecon) Municipal B 20 25 Volume 2 / Part 3 199 30 ! ( Secondary School SecondarySchools ! Brt Terminals BRT Stops-Phase 1 3.5 Railways Legend Road Network Service Area Analysis Trunk 24 REAL ESTATE PROFILE SOCIO-EONOMIC & Time Regional 5 Land Use Number of 10 Planned Development Unplanned Development Secondary Schools 15 20 Open Space 25 Water 30 Recommended Plan Area ! ( Secondary School Municipal Boundary ! Brt Terminals  BRT Stops-Phase 1 ENVIRONMENT Railways NATURAL Road Network Trunk N Regional 0 Land Use 1 2 3 4km Planned Development Comm Educa Unplanned Development Phase Open Space N Water 0 Recommended Plan Area URBAN PLANNING Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka TRANSPORT Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire DIT Legend Kisutu Service A Msimbazi Police Kivukoni Terminal Time City Council 5 10 Kariakoo Terminal 15 20 25 30 INFRASTRUCTURE ! ( Sec ! Brt  BRT Rai Road Ne Tru Reg Land Us Pla Unp Ope Wa Rec Figure 2.3.23 Secondary Schools - (Aurecon) Mun 25 200 30 & Diagnosis of BRT Corridor Volume 2 / Part 3 - Baseline Assessment 97 ! ( Tertiary 3.5 Tertiary  Institutions ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis Trunk 14 TIME Regional 5 Land Use Number of 10 Planned Development Tertiary Institutions 15 Unplanned Development 20 Open Space 25 Water 30 Recommended Plan Area 97 Municipal Boundary ! ( Tertiary ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network N Trunk 0 Regional 1 2 3 4km Land Use Community Education Planned Development Phase 1 BR Unplanned Development N Open Space 0 Water Recommended Plan Area Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Legend Fire DIT Service Area A Kisutu TIME Msimbazi Police Kivukoni Terminal 5 City Council 10 15 Kariakoo Terminal 20 25 30 97 ! ( Tertiary ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Figure 2.3.24 Tertiary Institutions - (Aurecon) Municipal B Volume 2 / Part 3 201 3.5 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING Braeburn International School, Dar es Salaam Tusiime High School, Dar es Salam TRANSPORT INFRASTRUCTURE Aga Khan Mzizima Secondary School, Dar es Salam International School of Tanganyika, Dar es Salam 202 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Sport and Recreational Facilities Introduction and Background In order to achieve sustainable human settlements, important infrastructure function and contribute to a the provision of social facilities which adequately healthy urban ecosystem (Mng’ong’o 2004: 6). address felt community needs are essential. According to Liljestrom and Perrson (2011), According to the UN-Habitat’s International Dar es Salaam is experiencing a serious problem Guidelines for Urban and Territorial Planning, with the shortage and decrease in recreational recreational facilities and Public Open Space (POS) facilities / public open spaces respectively, and constitute an indispensable platform for vibrant and existing open spaces are continually consumed by inclusive city life, and are a basis for infrastructure both planned settlements and through the growth development of uncontrolled informal settlements. The purpose of this section is to provide an Recreational facilities are a crucial component of overview of the status quo in terms of parks a healthy urban environment and this is especially and recreation facilities within Dar es Salaam. the case in Dar es Salaam where a large proportion In many cities within developing countries, of the citizens live in over populated and highly recreational facilities and public open spaces densified areas. Recreational facilities and POS (POS) are decreasing due to priority being given therefore fulfil an important function in promoting to the development of buildings, infrastructure a healthy urban environment from an ecological, and basic services which typically overshadow social and economic perspective (Liljestrom and the significance of these amenities from a Perrson 2011; Mng’ong’o 2004) social perspective. The failure to adequately manage the population This is especially the case with the City of growth and physical development in Dar es Salaam Dar es Salaam. Dar es Salaam’s recreational may create environmental problems and lead to facilities are under threat due to urbanisation, and a gradual loss of POS through encroachment as the urban population continues to grow, more and over utilisation. Such a transformation in land buildings and infrastructure services are required to use may result in a rise in urban temperature, address the basic needs of people. increased air pollution and localised flooding due Recreational facilities and POS are often seen as to increased run-off rates. less important than the abovementioned services It has to be noted however that the Tanzanian and infrastructure. It is evident that these type Government is aware of the problem of decreasing of facilities in Dar es Salaam are disappearing public open spaces, and a number of small scale at the expense of physical densification and re-greening projects have been completed in population growth. It is however argued that the city. However, the developing pace of these recreational facilities must be included in the initiatives are slow. planning process as these spaces fulfil an Volume 2 / Part 3 203 3.5 Current Situation of Recreation Facilities The quality of POS for recreational In addition, the area accommodates large areas of REAL ESTATE PROFILE SOCIO-EONOMIC & purposes within the urban environment of open green areas. Dar es Salaam have been subject to degradation. The Botanical Garden and Gymkhana Golf Course Kithakye, Mutashu-Birwa and Kayani (2009) are are located within in this area. This area, in contrast of the opinion that the underdeveloped waste to other areas in the corridor have much better collection system, illegal logging for timber access to shading. The streets are covered with and charcoal, and the proliferation of informal trees that have been planted and this helps to settlements have placed pressure on the create a cooling effect on the area and helps to maintenance and management of these open create a pleasant urban environment. spaces within the city. The Kariakoo area is located to the west of Through analysing the existence of POS in the CBD is a well-known commercial and Dar es Salaam and specifically in the Central ENVIRONMENT residential area. The area is a high density Business District (CBD), it is evident that there NATURAL area and home to one of the largest markets in are limited open spaces in the forms of parks and the country. The public open space in this area recreational area. Alexanderson and Lung (2014) is limited. are of the opinion that the existing POS/recreational facilities are limited in size and can barely be used There are very little vegetation, green belts or for recreational purposes. open spaces due to the area being predominantly built up. The area is characterised by narrow, The existing POS / recreational facilities have streets, high density buildings and vendors a limited climatic influence and these facilities occupying the streets. This all contribute to making are limited to the areas they serve and their this a very busy area with a lot of activities and URBAN PLANNING absolute proximity. It is therefore argued that limited public open spaces or green areas for the existing POS and recreational facilities are citizens to utilise. unsuitable for public use and they do not contribute towards a more liveable urban environment. The Mhubarati area is located five kilometres In addition, the CBD does not only have a shortage towards the west of the city centre. of POS/recreational facilities, but does not have This area is characterised predominantly sufficient natural vegetation and greenery. by informal settlements. The area thus have developed in an unplanned way, have poor access There is for example limited examples of streets to basic infrastructure and a random pattern of within the CBD which have been landscaped narrow streets. with trees. It is therefore strongly proposed that the existing POS within the CBD should be enhanced, These characteristics are a dominant feature TRANSPORT protected and maintained to mitigate the adverse throughout the corridor as well. From a POS point impacts of densification and urbanisation. of view, these areas have limited green areas for recreational purposes. Limited vegetation are Towards the north eastern part of the CBD, the area found in these areas and greenery in the residential known as the Embassy Dsitrict is located. This area area usually consists of a few trees but in general is often described as the green lung of the city and there is a lack of protection from the sun within is characterised by buildings which are located these areas. on large plots surrounded by big private gardens. INFRASTRUCTURE 204 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Sports Fields & Facilities Community General provision according to Council for Recreational Facilities Scientific and Industrial Research (CSIR) Guideline The general provision for community (2015) is 0.56 ha per 1,000 people, with an recreational facilities is 0.5 ha per 1,000 people. additional 0.3 ha per 1,000 people for metropolitan A general description of a community recreational areas for higher order facilities. facility is a landscaped open space with Sports and recreation facilities typically include recreational facilities which serve the public. formally provided and maintained fields for different There are different types of recreational facilities, sports such as: soccer, hockey, cricket, rugby etc. but these typically include neighbourhood parks It also include playing courts, indoor sports which are smaller park spaces which serve the halls and stadiums which are usually equipped immediate local community. It is proposed that with ablution facilities, seating, parking and a these types of parks should be located within club house. walking distance (1 km or 20 minutes’ walk) and According to the CSIR Red Book, larger sports should be focussed on informal recreation such as fields should be located within clusters of schools play equipment and kick-about areas. and close to private sports clubs so that the Community parks are larger landscaped park amenities can be shared between the different user spaces and its purpose is to serve several groups and to avoid underutilisation of the facilities. surrounding local communities. These types of It is advised that schools should be allocated parks should also be located within acceptable times of use during the day and that the private walking distance and be multi-functional, sports club can use the amenities mainly during in other words have formal and informal the evening. recreational facilities. District or regional parks are large scale multi-functional parks and meets a wide range of needs of the district or regional community. The general provision for these types of parks are 0.2 ha for every 1,000 people and acceptable access to it ranges from 10 km or 15 minutes travel time by public transport. Volume 2 / Part 3 205 3.5 Religious Centres (Churches, Synagogues, Mosques) There are two predominant religions groups It is proposed by the CSIR Red Rook that religious REAL ESTATE PROFILE SOCIO-EONOMIC & in Tanzania: Christians and Muslims. facilities should be located within walking distance Christianity is the predominant religion, where for citizens. The proposed walking distance approximately 61.4% of the population identify is 1.5 km and it is proposed that the maximum themselves as Christians, where 35.2% identify travel time by foot or public transport should be themselves as Muslims. approximately 20 minutes. The remaining 4% is split between other religious The estimated size and dimensions of religious groups, such as: Folk Religion, Traditional centres differ in nature and there is no uniform Africanist, Buddhism and Hinduism (http://www. agreement about the adequate size of the facility. worldatlas.com/articles/religious-beliefs-in-tanzania. The size will depend on the variety of the facilities html). Large Muslim communities are provided together with the church. predominantly concentrated in the coastal areas ENVIRONMENT For example, a church where there is a school of Tanzania like Dar es Salaam while large Muslim NATURAL attached would be much larger in size than a single minorities are also located inland within the main religious facility. Taking this into account, a site for a urban areas. religious facility will typically range between 150 m² Numerous churches, mosques, temples and - 3,000 m². Lastly, it is estimated that approximately cathedrals can be found within all the cities and 2,000 people are required to support a single major towns of Tanzania. It is thus evident that religious facility. religious centres are an important feature for The CSIR Guideline proposes the following with communities in Tanzania and adequate provision regards to religious centres: has to be made for it. Taking this into consideration, URBAN PLANNING the CSIR guidelines will be discussed below about The population threshold ranges between 3,000 the proposed provision of these facilities. – 6,000 people. The access to a religious facility should vary, depending on the demand but typical The location of religious centres will generally access distance is 2 km. Typical site sizes vary depend on the community being served and the between 0.15 ha–1 ha, depending on whether existing facilities in the area surrounding the site. sharing of facilities take place. It is advised that religious facilities should be clustered with other public facilities such as playgrounds, community centres and community halls amongst other, in order to promote multi-functionality. TRANSPORT INFRASTRUCTURE 20 206 25 & Diagnosis of BRT Corridor Volume 2 / Part 3 - Baseline Assessment 35 ! ( Recreational Facility 3.5 Recreational  Facilities ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis Trunk 44 Time Regional 5 Land Use Number of 10 Planned Development Recreational Facilities 15 Unplanned Development 20 Open Space 25 Water 35 Recommended Plan Area ! ( Recreational Facility ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network Trunk N Regional 0 Land Use 1 2 3 4km Planned Development Sport and R Recreation Unplanned Development Phase 1 BR Open Space N Water 0 Recommended Plan Area Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire DIT Legend Kisutu Service Area An Msimbazi Police Kivukoni Terminal Time City Council 5 10 Kariakoo Terminal 15 20 25 35 ! ( Recreation ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Figure 2.3.25 Recreational Facilities - (Aurecon) 20 25 Volume 2 / Part 3 207 30 ! ( Secondary School Local Sport  Facilities ! Brt Terminals BRT Stops-Phase 1 3.5 Railways Legend Road Network Service Area Analysis Trunk 11 REAL ESTATE PROFILE SOCIO-EONOMIC & Time Regional 5 Land Use 10 Number of Planned Development 15 Unplanned Development Local Sport Facilities 20 Open Space 25 Water 35 Recommended Plan Area ! ( Local Sport Municipal Boundary ! Brt Terminals  BRT Stops-Phase 1 Railways ENVIRONMENT NATURAL Road Network Trunk N Regional Land Use 0 1 2 3 4km Planned Development Unplanned Development Sport Phase Open Space N Water 0 Recommended Plan Area URBAN PLANNING Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka TRANSPORT Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Legend Fire DIT Service A Kisutu Time Msimbazi Police Kivukoni Terminal 5 City Council 10 15 Kariakoo Terminal 20 25 35 ! ( Loc INFRASTRUCTURE ! Brt  BRT Rai Road Ne Tru Reg Land Us Pla Unp Ope Wa Rec Mun Figure 2.3.26 Local Sport Facilities - (Aurecon) 25 30 208 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 97 ! ( Tertiary 3.5 Religious  Facilities ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis Time Trunk Regional 95 5 Land Use 10 Planned Development Number of 15 Unplanned Development Religious Facilities 20 Open Space 25 Water ! ( Religion Recommended Plan Area ! Brt Terminals Municipal Boundary  BRT Stops-Phase 1 Railways Road Network Trunk Regional N Use Land Planned 0 Development 1 2 3 4km Unplanned Development Open Space Sport and R Phase 1 BR Water N Recommended Plan Area 0 Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire DIT Legend Kisutu Service Area An Msimbazi Police Kivukoni Terminal Time City Council 5 10 Kariakoo Terminal 15 20 25 ! ( Religion ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Municipal B Figure 2.3.27 Religious Facilities - (Aurecon) Volume 2 / Part 3 209 3.5 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING Jakaya M Kikwete Youth Park Jakaya M Kikwete Youth Park TRANSPORT INFRASTRUCTURE St Joesph’s Cathedral, Dar es Salaam Azania Front Church, Dar es Salaam 210 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Civic Facilities This section will provide a brief outline of civic important/serious enough to warrant reporting to facilities which include police stations, libraries, the applicable authorities. post office and fire stations. The current situation The police to population ratio in Tanzania is within Tanzania with regards to each these very low. By the end of 1999, the Tanzania facilities will be discussed to provide context of the Police Force comprised of approximately respective facilities. 27,200 officers for a population of 35,300,000 The facility provision standards relating to the (a ratio of approximately one police officer for every access distance and population serving provision 1,298 people). threshold of these facilities are discussed. More recent statistics according to the Crime and The provision standards for these facilities are Traffic Incidents Report (2015), indicate that there is based on the CSIR Guidelines (2015) and should one police officer for every 1,071 people. be used as a guiding mechanism in terms of the provision of these facilities. This ratio compares very poorly with the United Nations recommended standard of one police officer for every 450 people. According to the UN Police Stations standards the 1:450 ration is the sufficient ratio Crime Situation in Tanzania for the effective and adequate discharge of the Crime and violence in Tanzania is a problem police mandate. There are 194 Police stations in and concerns have been raised by the people of Tanzania which are purposely spread over different Tanzania around the effect that crime and violence regions, districts, divisions, wards and villages. has on their lives. These concerns are especially CSIR Guideline for provision of Police Stations evident in urban areas because the people are According to the CSIR Guideline Document (2015), more exposed to crime than the people that live in the following are prescribed with regards to the rural areas. provision and location of police stations: According to a study done by the Prime Minister’s A police station can be described as a building Office of Regional Administration and Local which accommodates police officers and other Government (2013), half the population living members of staff of the police force. The building in urban centres in Tanzania feel that crime and would typically contain offices, temporary holding violence have increased in 2007, compared to only cells, interview rooms and may have quarters for 28% in rural areas. This is substantiated by the personnel on-site. Crime and Traffic Incidents Report (2015), which indicated an increase in 15.4% from 2014 to 2015. The recommendations included in the Guideline (2015) propose that one station should be provided Contributing factors relating to this perceived per 30,000 people, this would enhance the visibility increase, include the proliferation of drugs, of the police and enhance response times as well. alcohol and small arms in urban centres. With regards to location, it is essential that a Persistent unemployment, ethnic, racial and police station has good access to the community religious conflicts, domestic violence, violence it serves and it is proposed that the area where against women, theft of personal property a station is located should ideally not be beyond and burglaries are considered to be the most 24 km. Where this is the case, a contact point common crimes. Another worrying aspect is that may be established to ensure adequate access to less than half the crimes that were surveyed as part the service. of the study were reported to Police. According to the CSIR Red Book, police stations The reasons for not reporting crimes include and other emergency services should be located observations that police services are unavailable near the intersections of major continuous or inaccessible to victims. According to the urban routes to facilitate rapid access to the aforementioned report, victims were also of the movement network. Police stations are classified opinion that the crimes were not considered to be as a middle order public good. Volume 2 / Part 3 211 3.5 REAL ESTATE PROFILE The police stations must be centrally located According to the CSIR Red Book, police stations SOCIO-EONOMIC & to all the communities they serve in order for and other emergency services should be located emergency vehicles to be easily dispatched to near the intersections of major continuous adjoining communities. urban routes to facilitate rapid access to the movement network. Police stations are classified Police stations should be accessible to citizens as a middle order public good. The police stations on foot and a walking distance of 1.5 km is must be centrally located to all the communities recommended or a maximum travel time of they serve in order for emergency vehicles to 20 minutes. The size and dimension of police be easily dispatched to adjoining communities. stations would typically vary between 0.1 ha – Police stations should be accessible to citizens 1.0 ha depending on the type of facility provided. on foot and a walking distance of 1.5 km is The estimated population threshold or capacity use recommended or a maximum travel time of is 25,000 people (CSIR Red Book). ENVIRONMENT 20 minutes. NATURAL According to the CSIR Guideline Document (2015), The size and dimension of police stations would the following are prescribed with regards to the typically vary between 0.1 ha – 1.0 ha depending provision and location of police stations: on the type of facility provided. The estimated A police station can be described as a building population threshold or capacity use is which accommodates police officers and other 25,000 people (CSIR Red Book) members of staff of the police force. The building would typically contain offices, temporary holding cells, interview rooms and may have quarters for personnel on-site. URBAN PLANNING The recommendations included in the Guideline (2015) propose that one station should be provided per 30,000 people, this would enhance the visibility of the police and enhance response times as well. With regards to location, it is essential that a police station has good access to the community it serves and it is proposed that the area where a station is located should ideally not be beyond 24 km. Where this is the case, a contact point may be established to ensure adequate access to the service. TRANSPORT INFRASTRUCTURE 212 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Libraries Post Office The Public Library system of Tanzania is managed The Tanzanian Posts Corporation was established and run by the Tanzania Library Service Board in 1994 and they are responsible for all the postal (TLSB). The main mission of the TLSB is to services in the country. Tanzania makes use of establish, equip, manage and operate the different three types of post offices, which include the libraries in Tanzania. The mode of development is Departmental Post Offices, Franchised Post Offices to start with the bigger libraries, found within the and Sub Post Offices (these are small local post regional areas, then district libraries and lastly, offices offering fewer services). libraries found within villages. In Dar es Salaam there are 28 Departmental Post The TLSB provides services to eighteen of the Offices, 6 Franchised Post Offices and 1 Sub post twenty administrative regions of the country. office, (http://www.posta.co.tz/index.htm). The total In addition, there are eleven district libraries number of post office services in Tanzania amounts and four divisional libraries within Tanzania. to 399, this number include all three of the different The main libraries of Tanzania can be found in types of post offices. Dar es Salaam, these include: the British Council Based on the CSIR Guidelines, a post office can Library, the American Centre Library and the be described as a service delivery point where the University of Dar es Salaam Library. public can access Post Office services, information (http://www.afran.info/modules/publisher/item. and transact services. php?itemid=447) (http://www.tlsb.or.tz/index. php/tlsb/tlsb/category/about_tlsb) The CSIR guideline proposes that the population threshold for a Post Office should range between According to the CSIR Guidelines, library facilities 10,000 and 20,000 people, the access distance can be described as a facility that provide for the public should typically be between 5 km – resources and services in a variety of media 10 km and typical site size is: 0.01 ha office space to meet the needs of the general public for or 0.03 ha land. In addition, Post Boxes should education, information and personal development. typically be provided in addition to the Post Office These facilities generally house fiction and where there is no home postal delivery system non-fiction books for lending and reference and the access distance to these should be purposes as well as having facilities such as study approximately 2 km. area, meeting rooms, and may provide the public with access to computers and internet access. It is advised that not more 70,000 people should be served by a local-type library. Large regional libraries may have thresholds as high as 450,000 people and there would possibly be one or two per metro. Distance From Number of one Station to Area of the Region Another in KM Number of Staff Fire Stations Region ( Km² ) Min Max Dar es Salaam 4 6 157 1.591 391 Table 2.3.12 Fire and Rescue Facilities within Dar es Salaam - (Aurecon) (Performance Audit Report On the Enforcement of Fire Safety in Public Buildings. Fire and Rescue Force under the Ministry Of Home Affairs. 2017). Volume 2 / Part 3 213 3.5 Fire Stations Table 2.3.9 provides a detailed analysis of the According to the CSIR Guideline, the following REAL ESTATE PROFILE SOCIO-EONOMIC & number of fire stations that can be found within are prescribed with regards to the provision and Dar es Salaam, Tanzania. However, it is important location of fire stations: to note that there are only one central fire station A fire station should be located on a spot that have with the remainder of stations forming part of each good access to the major transport routes and respective Municipality. should not be hindered by local traffic congestions. The table further indicates the minimum and The location of the fire station is very important maximum distance from one fire station to another, because the importance of rapid response times the area in square km the fire stations serve and to emergencies. the number of staff that can be found within the fire It is therefore advised that a fire station should station’s region. ideally be located outside the core development ENVIRONMENT It is evident from the Performance Audit Report on area but still in close proximity to the core NATURAL the Enforcement of Fire Safety in Public Buildings development area. In addition, co-location with Document that the Fire and Rescue Force of other similar services are encouraged. Tanzania strives to establish offices and stations The site requirements for the facility include that it all over the country but that priority has been given should be located on flat land as far as possible to the main administrative centres of the different and on land that requires minimal re-constructive regions and in a few district, administrative centres work, for example backfilling and levelling. as well. The table also provides an overview of the risk The reasoning for this is because there are higher categorisation and the respective response times risks of fire outbreaks in these areas due to bigger URBAN PLANNING that should typically be adhered to. population numbers, high density of buildings and higher levels of activities. TRANSPORT RISK CATEGORIES AND THEIR RESPONSE TIMES Facility Type Average Threshold (Population) Acceptable Travel Distance (KM) A - High CBD; extensive commercial and industry Within 8 minutes Limited CBD; smaller B - Moderate Within 10 minutes INFRASTRUCTURE commercial or industry C - Low Residential (of conventional type) Within 13 minutes Vegetation and limited D - Rural Within 23 minutes buildings in remote areas Must be reached within time associated Various, including noxious industries, E - Special with development type, but are squatter areas, large shopping centres generally high risk – thus 8 minutes Table 2.3.13 Risk Categories for Fire & Rescue Services and their Response Times - (Aurecon) 20 214 25 & Diagnosis of BRT Corridor Volume 2 / Part 3 - Baseline Assessment 30 ! ( Primary School 3.5 Police  Stations ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis Trunk 21 TIME Regional 5 Land Use Number of 10 Planned Development Police Facilities 15 Unplanned Development 20 Open Space 25 Water 30 Recommended Plan Area 60 Municipal Boundary ! ( Police Station ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network N Trunk 0 Regional 1 2 3 4km Land Use Civic Facili Planned Development Phase 1 BR Unplanned Development N Open Space 0 Water Recommended Plan Area Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Legend Jangwani Service Area An Fire DIT TIME Kisutu 5 Msimbazi Police Kivukoni Terminal 10 City Council 15 20 Kariakoo Terminal 25 30 60 ! ( Police Stat ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Municipal B Figure 2.3.28 Police Stations - (Aurecon) 20 25 Volume 2 / Part 3 215 30 ! ( Primary School Fire Stations  ! Brt Terminals BRT Stops-Phase 1 3.5 Railways Legend Road Network 1 REAL ESTATE PROFILE Service Area Analysis Trunk SOCIO-EONOMIC & Time Regional 5 Land Use Number of 10 Planned Development 15 Fire Stations Unplanned Development 20 Open Space 23 Water ! ( Fire Station Recommended Plan Area ! Brt Terminals Municipal Boundary  BRT Stops-Phase 1 Railways ENVIRONMENT Road Network NATURAL Trunk Regional N Land Use Planned 0 Development 1 2 3 4km Unplanned Development Civic F Open Space Phase Water N Recommended Plan Area 0 Municipal Boundary URBAN PLANNING Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka TRANSPORT Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire DIT Legend Kisutu Service A Msimbazi Police Kivukoni Terminal Time City Council 5 10 Kariakoo Terminal 15 20 23 ! ( Fire INFRASTRUCTURE ! Brt  BRT Rai Road Ne Tru Reg Land Us Pla Unp Ope Wa Rec Mun Figure 2.3.29 Fire Stations - (Aurecon) 20 216 25 & Diagnosis of BRT Corridor Volume 2 / Part 3 - Baseline Assessment 30 ! ( Primary School 3.5 Libraries  ! Brt Terminals BRT Stops-Phase 1 Railways Legend Road Network Service Area Analysis TIME Trunk 38 Regional 5 Land Use 10 Number of Planned Development 15 Unplanned Development Libraries 20 Open Space 25 Water 30 Recommended Plan Area 60 Municipal Boundary ! ( Library ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network N Trunk Regional 0 1 2 3 4km Land Use Planned Development Civic Facili Phase 1 BR Unplanned Development N Open Space 0 Water Recommended Plan Area Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Legend Jangwani Service Area An Fire DIT TIME Kisutu 5 Msimbazi Police Kivukoni Terminal 10 City Council 15 20 Kariakoo Terminal 25 30 60 ! ( Library ! Brt Termina  BRT Stops Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac Water Recommen Municipal B Figure 2.3.30 Libraries - (Aurecon) 20 25 Volume 2 / Part 3 217 30 ! ( Primary School Post Offices !  Brt Terminals BRT Stops-Phase 1 3.5 Railways Legend Road Network Service Area Analysis Trunk 29 REAL ESTATE PROFILE SOCIO-EONOMIC & TIME Regional 5 Land Use 10 Planned Development Number of 15 Unplanned Development Post Offices 20 Open Space 25 Water 30 Recommended Plan Area 60 Municipal Boundary ! ( Post Office ! Brt Terminals  BRT Stops-Phase 1 ENVIRONMENT NATURAL Railways Road Network N Trunk Regional 0 1 2 3 4km Land Use Planned Development Civic F Phase Unplanned Development N Open Space 0 Water URBAN PLANNING Recommended Plan Area Municipal Boundary Morocco Terminal Kimara Terminal Kinondoni B Bucha Kibo Resort Baruti Ubungo Maji Mwanamboka TRANSPORT Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Legend Jangwani Service A Fire DIT TIME Kisutu 5 Msimbazi Police Kivukoni Terminal 10 City Council 15 20 Kariakoo Terminal 25 30 60 ! ( Pos INFRASTRUCTURE ! Brt  BRT Rai Road Ne Tru Reg Land Us Pla Unp Ope Wa Rec Mun Figure 2.3.31 Post Offices - (Aurecon) 218 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Social Facility Diagnosis Education The following section measures the The seven stations are: performance of Education, Healthcare, Civic, Sport And Recreational Facilities • Morocco • Manzese around 7 Key BRT Stations that best represent • Kimara • Magomeni Dar es Salaam. • Ubungo • Gerezani The performance measurement is done in line with the methodology of the spatial analysis of social • Kivukoni and civic facilities as outlined in the methodology section of this chapter. Facility capacity is severely constrained or no Adequate capacity but residential facility within an acceptable walking distance. densification potential is limited. Capacity is constrained, with no Good capacity with residential potential for residential densification. densification potential. Education: CSIR Benchmarks Adapted for Dar es Salaam Average Threshold Acceptable Travel Facility Type Station (Population) Distance (KM) Kimara 90% of population Ubungo served within 2.5 km Manzese Secondary School 60,000 - 100,000 Magomeni (+/- 30 min walking distance depending Morocco on topography) Kivukoni Gerezani Kimara 90% of population Ubungo served within 2.5 km Manzese Primary 20,000 - 70,000 Magomeni School (+/- 30 min walking distance depending Morocco on topography) Kivukoni Gerezani Kimara Ubungo Tertiary Education Manzese Variable 8 km (+/- 97 min) Magomeni (University, College and Technical) Morocco Kivukoni Gerezani Table 2.3.14 Facility Diagnosis - Education - (Aurecon) Phase N 1 BR N 0 Volume 2 / Part 3 219 0 Primary Education 3.5 Morocco Terminal Morocco Terminal REAL ESTATE PROFILE SOCIO-EONOMIC & Kimara Terminal Kinondoni B Kimara Terminal Kinondoni B Bucha Bucha Kibo Resort Kibo Ubungo Maji Mwanamboka Resort Baruti Baruti Ubungo Maji Mwanamboka Ubungo Terminal Ubungo Terminal Shekilango Mkwajuni Shekilango Urafiki Mkwajuni Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera Mwembe Chai Usalama Usalama Mwembe Chai MagomeniMapipa Magomeni Mapipa Communi Jangwani Jangwani Community Fire Education Fire Education DIT DIT Legend 1 B Phase Legend Phase Service 1 BR Area A Kisutu Kisutu Service N Area An Msimbazi MsimbaziPolice Police Terminal Kivukoni Terminal Kivukoni Time Time N City Council City 55 0 10 10 0 Terminal Kariakoo Terminal Kariakoo 15 15 20 20 ENVIRONMENT 25 25 30 30 NATURAL Secondary Education ! (! ( Primary Primary Sc S !! Brt BrtTermina Termin   BRT BRTStops- Stop Railways Railways Road RoadNetwork Network Trunk Trunk Regional Regional Land Use Land Use Planned De Morocco Planned D Morocco Terminal Terminal Unplanned Unplanne Open Spac Open Spa Water Kinondoni Water Kimara Terminal Kimara Terminal Kinondoni B B Recommen Recomm Bucha Bucha Municipal B Kibo Kibo Municipa Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni URBAN PLANNING Urafiki Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera Mwembe MwembeChai Chai Usalama Usalama Magomeni Mapipa Magomeni Mapipa Jangwani Jangwani Fire Community DIT Legend Legend Community Education - Kisutu Education Service ServiceArea Area - An A Kivukoni KivukoniTerminal Terminal Phase 1 BR Msimbazi Police Msimbazi Time 1 BR Phase Time City Council Council N 55 N 10 10 Kariakoo Terminal 15 150 0 20 20 25 25 30 30 ! (! ( Secondary Secondar Tertiary Education !! Brt BrtTermina Termin   BRT BRTStops- Stop Railways Railways TRANSPORT Road RoadNetwork Network Trunk Trunk Regional Regional Land Use Land Use Planned De Planned D Unplanned Unplanne MoroccoTerminal Morocco Terminal Open Spac Open Spa Water Water Recommen Recomme Kimara Terminal KinondoniB Kinondoni B Municipal B Kimara Terminal Municipal Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni Urafiki Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera INFRASTRUCTURE Mwembe Chai Usalama Usalama Mwembe Chai MagomeniMapipa Magomeni Mapipa Jangwani Jangwani Legend Legend Fire Fire DIT DIT Service Area Service Area A A Kisutu Kisutu TIME TIME Msimbazi Police Kivukoni Terminal Kivukoni Terminal 5 5 Msimbazi Police City Council City Council 10 10 15 KariakooTerminal Kariakoo Terminal 20 25 30 97 ! ( Tertiary ! ! Brt Termina  BRT Stops- Railways Road Network Trunk Regional Land Use Planned De Unplanned Open Spac 220 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Healthcare Facility capacity is severely constrained or no Adequate capacity but residential facility within an acceptable walking distance. densification potential is limited. Capacity is constrained, with no Good capacity with residential potential for residential densification. densification potential. Health: CSIR Benchmarks Adapted for Dar es Salaam Average Threshold Acceptable Travel Facility Type Station ( Population ) Distance ( Km ) Kimara Ubungo 90 % of Population served within Manzese Hospital 300,000 - 900,000 7 km (+- 85 min Magomeni walking distance depending on Morocco topography) Kivukoni Gerezani Kimara 90% of population Ubungo served within 2.5 km Manzese Health Centre 24,000 - 70,000 Magomeni (+- 30 min walking distance depending Morocco on topography) Kivukoni Gerezani Kimara 90% of population Ubungo served within 1.25 km Manzese Dispensary / Clinic 10,000 - 20,000 Magomeni (+- 15 min walking distance depending Morocco on topography). Kivukoni Gerezani Table 2.3.15 Facility Diagnosis - Healthcare - (Aurecon) 0 0 Volume 2 / Part 3 221 Hospitals 3.5 MoroccoTerminal Morocco Terminal REAL ESTATE PROFILE Kimara Terminal KinondoniB Kinondoni B Kimara Terminal SOCIO-EONOMIC & Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni Urafiki Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera Mwembe Usalama MwembeChai Chai Usalama MagomeniMapipa Magomeni Mapipa Jangwani Jangwani Legend Legend Fire Fire DIT DIT Area Analy Service Area Service Analy Kisutu TIMETIME Kisutu Community Fac Msimbazi Kivukoni Kivukoni Terminal Terminal Community 5 Fac MsimbaziPolice Police Health5 - Health City City Council Council Health10 - Health C 10 Phase Phase 1 BRT Co 15 1 BRT Co 15 Kariakoo Terminal Kariakoo Terminal N 20 20 N 25 25 0 1 30 0 1 85 ! Hospital ( ENVIRONMENT ! Brt Terminals Health Centre  Stops-Phas BRT Stops-Phase NATURAL Railways Road Network Trunk Regional Land Use Develop Planned Develop Deve Unplanned Devel Open Space Water Morocco Terminal Morocco Terminal Recommended P P Municipal Bounda Bound Kimara Terminal Kinondoni B Kinondoni B Kimara Terminal Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni URBAN PLANNING Urafiki Urafiki Manzese Manzese ManzeseTipTop Manzese TipTop Kagera Kagera Mwembe MwembeChai Chai Usalama Usalama MagomeniMapipa Magomeni Mapipa Jangwani Jangwani Fire Fire DIT DIT Legend Kisutu Kisutu Community Service Fa Analysis Area Analysis Area Msimbazi Police Msimbazi Police Kivukoni Terminal Kivukoni Community Time Fac Health - Clinic City City Council Council Health Phase 5 -1 Clinic BRT C 10 1 BRT C Phase Kariakoo Terminal Kariakoo Terminal N N 15 20 0 25 0 30 ! ( Health Health Centre Centre ! ! Brt Terminals Terminals Clinics / Dispensaries  BRT Stops-Phase BRT Stops-Phase Railways Railways Road Network Network TRANSPORT Trunk Trunk Regional Regional Land Use Use Planned Developm Planned Developm Unplanned Develo Unplanned Develo Open Space Open Space Water Water Morocco Terminal Morocco Terminal Recommended Pla Recommended Pla Municipal Boundar Municipal Boundar Kimara Terminal Kinondoni B Kinondoni B Kimara Terminal Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni Urafiki Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera INFRASTRUCTURE Mwembe MwembeChai Chai Usalama Usalama Magomeni Mapipa Magomeni Mapipa Jangwani Jangwani Fire Fire DIT Kisutu Legend Legend Msimbazi Police Msimbazi Police Kivukoni Terminal Kivukoni Terminal Service ServiceArea AreaAnalysis Analys City Council Council Time Time Kariakoo Terminal Kariakoo 55 10 10 15 15 ! (! ( Clinic Clinic !! Brt BrtTerminals Terminals   BRT BRTStops-Phase Stops-Phas Railways Railways Road RoadNetwork Network Trunk Trunk Regional Regional Land LandUse Use Planned Developm Planned Develo Unplanned Develo Unplanned Deve Open Space Open Space Water Water Recommended Pl Recommended 222 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Civic Facility capacity is severely constrained or no Adequate capacity but residential facility within an acceptable walking distance. densification potential is limited. Capacity is constrained, with no Good capacity with residential potential for residential densification. densification potential. Civic: CSIR Benchmarks Adapted for Dar es Salaam Average Threshold Acceptable Travel Facility Type Station (Population) Distance (KM) Kimara 90 % of Population Ubungo served within Manzese Library 20,000 - 70,000 5 km (+-1 hour walking Magomeni distance depending Morocco on topography) Kivukoni Gerezani Kimara 90% of Population Ubungo served within Manzese Post Office 10,000 - 20,000 5 km (+-1 hour walking Magomeni distance depending Morocco on topography) Kivukoni Gerezani Kimara Ubungo Manzese 8 to 23 Minute Fire Stations 60,000 - 100,000 Magomeni Response Time). Morocco Kivukoni Gerezani Kimara 90% of Population Ubungo served within Manzese Police Station 60,000 - 100,000 5 km (+-1 hour walking Magomeni distance depending Morocco on topography) Kivukoni Gerezani Table 2.3.16 Facility Diagnosis - Civic - (Aurecon) 0 1 0 1 Volume 2 / Part 3 223 Library Morocco MoroccoTerminal Terminal 3.5 Kimara Terminal KinondoniB Kinondoni B Kimara Terminal Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka REAL ESTATE PROFILE Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni SOCIO-EONOMIC & Urafiki Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera Mwembe MwembeChai Chai Usalama Usalama MagomeniMapipa Magomeni Mapipa Legend Civic Facilities - P Jangwani Jangwani Fire Fire Phase Service 1 BRT Service Area Corr Analysis DIT DIT TIME TIME N N Kisutu Kisutu 5 MsimbaziPolice Msimbazi Police Kivukoni Terminal Kivukoni Terminal 10 0 0 1 1 CityCouncil City Council 15 20 KariakooTerminal Kariakoo Terminal 25 30 60 Post Office ! Library ( ! Brt Terminals !  BRT Stops-Phase 1 Railways Road Network Road Trunk Regional Land Use Land Morocco Terminal Planned Development ENVIRONMENT Unplanned Developme Open Space NATURAL Water Water Kimara Terminal Kinondoni B Plan A Recommended Plan Recommended A Bucha Boundary Municipal Boundary Kibo Municipal Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Civic Facilities Legend -F Jangwani Phase Service BRT Cor 1 Analysis Area Analysis Fire Service Area DIT TIME TIME N Kisutu 5 5 Msimbazi Police Kivukoni Terminal 10 10 0 1 City Council 15 15 20 20 Kariakoo Terminal 25 25 30 30 60 URBAN PLANNING 60 Fire Stations ! Post ( Office Post Office ! Brt ! Terminals Brt Terminals  Stops-Phase 1 BRT Stops-Phase BRT 1 Railways Railways Network Road Network Road Trunk Trunk Regional Regional Use Land Use Land Morocco Terminal Development Planned Development Planned Developme Unplanned Developme Unplanned Space Open Space Open Water Water Kimara Terminal Kinondoni B Plan A Recommended Plan Recommended A Bucha Kibo Boundary Municipal Boundary Municipal Resort Baruti Ubungo Maji Mwanamboka Ubungo Terminal Shekilango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Civic Facilities Civic -P Facilities - P Jangwani Fire Phase 1 Phase BRT Cor 1 BRT Cor DIT Legend TRANSPORT NN Kisutu Service Area Analysis Msimbazi Police Kivukoni Terminal Time 0 0 1 1 City Council 5 10 Kariakoo Terminal 15 20 Police Stations 23 ! ( Fire Station ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network Trunk Regional Land Use Morocco Terminal Morocco Terminal Planned Developmen Unplanned Developm Open Space Kimara Terminal Kimara Terminal Kinondoni B Kinondoni B Water Recommended Plan Bucha Bucha Kibo Kibo INFRASTRUCTURE Resort Resort Municipal Boundary Baruti Baruti Ubungo Maji Ubungo Maji Mwanamboka Mwanamboka Ubungo Terminal Ubungo Terminal Shekilango Shekilango Mkwajuni Mkwajuni Urafiki Urafiki Manzese Manzese Manzese TipTop Manzese TipTop Kagera Kagera Mwembe Chai Mwembe Chai Usalama Usalama Magomeni Mapipa Magomeni Mapipa Legend Legend Jangwani Jangwani Service Area Service Analysis Area Analysis Fire Fire DIT DIT TIME TIME Kisutu Kisutu 5 5 Msimbazi Msimbazi Police Police Kivukoni Terminal Kivukoni Terminal 10 10 City Council City Council 15 15 20 20 Kariakoo Terminal Kariakoo Terminal 25 25 30 30 60 60 ! ! ( Police ( Station Police Station ! Brt ! Terminals Brt Terminals   BRT Stops-Phase BRT 1 Stops-Phase 1 Railways Railways Road Network Road Network Trunk Trunk Regional Regional Land Use Land Use Planned Developmen Planned Developmen Unplanned Developm Unplanned Developm Open Space Open Space 224 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.5 Recreational Facilities Facility capacity is severely constrained or no Adequate capacity but residential facility within an acceptable walking distance. densification potential is limited. Capacity is constrained, with no Good capacity with residential potential for residential densification. densification potential. Education: CSIR Benchmarks Adapted for Dar es Salaam Average Threshold Acceptable Travel Facility Type Station (Population) Distance (KM) Kimara Ubungo 3 km (+- 35 min Manzese Community Sport walking distance 15,000 Magomeni Facilities depending on topography) Morocco Kivukoni Gerezani Kimara Ubungo 3 km (+- 35 min Manzese Community walking distance 15,000 Magomeni Recreational Facilities depending on topography) Morocco Kivukoni Gerezani Kimara Ubungo km (+- 25 min walking Manzese Religious Facilities 5000 distance depending Magomeni on topography) Morocco Kivukoni Gerezani Table 2.3.17 Facility Diagnosis - Recreational Facilities - (Aurecon) N N 0 0 Volume 2 / Part 3 225 Community Sport Facilities 3.5 MoroccoTerminal Morocco Terminal REAL ESTATE PROFILE SOCIO-EONOMIC & Kimara Terminal KinondoniB Kinondoni B Kimara Terminal Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni Urafiki Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera Mwembe MwembeChai Chai Usalama Usalama MagomeniMapipa Magomeni Mapipa Jangwani Jangwani Legend Fire Fire DIT DIT Service Sport Service Anal Areaand Kisutu Kisutu Sport and R Recreation Time Time MsimbaziPolice Msimbazi Police Kivukoni Terminal Kivukoni Terminal Recreation 5 Phase 1B City CityCouncil Council Phase 10 1 BR N N15 KariakooTerminal Kariakoo Terminal 20 0 25 0 35 ENVIRONMENT ! Local Sport ( Community Recreational Facilities ! ! NATURAL Brt Terminals  BRT Stops-Ph Railways Road Network Road Trunk Regional Land Use Land Planned Deve Unplanned De Open Space Water Water Morocco Terminal Morocco Terminal Recommende Recommende Bou Municipal Bou Municipal Kimara Terminal Kinondoni B Kinondoni B Kimara Terminal Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka URBAN PLANNING Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni Urafiki Urafiki Manzese Manzese Manzese ManzeseTipTop TipTop Kagera Kagera Mwembe MwembeChai Chai Usalama Usalama Magomeni Mapipa Magomeni Mapipa Jangwani Jangwani Fire Fire DIT Legend Legend Kisutu Sport Service Service and Area Area R A An Sport and Recreation Msimbazi Police Msimbazi Police Kivukoni Terminal Kivukoni Terminal Time Time Phase Phase 1 BR City Council Council 5 5 1 BR N 10 Kariakoo Terminal Kariakoo N 10 15 15 0 20 200 25 25 Religious Facilities 35 35 ! (( Recreation ! Recreatio !! Brt BrtTermina Termin   BRT BRTStops Stop TRANSPORT Railways Railways Road RoadNetwork Network Trunk Trunk Regional Regional Land Use Land Use Planned De Planned D Unplanned Unplanne Open Spac Morocco Open Spa Morocco Terminal Terminal Water Water Recommen Recomme Kimara Terminal Kinondoni B Kinondoni B Kimara Terminal Bucha Bucha Kibo Kibo Resort Resort Baruti Ubungo Maji Mwanamboka Baruti Ubungo Maji Mwanamboka Ubungo UbungoTerminal Terminal Shekilango Shekilango Mkwajuni Mkwajuni Urafiki Urafiki Manzese Manzese INFRASTRUCTURE ManzeseTipTop Manzese TipTop Kagera Kagera Mwembe MwembeChai Chai Usalama Usalama MagomeniMapipa Magomeni Mapipa Jangwani Jangwani Fire Fire DIT DIT Legend Kisutu Kisutu Area An Service Area Service An Msimbazi Kivukoni Terminal Msimbazi Police Police Time City Council City Council 5 5 10 10 Kariakoo Terminal Kariakoo Terminal 15 15 20 20 25 25 ! ( 35 Religion ! ! Recreation ( Brt Termina  BRT ! Brt Termina Stops  BRT Stops Railways RoadRailways Network Network Road Trunk Trunk Regional LandRegional Use Use Land Planned D Planned De Unplanned 226 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.6 Relevant Urban Planning & Land Use Regulation Statutory Planning Framework Related to Dar es Salaam Overview of this Assessment 1 General Planning Scheme 5 The purpose of this section is to provide an General planning schemes seek to coordinate overview of the current spatial and land-use sustainable development of the area to which planning system in Dar es Salaam and how it relates, promoting health, safety, amenity, this relates to and supports integrated land-use convenience and general welfare as well as and transport planning for the BRT Corridor. efficiency and economy in the process of It examines the existing planning system and such development. A general planning scheme policies to assess where refinements are needed to focuses on improving the land and provides for the facilitate “Transport Orientated Development” . proper physical development of the area, as well as securing suitable provision for transportation, Relevant Statutory Planning Legislation 2 utilities and services, housing, employment and Tanzania has a comprehensive statutory planning public amenities. framework that is supported by extensive number A general planning scheme may provide for of acts, policies and regulations. Our current planning, re-planning, re-development or assessment is that these have the capability of reconstructing the whole or part of the area supporting integrated land-use and transport comprised in the scheme, and for controlling the planning along the BRT corridor. Key applicable order, nature and direction of development. planning acts and legislation of relevance to the BRT Corridor include: Detailed Planning Scheme 6 The objective of a detailed planning scheme is to Land Use Planning Act 2007 coordinate all development activities, to control the 3 This Act makes provision with respect to the use and development of land including intensive procedures and processes in accordance with use of urban land and, in particular, vertical and which land use in a planning area or zone are compact urban development. A detailed planning prescribed, managed, monitored and evaluated. scheme may be a long-term or short-term The Act sets out the fundamental principles of land physical development scheme or for renewal or use, establishes land use planning authorities and re-development of any part of the planning area. provides with respect to land planing procedures Our assessment is that both the Land Use Planning and authorizations. Act and Urban Planning Act have sufficient scope Urban Planning Act 2007 and powers to form a robust planning background for the BRT Corridor development strategy 4 The Urban Planning Act (along with the Land Use and plans. Planning Act 2007) is one of the most relevant to the future development of the BRT corridor. The Act The emerging BRT plans and policies can then set out a comprehensive and modern planning augment the General and Detailed Planning framework for managing development in urban Schemes as a dedicated policy framework and urban periphery areas. It provides for the focussed on the specific needs and opportunities procedures and the powers for the preparation, associated with Transit Oriented Development administration and enforcement of land use and along the BRT corridors of Dar es Salaam. development planning. The Act envisages two types of planning schemes; general planning National Land Policy of 1995 7 schemes and detailed planning schemes. The overall aim of the National Land Policy of 1995 is to promote and ensure land tenure, to encourage the optimal use of land resources, and to facilitate broad-based social and economic development without disturbing or endangering the ecological balance of the environment. Volume 2 / Part 3 227 3.6 REAL ESTATE PROFILE SOCIO-EONOMIC & The aim of this policy is to assist the Government This will form part of the Phase 2 exercise where to ensure that all urban residents are provided with we will undertake a further review and develop a basic services that are essential to human health. refined set of planning standards as part of the In this regard, it makes the following commitments BRT Corridor TOD guidelines. • Timely planning in all the potential areas for Human Settlements urban development in the peripheries of all Development Policy 2000 towns The National Human Settlements Policy was • Designating special areas for low income formulated in 2000 to address and reverse the housing with simplified building regulations and deterioration of human settlements condition in Tanzania in line with the commitment to the ENVIRONMENT an affordable level of services NATURAL decision by the United Nations Habitat Agenda • Ensuring that existing slum areas are not II and the Istanbul Declaration of Human cleared but are upgraded and provided with Settlement Development. The policy aims at facilities for adequate sanitation and other basic harnessing initiatives in delivery of housing and services (except in instances where unplanned infrastructure investment by various actors in the housing occurs in hazardous areas) public, private, informal and community sectors as well as guiding the rapid urban growth and • Upgrading plans will be prepared and transformation of settlement patterns. implemented by local authorities with the participation of residents and their local However, for the past fifteen years of its existence, URBAN PLANNING community organizations. Local resources the policy has not been able to fully address issues will be mobilized to finance the plans through related to housing in line with current progress in appropriate cost recovery systems. delivery mechanisms. Recent initiatives including the enactment of Unit Titles Act, the Mortgage Under this Act development proposals that support Financing Act (both of 2008) do not feature in the organic re-qualification of informal settlement areas policy and a lack of coordination with the housing such as those found along the BRT corridors are industry (real estate developers and consumers) favoured and re-development or clearance would in the country is a recognised problem. need to be carefully justified. Further, the policy has not clearly articulated the recently adopted UN Sustainable Development Urban Planning and Space 8 Goals (SDGs) particularly those related to Standard Regulations 2011 TRANSPORT human settlements. These set out overall land planning and level of service standards for different types and sizes The Land Act 1999 and The Land 9 of settlements in Tanzania. The standards are (Amendment) Act, 2004 categorised by settlement type (housing cluster, The Land Act 1999 details provisions for the neighbourhood, community, district, city etc) and classification and tenure of land, its administration by size of population unit. Our main interest in the and the rights, incidents and procedure of standards is how they define the requirements land occupation. The Act places administration for a range of community, amenity and civic of the land in the care of the President, Ministry requirements from schools to clinics to public INFRASTRUCTURE of Lands and the Commissioner of Lands. parks and recreational open space. The revised Land (Amendment) Act passed in This helps us measure levels of existing provision 2004 makes a few but significant amendments to and calibrate future need and requirements. the Land Act 1999 namely, allowing and regulating However, we have picked a number of the sale of undeveloped land. In essence this discrepancies within the current standards that act covers land rights and would need to be does affect their usability. Whilst the current considered where land is being transferred as standards are a good starting point they will need part of (for example) the re-development of a BRT to be updated, adjusted and refined to make them station area. more appropriate for the development planning of the BRT corridor. 228 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.6 Planning Authorities and Functions in Dar es Salaam Overview of the City Planning Authorities Our understanding is the core planning powers and As our assignment for the BRT corridor is for an functions for the City of Dar es Salaam reside with: integrated land-use and transportation approach, we need to understand the interface with the • The Ministry of Housing, Land and Settlements Authorities responsible for transport planning Department (MHLSD). That has a responsibility and policy. to prepare national, regional and city level planning policy and guidelines Table 2.3.18 opposite sets out our current understanding of the distribution of planning and • The Five City Municipalities of Ilala, Kinondoni, transport functions that affect Dar es Salaam. Temeke, Ubungo and Kigamboni. That have responsibility to prepare municipal level general and detailed planning policies as well as development control and enforcement functions. Land & Development Transport Interface With Planning Function Planning Function BRT Corridor Line 1 NATIONAL LEVEL Presidents Office-PO-RALG Relevance Significance Authority over all levels of Planning and Transport Policy - Interface Special Projects of National and Strategic Importance with DMDP High Project Ministry of Lands, Housing and Human Settlements TANROADS - Development (MLHHSD) Strategic Responsible for National Planning Responsible for National Transport Background Policy, Regulations, Standards Policy, Regulations, Standards Moderate Policy, Plans and planning appeal decisions & National Road Network & Projects REGIONAL LEVEL Regional Planning Secretariat Regional Transport Secretariat Comment Reviews / Consulted on National Reviews / Consulted on National on Plans & Low and City Planning Policy and City Transport Policy Proposals CITY LEVEL-President’s Office-PO-RALG Special City Projects - DMDP Special City Projects - DMDP Specific City (supported by World Bank / (supported by World Bank and Studies & High NDF) supporting specific studies NDF) supporting specific studies Research at like City Drainage Study like JICA Strategic Transport Study City Level Ministry of Lands, Housing and Human Settlements TANROADS - Development (MLHHSD) Volume 2 / Part 3 229 3.6 REAL ESTATE PROFILE SOCIO-EONOMIC & Status of the Planning in Dar es Salaam Our assessment is that whilst there is significant The DMDP project sponsored by the World Bank criticism on the level of land-use planning in the and others that this BRT corridor assignment is City, the actual planning framework itself is in part of, is at the heart of a range of measures to line with general good planning practice and can address these City issues over a 10 year period function as a basis for co-ordinated planning of from 2015 – 2025. redevelopment along the BRT corridor. From our baseline studies and benchmarks We note that the major criticisms identified in we note that a City Planning Authority function comments from stakeholders and our research with much stronger city wide level planning and arise from difficulties related to institutional co-ordinating powers appears to be lacking. ENVIRONMENT capacity, lack of resources and skills in the NATURAL We understand that consideration at a Presidential various authorities to fulfil statutory duties and and Ministerial level is being given to the responsibilities, lack of co-ordination across establishment of Dar es Salaam City Urban different authorities and overlapping jurisdictions. Planning Authority. Our observation is that the issues is not from a lack of planning legislation and powers but from how these functions are carried out and implemented. Land & Development Transport Interface With URBAN PLANNING Planning Function Planning Function BRT Corridor Line 1 Responsible for Regional Preparation of Regional & & City Highway Policy, City level Plans City Level Planning Policy (for High Regulations, Standards & & Policies implementation by Municipalities) Strategic Road Network Dar City Council RAHCO Reviews / Consulted and Responsible for Regional & City City level Plans assists in Co-ordination of City High Rail Policy and Infrastructure & Policies Plan across Municipalities. CITY TO DISTRICT LEVEL Dar City Council SUMATRA TRANSPORT Reviews / Consulted and Responsible for Dala-Dala Commentary & assists in Co-ordination of City Moderate operation and routes Co-ordination Plan across Municipalities. DART Responsible for implementing Implementation of - and operating City BRT High Transport Policy transport initiative DISTRICT TO LOCAL LEVEL Municipal Planning Authority Municipal Transport Authority INFRASTRUCTURE Implementation of City Plan and Preparation and Implementation of Implementing city transport Municipal level General Planning policies and responsible for Significant Very Scheme and Detailed Planning planning and maintenance Interface for BRT Significant Scheme as well as Processing, of local road network Approval and Enforcement of Planning Permits etc Table 2.3.18 Assessment of Planning & Transport Authority Function in Dar es Salaam 230 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.6 Land Use and Development Plans in Dar es Salaam A Tiered Planning Framework Our understanding of the current status of land-use planning for Dar es Salaam is summarised in the The statutory planning system allows for the table opposite. preparation of a comprehensive tiered system of spatial plans covering : Over and above the Statutory Plans we are aware of a wide number of on-going city-wide and • Regional / provincial plans area-specific studies that are of relevance to the • City-wide plans BRT Corridor Line 1 study. These include (amongst others): • Municipal / district (including re-development) plans –– Strategic City Transport Plan, JICA commenced in 2016 • Local / detailed plans The Urban Planning Act 2007 outlines the Authority –– Drainage & Flood Alleviation Masterplan, responsibilities as well as plan making process PO-RALG / World Bank commenced in 2016 including consultation and the content of both –– Dar es Salaam New Commuter Rail Project, “General” and “Detailed” plans. The Act also allows RAHCO commenced for the preparation of special plans and regulations that can be focussed onto specific issues or areas. Level Lapsed / Level In Preparation Approved & Current Interface Out of Date With BRT City Plan Level YES-The NO-There is currently no YES-Dar es Salaam City 1979 Master comprehensive land-use plan Masterplan 2012-2032 Plan / The for the City. Reference is made (commenced Sustainable Yes to the new City Plan 2012). Approval Dar es Salaam in preparation and the pending in 2017 Project older City Plans (SDP) 1992 District to Local Plan Level Ilala General NO - We understand there Planning NO is no approved Municipal NO - Scheme Level Development Plan Detailed NO NO NO - Planning Kariakoo Area Other Plan - Redevelopment Plan - tbc (Date to be confirmed) Upanga Area - - Redevelopment Plan - tbc (Date to be confirmed) Kinondoni General NO-We understand there Planning NO is no approved Municipal NO - Scheme Level Development Plan Detailed NO NO NO - Planning Volume 2 / Part 3 231 This synopsis reveals that there is very limited 2007 PART VII MISCELLANEOUS PROVISIONS 77 statutory spatial planning policy and plan (1)’ whereby the Minister may make regulations REAL ESTATE PROFILE background for the BRT Corridor to reference for the better carrying out of the provisions and SOCIO-EONOMIC & and adhere to. This also means there is not an purposes of this Act and may, generally make extensive or mature planning framework to ground regulations covering regulations with regard to the BRT corridor strategy. the development land including development and design principles and guidelines. We understand that the DMDP remit covers institutional capacity building of the planning The BRT Phase 1 integrated land use and transport system (expertise, systems, resources etc). development strategy will be prepared under This will be very critical to the success and the provisions of THE URBAN PLANNING ACT, implementation of BRT corridor strategy proposals. 2007 PART IV PLANNING PROCESS (b) General Planning Scheme – Re-planning Area as described From our review of the Urban Planning Act in the provisions Part IV (9) to (14). 2007 our assessment and recommendation is ENVIRONMENT that BRT Corridor study works with the following The detailed design of two station Transit NATURAL statutory planning plan tools: Orientated Development plans will be prepared under the provisions of THE URBAN PLANNING The BRT Corridor Transit Orientated Development ACT, 2007 PART IV PLANNING PROCESS (c) principles and guidelines come under the Detailed Planning Scheme – as described in the provisions of ‘THE URBAN PLANNING ACT, provisions Part IV (15) to (20). Level Lapsed / URBAN PLANNING Level In Preparation Approved & Current Interface Out of Date With BRT Magomeni Other Plan Redevelopment - - tbc Plan (Date TBC) Oyster Bay and Masaki - - - - Redevelopment (2011) Temeke General NO - We understand there Planning NO is no approved Municipal NO - Scheme Level Development Plan Detailed TRANSPORT NO NO NO - Planning Kurasini Area Redevelopment Other Plan - - tbc Plan (Date TBC) Ubungo General NO - We understand there Planning NO is no approved Municipal NO Scheme Level Development Plan Detailed NO NO NO Planning INFRASTRUCTURE Other Plan - - - - Kigamboni General NO - We understand there Planning NO is no approved Municipal NO - Scheme Level Development Plan Detailed NO NO NO - Planning Kigamboni New City (Prepared Other Plan - - TBC by Temeke - date to be confirmed) Table 2.3.19 Assessment of Statutory Land & Development Plans in Dar es Salaam 232 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Ongoing Projects Review of Proposed Dar Es Salaam City Master Plan: 2012-2032 Overview The latest strategic planning framework for the City consolidated areas, such as the city core, which of Dar es Salaam is encompassed in the 2012 – could integrate more residential floorspace. 2032 City Masterplan (2017). Our understanding Such measures could significantly reduce the need is that this is near to completion, with approval to expand the city into “Green Field” areas. anticipated in 2017. This plan covers the entire The plan indicates that the above changes metropolitan area and therefore when adopted are needed to accommodate continued by the City Planning Authorities, will become expected population growth of approximately the primary land planning framework for the 5% p.a. This would mean growing from the BRT Corridor development proposals. Our main census recorded population of 4.36 million in areas of interest are understanding and identifying 2012 to circa 11.9M residents by 2032, equating how the spatial and development proposals in City to 7.5M new inhabitants. The plan estimates Masterplan relate and affect the BRT Corridor area. that Dar es Salaam’s urban area will need to incorporate around 37,500 ha (375 km²) of Assessment of Dar es serviced land. Salaam Growth Challenges The plan states that much of the urban growth is The city plan notes that transforming and adjusting spread along the four main radial arterial routes the existing spatial structure of Dar es Salaam city Bagamoyo Rd, Morogoro Rd, Julius Nyerere Rd is critical. and Kilwa Rd which converge at the centre, a pattern that has influenced the proposed BRT Various authorities have prepared plans over the network since its inception in 2003. past decades including It mentions that informal settlements continue • 1979 Dar es Salaam master plan to expand the city’s urban edge as well as • City Centre redevelopment plan applying pressures on areas of risk within the city, considered inappropriate for residential settlement. • Kariakoo redevelopment plan Substantial new communities have evolved with • Kigamboni Master Plan limited infrastructure and amenity provision despite efforts to establish alternative, safe new centralities. • Kawe New City plan The plan describes how neighbouring towns / cities The land use master plan notes that these such as Bagamoyo are emerging from the initiatives did not take a long-term view and have growth opportunities offered by a need for port failed to deliver needed co-ordinated development. development and the prospect of external The plan recommends that the city moves from economic investment which should help relieve a fragmented, mono-centric structure to one that some of the growth pressures experienced by promotes and permits a diversified mix of land Dar es Salaam. uses with intensified development densities and It notes the plans proposed for the redevelopment a poly-centric structure complimentary centres of of Kigamboni area and recommends these be economic activity. This would help reduce onset of refined and integrated into the plan framework. urban sprawl by promoting compact urban form in Dar es Salaam. • Consequently the networks shown right are The plan states that the existing urbanised areas recommended in the 2012-2032 plan. It refers to of Dar es Salaam have surplus land capacity the proposed BRT network and the completion (particularly in suburban / peri-urban areas) and of Phase 1, noting that this intervention will help scope for vertical densification within the more structure the city but is not enough alone to prevent further sprawl. Theand mmercial, tertiary objectiveactivities productive main that can of the Master attract plan lot of the conditions is toacreate left uncontrolled, trend, if to movement, will lead to imbalanced especially growth, whi of people, proposed alo vement, especially of people, achieve proposed an alternative along spatial an intermediate organization to theaxis the one current strong hand concentrates urban between thetoo much existing pressure Volume City 2 3 on / PartCentre 233 specific and the gt ween the existing City Centre polarization bygreater and the determined urban expansion the mono-centrality routes, of the City while on the Centre, other hand generating an uncontrolled occup area. 3.7 a. which appears to be the main problem of the City of Dar es the interstitial space between areas. To counter this tendenc of Salaam. The trend of Dar es Salaam City is to grow out Mono-centrality appears to be the main cause of imbalance plan proposes to resume in some aspects a methodol Master and e trend of Dar es Salaam City is to grow outwards along the current directions of the main corridors15. The goal in malfunctioning of the City, characterized by a high levelproposal already advanced in the Master plan of 1979, to lau of traffic ections of the main corridors15. The goal in the strategy to develop new urban centralities is to create a kind of fi strategy congestion, which makes urban mobility problematic, creating a trendof decentralization of urban polarities, by creating REAL ESTATE PROFILE w urban centralities is to create a kind of filter zone that intercepts the movements from the periphery to the City SOCIO-EONOMIC & of the of urban scale in both the urban expansion area centralities towards mono-functional concentration of activities in the area movements from the periphery to the City Centre, by offering new areas of urban centrality distributed in a mor City Centre and few adjacent areas (Fig. 10.1). within the existing planned and informal urban fabric. as of urban centrality distributed in a more balanced way within the metropolitan area. These zones are develo metropolitan area. These zones are developed along some of the main road arteries of the built part of the Ci n road arteries of the built part of the City, the part that in the Master plan is identified as the existing City, ster plan is identified as the existing City, i.e. the part of the City, both formal and informal, that is more densely h formal and informal, that is more densely built. Located between the City Centre and the areas of peripheral exp City Centre and the areas of peripheral expansion of the City, the new centralities will also act as new poles o w centralities will also act as new poles of attraction, which will ENVIRONMENT offer some of the same services available in th NATURAL er some of the same services available in the City Centre and help, reduce the current pressure of movement towar uce the current pressure of movement towards the city centre. The hypothesis put forward by the plan is tha e hypothesis put forward by the plan is that these new centralities will not develop in an indistinct and continu l not develop in an indistinct and continuous manner along the main roads. Some areas of more intensive n roads. Some areas of more intensive development can be identified in specific urban nodes, particularly ntified in specific urban nodes, particularly at the intersections of major roads. This way of growth facilitate URBAN PLANNING or roads. This way of growth facilitates the localization and coexistence of different activities, like trade, xistence of different activities, like trade, production, residential uses and services, thus promoting a mixed use s and Proposed services, Overall Development thus promoting a mixed useFramework form of urban growth Proposed Spatial Centrality Framework rather than that of mono-functional specializati her than that of mono-functional specialization. twork of n on the Map 10.1: Main development strategy 15 The growth trend along the main corridors is mainly no Source: Compiled by Consultants Map 10.2: New centralities strategy e growth trend along the main corridors is mainly north, and west, as described in the Main Report in the chapter 1 Sect 1.9 on the Conte raversing Source: Compiled by Consultants e Main Report in the chapter 1 Sect 1.9 on the Context of the Master plan. ial roads TRANSPORT Dar es Salaam Master Plan 2012 - 2032 Page agamoyo ew urban he City’s areas of INFRASTRUCTURE cular the erated by e Nelson form into ew urban Proposed Radial & Ring Highway Network Proposed Urban Rail Lines Map 10.7: Proposed road system Source: Figure Compiled 2.3.32 by Extracts Consultants from Map 2012-2032 Dar es Salaam City Plan-Key 10.8: Urban Strategy railway Diagrams system (MLHHSD) within a Source: Compiled by Consultants occurring Within the urban fabric of Dar es Salaam City, there exists a great 10.2.2.3 Water ways proposal acilitates No feasibility opportunity to reuse the existing railway lines that run parallel to studies are known that explore the possibility o 234 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 te centers. satellite centers. ltants Figure 2.3.33 Extract from 2012-2032 Dar es Salaam City Plan-Proposed Overall Framework (MLHHSD) 2032 Volume 2 / Part 3 235 3.7 Proposed City Planning Scenarios and Preferred Direction REAL ESTATE PROFILE In response to the above analysis and pressures the plan SOCIO-EONOMIC & considered three City development alternatives: Alternative One: Alternative Two: Alternative Three: Compact City model: Creation of New Towns Hybrid Model – Compact Planned Densification, beyond the city boundary City coupled with New Infill and Structuring: This alternative aims at the Towns beyond the city: This alternative focusses on decentralization of development This alternative considers a the urban regeneration and out of Dar es Salaam city to hybrid approach that combines development of urban infill expanded satellite cities at the benefits of alternatives 1 and sites within the city, with limited Bagamoyo, Kisarawe, Kibaha 2 and takes into consideration ENVIRONMENT outgrowth at selected small and Mkuranga. the short, medium and NATURAL urban satellite centres. long-term growth. “The aim is two-fold, first to A city “cordon” to restrict urban de-congest the city and thereby In this alternative, Dar es Salaam expansion with a focus on reduce sprawl and secondly city embraces “compact densification and re-qualification to improve these new urban city” strategies with the of existing settled areas for centres so as to slow down the decentralization of economic containment of growth. migration of people into the city activities to centres like from outlying areas as these Bagamoyo, Kisarawe, Kibaha The main challenge of would become economic hubs and Mkuranga that are this alternative is the need in their own right providing re-planned, expanded and URBAN PLANNING to re-qualify and disrupt jobs and income generation developed as new urban centres. many existing communities opportunities”. “compounded by reluctance This hybrid was assessed to be of the government and city The main challenge of this the preferred approach and the authorities to repossess plots alternative is the timescale, level basis of the current (May 2017) and reallocate them or take legal of investment needed to create city plan strategy. action against them”. a number of Satellite Cities and the fact that this would still not be sufficient to accommodate all the Note expected growth. This approach broadly aligns with the emerging recommendations TRANSPORT of this commission in which a compact city growth model should be applied to the transit-oriented areas, as the correct platform for sustainable growth of Dar es Salaam. INFRASTRUCTURE 236 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Overview of the Preferred Key Proposed City City Plan Strategy Plan Strategies The main objective of the Master plan is to The main proposals and measures recommended create the conditions to achieve an alternative by the City plan are: spatial organization to the current strong urban polarization determined by the mono-centrality of 1. Enhancement & Regeneration the city centre, a key problem for Dar es Salaam. of the City Centre: The proposed city plan approach aims to limit The plan recognises and highlights the importance sprawl, focusing and concentrating growth on of creating a high quality, active, memorable, a number of centralities in the city and outer identifiable city centre to help position and maintain satellite towns. Dar es Salaam as a major business hub and focus of continued investment. A development cordon around the city is envisaged providing a clearer distinction between The strategies recommend: un-built and built-up land to preserve the natural • The careful upgrade and enhancement environments and protect agricultural land uses of the historic city centre to celebrate its from development. status as centre for business, tourism and a Urban intensification within compact districts characteristic node for the City and neighbourhoods areas will provide improved • Enhancing the “Consolidated City” around access to work, learning and general amenities, the historic core to accommodate more CBD with the prospect of better living conditions and functions including high density urban living scope for greater prosperity. • The upgrade of the waterfront and Port to create both a business / logistics hub and a vibrant city waterfront BRT interface: The plan provides guidelines covering the City Centre-Inner Area, Upanga Area, and Kariakoo Area that the BRT Corridor Development Strategy will need to consider. Volume 2 / Part 3 237 3.7 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE d use nsultants 12 - 2032 Figure 2.3.34 Extract from 2012-2032 Dar es Salaam City Plan-Proposed Land-Use and City Expansion Areas 238 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 2. City “Requalification” & “Densification”: 4. Establishing New Centralities: A fundamental approach for the upgrading of the The plan proposes the requalification, existing City and the control of future growth, is transformation, physical and functional a policy that encourages ‘densification’ and the densification and the establishment of new improvement of the informal city through organic metropolitan centralities in the “recently formed requalification to meet minimum standards parts” of the city around the five existing radial of liveability. The plan allows for amongst other road axes. measures incremental densification by increasing These new urban centralities are proposed to be permissible building heights from generally low rise located at: single to 3 storeys together across significant areas of the city. • Kurasini, Tazara, Buguruni, Ubungo and Mwenge on Nelson Mandela Road BRT Interface: There are many stations that relate to informal settlement areas where more • Tanki Bovu and Bunju on Bagamoyo Road careful and organic development approaches • Kimara and Kibamba on Morogoro Road are suggested. These approaches will need to be reflected in the Corridor Development Strategy. • Chanika on Nyerere Road ( • Kongowe on Kilwa Road 3. Future “Expansion” Areas: BRT Interface: The proposed centralities The development of large swathes of land between above will be taken into account in the Corridor existing and new ring road, to the west and north Development Strategy (CDS) framework and west and south east of the existing city. The plan supported by specific TOD overlays where needed. suggests that these areas should be developed particular attention will be taken where the areas in a series of new towns and communities based fall within the CDS area of the BRT network. on a target population of 50,000 for 250 ha centred around new urban centres of approx. 5. Maintaining Current Growth Points 50 ha in size and supported by new grid of roads / Centralities and Policies: and infrastructure. It is anticipated that these expansion areas would accommodate a significant This approach supports earlier initiatives including: % of the city population. • 1979 Master plan centralities BRT Interface: These areas generally fall outside • The 20,000 plots initiative the BRT Network, however will form very significant • Proposed master plan for Kigamboni. future catchment and feeder areas. We note that these large development areas are not clearly It integrates the “satellite urban centres” proposed serviced by public transit in the plan. by MLHHSD in collaboration with DCC and Kinondoni, Ilala, and Temeke Municipalities which proposes 5 major urban centres: • Bunju in Kinondoni Municipality • Luguruni in Ubungo Municipality (commenced in 2006) • Pugu Kajiungeni, in Ilala Municipality • Kongowe in Temeke Municipality • Kimbiji in Kigamboni Municipality BRT Interface: These growth node proposals will be reflected in the CDS framework. Volume 2 / Part 3 239 CITY CE NTER 3.7 GENER AL MASSI NG GUIDE Relationsh LINES Floor Are ip between Flo a Ratio or Area the plot and Plo Rat size t Sizes are io (FAR) and Relationsh and vice-versa dire Plot Siz Floor Are ip between as express ctly proportion es a Floor ed in the al to eac area ratio Ratio and Num Area Ratio (FA chart. h other; where the G. 4.0 , the larg ber R) er the num of Storeys are and No. of Storey larger the floor are ber of stor eys and equally dire s a ratio, the larger CONSOL G 1.0 & NOTE: vice-ver ctly proportion IDATION G 2.0 sa as exp al Bunju REAL ESTATE PROFILE All develop ressed in to each other; PROCES G 31.0 & ments sho the chart. where the larger the Mabwepand S G 32.0 uld meet Floor e the plan SOCIO-EONOMIC & ning and building Wazo These are standards. structure, the parts of the City, pre In the are with low quality INNER CIT dominantl Main stra Y/ CBD Mbezi Juu as that be settle y res long to thi ments and a low idential, chara tegy: Con building servation s are pe Building of the as Makongo rmitted, s category bu cterized This inc Renovatio n Historical town Kijiton not exce ed (inclu , all opera ilding density. by a co Planning the height of five ding demolitio UbungoSinza yama lud es interve tions of partially ntions with Kwembe and Spac n an accomm or demolition entirely differe the aim e Stand floors above gro d reconstructio odation n), provid and tr Mzimuni Kimanga and rec nt from the originaof transforming Kinyerezi Tabata ards defin und level. area, is considere onstruction of Ilala In these ed ed tha 3 Restorati d as Bui l a the entire one without exc building in ord Segerea Buguruni Kurasi Miburani ni infrastru parts, all me in the Ur ban Pla All develop ments sh t n lding Re eeding the er to obt asure nn ing Act an ou Upanga on •Restorati type A: novation. structure, even ain morph cture ne tworks (w s are planned d Building ld if identic Town Planning Mtoni on of the olo gy facilities to provid •The phi al in term Standards Buza Kijichi and gre ater, sewe Sta lological facade; en areas rage sys e the Kibada s of sha . The tem, and m with adequa Kitunda •The con re- pe, volume Kivule Mbagala Kuu . 1 servation building parts and Minimum electricit te •The con servation of the typ olo of broken or Majohe Mianzini Toangoma Plot Siz e for Co y), adeq roads, oth of the ope gical and fun demolished bui Somangila uate spac Inner City Restorati on n spaces ctional sch ldin emes; and g; Maximum nsolidati on proce ef •Restorati type B: directly rela Kisarawe II Plot Ratio ss Ar ea •Maintenan on and rein ted to the for Cons s: 600 sq troduct building. olidation .m maintainin ce of the orig ion of the facade process: Plot Ratio g or ren inal form and rem 4.0 •Changing ew al structu oval of the Kimbiji 2 of the fun ing the integrity re of the mo of the roof, floo illegal and incohe Plot ctional pla r and all Kariako KARIAKO n and intr rphology; ren the other t add ones; o O oduction of new tec and elements No of stor RESIDE The gro NTIAL ss hnologies are allowe useful to Coverag eys Set Back s along the area of each d. Pemba Mnazi surface front road. For big •Building ger than 1,500 building can this increa be improved up to 20% G. 5.0 2 e F – 4m se the nee with less squ than 4 floo are metres, the ded parking sta without any cha Corner pl 50% S – 3m •Building Plot Ratio •Building with 5 - 9 floors rs – maximum bui ldin g Plot Co renovation can nda rds must be nge of the alig Bunju UR BAN RE ots 2.2 4 Plot Each Bu with 10 and abo - maxim um Plot Coverage verage 60%; be: ensured. nm In a plot ents DEVELO 50% No of sto •The bui ilding Re ldin ve novation floors - maxim um Plo 50%; and with a PMENT 5 R-4 Coverage mentioned •Minimum g alignments 5 reys Set Back alo •In the are distance of 3 me ng the front roa above mu t Coverage 30% st respec . Kunduchi These are s t: Wazo 50% park per a not occ ters from 1 Unit Re upied by buildin the roads for pub d; and settleme the pa 8 F – 6m MIXED USE sid ential. gs, it is nec lic essary to uses (sidewalks nts, low rts of the City, building mainly and density residenti S – 4m The gro allocate Corner pl ss the fron area of each bui the parkin green area). Goba Mbezi Juu In these and the lack of an al, characteriz ot 10 g and gre parts of Kawe t road. In lding can en standa that do y urban ed R-6 to be: a plot wit h a surfac be improved by rds of 1 not exce the City the rep structure. by the low qu meet the ed the he lac alit •Building with less e bigger tha n 20% wit hout any Makongo pla nn ing ight of thr ement of existi •Building than 4 floo 1,5 00 square change Mikocheni Standard and buildi ee sto ng buildi •Building with 5 - 9 floors rs – maxim um Plot meters, the of the alig nm ent Saranga Ubungo Kijitonyama s ng stand reys, is to be ngs with more ap with 10 - maxim um Plot Co Building s Renovatio along Sinza ards as carried propriate Each Bu and abo Coverage verage 60%; Msigani Kinondoni In these defined out. All on ildi •The bui ng Renovation floors - maxim ve n has Kimara Manzese Tanda le parts all in the To develop ldin mentioned um Plo 50%; and Makuburi Makurumla Ndugumbi infrastru measure wn Plann ments sho •Minimum g alignments Mabibo above mu t Coverage 30% cture ne ing and tworks (w s are planned to Mzimuni Kimanga alo Kigogo •In the are distance from the ng the front roa st respec . Tabata facilities and gre Spa en areas ater, sewerage provide them wit d; t: Kinyerezi Ilala below liste a not occupied roads 3 meters Segerea Buguruni Kigamboni d: by buildin for Vingunguti Chang Keko . system, h adequa g it is nec public uses (sid 'ombe ENVIRONMENT Tungi o1 park Temeke Kurasini Minimum and ele te roads lot per 200 Kiwalani Sandali Mibura ctricity), essary to ewalks and Plot Siz adequate , the necessar Gongolambo ni o1 park Kipawa per 1 Un m2 Commercial; e for Ur to Ukonga allocate gre Tandika it Resident and the parkin en area); and Kilakala Yombo Vituka Azimio Mtoni Vijibweni ban red space for UPANGA ial. g and gre Pugu Makangaraw Mjimwema Maximum evelopm urban en standa Buza e Plot Ratio ent Areas NATURAL Kijichi RESIDE rds as Mbagala Urban red : 400sq.m Plot Ratio Kitunda Kiburugwa NTIAL Mbagala evelopm •Medium Kivule Kuu ent: 4.0 transforma Charambe brutal sur road, ma face of eac tional capacity Plot No of sto h buildin (Reside Majohe Mianzini xim ntia •Low tran um height 8 floo g can be improv l Area betwee Somangila Coverage reys Chamazi sformation rs. ed by 20% n United The gro ss al capacit without Nation Roa 2 Set Back front roa area of each s y (Reside any cha d CITY CE d, bui ntial nge of the and the Coast Each Bui maximum height lding can be imp Area between 50% alignment Line) - The G. 6.0 NTER •The bui lding Ren 5 floors. roved by United Nat s along the fron Corner pl F – 4m lding alig ovation above me ots 2.2 ion Roa 4 20% with d and the t •Minimum nm ntio out any distance ents along the fron ned must res change Ms GENER AL MASSI In the area of 3 metres t road; and pec t: of the alig imbazi River) nments – Bunju PERI-U RBAN RE 50% S – 3m per 1 Uni not occupied along the DEVELO 5 NG GUIDE from the LINES t Reside by buildin roa d for pub Mabwepand PMENT Relationsh ntial. gs it is lic uses e Floor Are ip between Flo a Ratio or Area MIXED USE nec ess ary to allo (sid ewa cate the lks and gre R-4 the plot size and Plo Rat t Sizes are io (FAR) and Upanga has parking en area) These ar Relationsh and vice-versa directly Plo t Siz mixed use and gre e urbanized the parts locat •Me proportion diumes en standa Floor Are ip between Flo as expressed in chaal transfor to eac of residen tial, com rds of 1 Mbezi a Ratio or Area the cha nge h othema tion park are a ratio, the Num and (FA Ratio •Low tran rt. nm of the alig r; whe al capacit re the largy - The gro mercial and institutiona G. 4.0 that ha ed in the larger the ber of Storey R) and No. of sformationaents alon are still Kibamba s are equ the alig Storey g the er the floor ss area of l are each buil as. in a proc ve reached a periphe medium- ry of the existing number l cap fron t roa area rati of storeys ally directly nts along the acity – The gro d, and In eac nme s o, the larg maxim ding can CONSOL These ess of ra G 1.0 & NOTE: and vice -versa proportion h Buildin front roa ss um er d, maximu area of each builheight 8 floors. be improve IDATION Msigani pa pid hig City, rece replaceme rts are allow transformation h degree of de Kwembe G 2.0 •Th g Renovaal to eac Bunju as e buil expres ding tion men sed in the h other; m height ding can d by the 20% with PROCES nsification ntly All develop alignme ments sho •Minimum nts cha alon rt. tioned wheabo re the 5 ve the follo floo rs. be improv out any S ed oper . G 31.0 & G 32.0 uld meet •In the are 3 meters distanc g the front roa larger the wing mu Floor ed Mabw by epand e 20% wi nt of exist at the plan ning and o1 park a not occupied e from the by building roads for pub d; st be res pected: without Wazo any cha nge of These are th adequate ing build ion s of de and building o1 par lot per 100 stan lic the pa of inf ra ing s, as nsification dar k per 1ds. Unit Res m2 Offices it is necessary use s (sid to allocate ewalks and gre Pugu structure, rts of the the exist structure well as INNER idential en with low City, pre ing bu an d services. co ns oli th dation, to rough the as that be ality settlements the CIT parking In the are qu dominantl ildings wi Main stra Y/ CBD and gre area); and Mbezi Juu Kitunda tegy: Con COMMER CIAL en standar hey igh reside t of th m In th pr ov G. 3.0 servation ds as belo building long to thi anou sh d ald nti three al, ore appr ese area ide them The DA wgolisted: s are pe low building ch aracte sto opriate s the re Toangoma Building of the as Makon Majohe rmitted, s category me rizre edys not exce all opera et th Renovatio RT bus Chamazi Historical the stop ed (inclu In ,ca ede nsity. pla by is a coall ones, place All futur which do not ex ment This inc ludes inte n tow n e districts s and the right thre Kijiton UbungoSinza yama Planning the height of five ding demo nning nsow olided CONSOL The ma . Thi s qua ntity lition se of tio imns of ac commod and build ate.d urb ing stand an Mbweni partially part is pleme or entirel rventions with ximum buil Kisarawe of Kwem and Spac and rec e urban ding heig developed usin parking places e Stand floors ab be IDAT Chanika Msongola II schem on nt ation ation an ceed demED y differe the aim ards defin ove gro es structio Mzimuni ht is 20 g a new in develop olition LO W DE and nt from the originaof transforming floors. detailed the area make Kinyer Kimanga Tabata und , lev heel. igh ts n), provid of int d transfor er ards. ments 3 area, is recons NS ITY truc scheme a real func ezi Segerea Ilala Buguruni In these ed in the Urba All of deve bu ild ed tha ve nti ma on tio n of ildis Bunju considere tion of the l one with a bui (Are parts, all t new bu Plot Ra ing tional con ngas a 2). lop d as Bui out exceed lding in order nection Mibura Kurasini infrastru Kimbiji n Plann me ntsssh an a result cture ne measures are Restorati entire stru d lding Re Thctu ese among tio ing Act and Buildi ou ldur ba s do ni Upanga on typ •Restorati e A: re, ing the novation. structureeven to obt are pa if rts Town Pla ain nning Sta morphology Mtoni facilities tworks (w pla me etn sta the nd of detailed on of the of al identic the and gre ater, sewe nned to provide Plot ng To wn ar ds may be pla modified. nning Cit s of in term Buza Sta ndards. than two and architectur y, •The phi ndards. Kijichi No of stor Kunduchi facade; ma Kibada en areas rage sys the lolo •The con gical re-buildin inly sha pe,res The Kitunda . tem, and m with adequa Co te roa Mbagala volide al verage eys Kivule Kuu or three umntial, 1 servation g parts of floors, su structures of goe and characte um PlotPemba Mnazi Minim ele ctricity), •The con servation of the typ broken or rrounde d by priva od quality, with rized Majohe by a mo Mianzini Toangoma Size for 1.0 adequate ds, other nece Set Back s olo Somangila Inner City Restorati of the ope gical and fun Indem areolished as bui rph olo Consolid space for ssary ctio ldin te prope bu ation pro nal schem belongin rty garde ildings rarely gical commun F – 4m n spaces g; Maximum 30% on URBAN PLANNING •Restorati type B: directlytra nsforma es; and g to thi cess Ar ea ity G Plot Ratio Corner pl Kisarawe Mbezi Juu on rela ted tio n of buildi s categ ns . hig her 11.0 II s: 600 sq •Maintenan and reintrod Kawe and do to the bui for Cons maintainin ce of the orig uction of the facade me no t inc lding. rease the ngs are permitte ory, all op d, provid erations of ac & olid ati on proce .m ots 1.2 3 et Plot Ratio 30% S – 3m Bunju •Ch g or ren inal form al and remthe To wn plo t co G 12.0 NE W ss: 4.0 Msasani anging of ew ing stru ova l of thePla verage ed that the co mmodati Kimbiji URBAN 2 Mikocheni the functio the integrity of cture an d Bu of the ildi roo ng illeg nn al ing and an d by more y do no on and UN GR ID 4 Kariako KARIAKO nal plan the mo and introdu In rphpo cke olo f, Sta floor ndand inc ards. the oheren Sp ac e Stand t add tha n 20%. All de t alter the ir height IT CENT W ITH Plot R – 4m areas of all RALITIES No of stor Kinondoni gy; t and one ard Mabwepan o O ctio informal other elements s; s defined in the velopments sh NEW UR de typ nes of new Coverag BAN GR Kivukoni RESIDE The gro NTIAL ss of technolog informal interv entio areas an n are ies are allo buildings wit useful to wed. allo hin these Urban Pla nning Ac ould Wazo The futu re city ID eys Set Back s Pemba along the area of each wed t inhabita is artic Mnazi Human consolid Settleme d adapt them to to improve up G. nts. ulated surface front road. For building ated pa The Urb e through Kigamboni NEW URB can 2 F – 4m gra rts an Uni Urban Tungi bigger tha this increa be improved nt Deve the surroun 5.0 din g or urb of the the following t for each inha Units of AN CEN TRALITI lopment 50,000 Within eac •Building n 1,500 se the nee up to 20% ding are an renew City, all paramet bitant sho ES Corner pl 50% where the h Urban Unit, Mi Po •25 Sq. ers: uld be plan wit h less tha squ are nim ded um with licy . as , in line al Goba Mbez m. gros n 4 floors metres, the bui par g t ndae out any change s residen ned on the with the of the S – 3m •Building Plo i Juu •15 Sq. an Urban ots 2.2 Vijibweni kin main serv lding ren staSiz Mbezi tial area Plot Ratio with 5 - UR m. area basis of areas mo ices for Centrality rdsfor BA 4 – maxim Co of edu s for per st Mjimwema •Building 9 floors mu nsens st be the Bunju Nationa N REDE cati ona urba n space person; and pedestrian of the facilitie the Unit will is planned 50% - maxim um Plot ova olid ate alignment l The plan l, recreational with 10 MaximCoverage tion can be: ure dIn VE be buil Plot d. low s and gree standards (hea friendly s sho Kibada Each Bu and abo um Plot um de LO ning para environme uld be located t. In these PMENT Makongo R-4 a plo t ns sha ll ilding Re ve novation floors - maxim Coverage Plo 60% t Ra ; tio witity: h a 1.000 •Maximum meters with n area lth care , cultural adm include: educati in the Uni s). 5 nt. The to create No of sto •The bui 50%; and for Cons sq.m; •Factory plot coverage: lding alig um Plot , inistrative ona l building facilities to be a Coverage mentioned olidated and wor 40% t will reys be as follo ser Plo Coverage kshop land ; are sho •Minimum nments pping are vices, health and s, the dec located 5 t above mu •Areas Ra low dens Kunduchi Saranga ws: Set Back along the respect: tio Toangoma dis st 30% for offic : 20 entraliz •In the are tan ce front roa . ity: 2.0 areas; e and com hec tares; buil dings for as, cult social faci lities. Oth ed Msigani gila of 3 me These are s office spa ural and civic Wazo 50% Plo Soman d; and mercial par Kisarak per 1 Un a not occ upied ters from the roads t No of sto Kwembe Kimara settleme the parts of •Areas for streets, activities: 5 % of areas, spo ce, interchang rts facilities, public parks and , part of the cen tres ers 8 F – 6m it Resident by buildings, Co surface we II for public as mention squares and the resi ve rey nts the alks and rage s MIXED it is use , low Cit park dential e par king cen tral urb an ial. y, ma to 2 necessary s (sidew building •Are The Set Backs USE Kimanga as for park ed in the ing faci size of stat parking green density also inly res and gree following Article lities: 10 % of s ide the plan ions. areas S – 4m The gro allocate 50,000 hec Corner pl Avic Town the parkin 40 green are Kinyerezi In these an be realised ntial, the tota ned Urb and ss % green a). d the n areas: 14.4; and the fron area of each bui Corner plo F – 4m Goba Mbezi Juu size lack ofouts chara 15 l The tare functions s. an Cen ot 10 g and parts of of eac ide of the cte hectares tralities ts 2.2 Kawe Types of h Urb an an rized –by t road. In lding can standards 4 of 1 that do the City Uniy urban peri strmet this qua thentity can as follows: within the Urban Cen will be R-6 t sha to be: a plot wit h a surfac be improved by 40% no the replac dwe •Two/three llings within ll be equ ucer of each e. hecUrban Unilow about •Building 20% wit S – 3m meet the t exceed the he em t stor the Urban al to 250 tur,000 t. The qu •Graliteen y are tralities en 50%; of as and sports e bigger Gongolam •Fiv of ey building will be ma hout any 5 planning ight of thr e to s: 60 %; Unit will consist tares. boto with less than 1,5 Makongo ten stor ex isti de up •Building than 4 floo 00 square cha nge of the Mikoch Sta ndards and buildi ee •Tow sto ers ey buil ng dings: bu ildi of the following: faci lities: 40%, The Urb rey with 5 - (ten ors, ngs with •Areas R - Msiga eni rs – maxim meters, Pugu ng sta 25% with a ran the Buildin alignments alo an Units is more stor for educati 4 ni Saranga •Building 9 floors to ey ; and with 10 - maxim um Plot Ubungo Kijitonyama Schnd ard be ca buil rrie ding more ap 30%; onal faci ge of 30- s. s as will propriate Sinza um Plot Co g Renov ng eme s): d ou lities: 25% Coverage verage 60%; Each Bu and abo Kinondoni defin be implem 15% . t. All •Are ildi ve ation has Kitunda In these Somangila ed inente develop onas es for ,adm , with a •The bui ng Renovation floors - maxim Manzese Tanda Kimara le parts all the d through range of ldin mentioned um Plo 50%; and Makuburi Makurumla Ndugumbi Kivule infrastru measure Town Det ailed Plan mentshea sh lth and inistrative services, 20- •Minimum g alignments above mu t Coverage 30% Mabibo cture ne Pla nning ning 20- ould social facilitie cult tworks (w s are planned to Mzimuni alo Kimanga and•Str 30% ; and s and othe ural and civi Plo Kigogo •In the are distance from the ng the front roa st respec . Tabata facilities and gre t Ratio Sp eet acs e r: 25%, c centres en areas ater, sewerage provide them d; t: Kinyerezi Ilala Majohe Toan goma and parking with a ran , below liste a not occupied roads 3 meters Segerea Buguruni Plot facilities: ge of Kigamboni Chamazi Vingunguti Chang Keko . system, with adeq 10%. d: by buildin for g it is nec public uses (sid No of sto 'ombe Msongola o1 park Temeke Kurasini Tungi Minimum Kisarawe and ele uate roads, the Co necessareys II ctr lot per 200 ve Kiwalani Sandali Mibura icit ess ew alk Plo y), ad rag ni o1 park ary to allo s cate the and green area); Gongolambo t Size for Se t Kipaw per 1 Un m2 Commercial; eq Ba to Ukonga a ua ck Tandika te ry Ur ba sp s Kilakala it par Azimio Mtoni Vijibweni n redevelo ac e for urb Re and and e Yombo Vituka UPANGA sidential. king and Pugu Makangaraw Maximum pment Are 2 an F – 4m Mjimwema green sta e ndards Buza Kijichi Plot Ratio as RESIDE as Mbagala Urba Co : 400sq.m n redevelo 30 rner plots % Plot Ratio Kiburugwa S – 3m Kitunda NTIAL 2.2 3 Mbagala •Medium Kivule Kuu pment: 4.0 brutal sur transforma Charambe 30% road, ma face of eac tional capacity Plot 4 R-4 No of sto h buildin (Reside Majohe Mianzini xim ntia •Low tran um height 8 floo g can be improv l Area betwee Somangila Coverage reys Chamazi sformation rs. ed by 20% n United The gro ss al capacit without Nation Roa 2 Set Back front roa area of each s y (Reside any cha d d, bui ntial nge of the and the Coast Each Bui maximum height lding can be imp Area between 50% alignment Line) - The G. 6.0 •The bui lding Ren 5 floors. roved by United Nat s along the fron Corner pl F – 4m lding alig ovation above me ots 2.2 ion Roa 4 20% with d and the t •Minimum nments ntioned out any change Ms In the are distance of 3 me ng the front roa a alo tres from must res d; and pect: of the alig imbazi River) nments – Bunju PERI-U RBAN RE 50% S – 3m per 1 Uni not occupied along the t Reside ntial. by buildin the road for pub gs it is lic Mabwepand e DEVELO PMENT 5 necessary uses (sidewa MIXED USE R-4 TRANSPORT to allocat lks and gre e the par en area) Upanga has mix king and These ar ed use of green sta e urbanized the parts locat •Medium transfor residential, ndards change ma commercia of 1 par Mbezi of the alig tional capacit k ed in the •Low tran nments y l and along the - The gross are institutional are Kibamba are still that ha in a proc ve reached a periphery sfor the alignme mational cap front roa a as. acit d, and ma of each building of the nts alon g the fron y – The gross These es me parts ar s of rapid trans dium-high degr existing City, re In each ximum heig can be Msigani Bui area of improve •The buil lding Renovation t road, maximu ht 8 floo Kwembe each buil rs. d by the ding alig mention m height ding can 20% with replaceme e allow form ee of de ce •Minimum nments alon ed above 5 floors. be improv out any ed oper ation. nsification ntly with adeq nt of existing bu 3 •In the are meters distanc g the front roa the follo ed by 20% wing mu o1 park a not occupied e from the d; st be res without any cha ations and pected: ild of dens of the ex uate infrastructu ings, as well as lot per 100 by building roads for pub nge of o1 park per 1 Uni m2 Offices it is nec lic uses essary to (sid ewalks and Pugu ification t Residen allocate green are isting bu re and se co ns oli th ro ug h COMMER tial parking and gre a); and Kitunda the heigh ildings wi rvices. In da tion, to pr the CIAL en standar ds as belo t of three sto th m or e approp th es e ov ide The DA w listed: Majohe Toangoma should me reys is riate on areas the repla them In case et the planning RT bus Chamazi the thre stops and allowed es, which ceme do not ex nt e districts the righ The ma . t ximum buil This part is dev quantity of parking of an . Al CONSOL schemes implementation d building stand l future urban Mbweni Kisarawe II IDATED ding heig eloped usin places in Chanika Msongola ceed LOW DE ht is 20 g a new detailed the area make , heights of ards. develop of building interventions floors. nju NSITY scheme a (Area 2). real functional ments These are connection among Kimbiji Plot Ratio s and ur as ban stand a result of detai structure parts of the Cit led plann than two and architectur y, mainly reside Plot ar ds m ay be m ing No of stor Kunduchi odified. or three al nti floors, su structures of go al, characteriz Co verage eys rrounde d by priva od quality, with ed by a Pemba Mnazi 1.0 Set Back In areas belongin te prope bu morpholo rty garde ildings rarely gical s Mbezi Juu Kawe transfor mation of g to this ca ns. higher G 11.0 Corner pl 30% F – 4m tegory, and do meet the not increa buildings are pe rmitted, all opera & ots 1.2 3 se the plo provided tions of acco 30% S – 3m Bunju To wn t co G 12.0 NEW UR Msasani and Buildi Planning ve rag tha mm BA and Spac e by more tha t they do not alt odation and UNIT CE N GRID WITH Mikocheni In pocke ng Standards. e Stand n er ards de 20%. All develop their height 4 Kinondoni t types of areas of inform al fined in the Urba ments should Mabwepan de NTRALIT IES NEW UR BAN GR R – 4m informal intervention are buildings within Wazo ID n Plann The futu Kivukoni areas an allowed these co ing Act inhabita re city is artic Human Settleme d adapt them to to improve up nsolidated parts nts. ulated Kigamboni The Urb through NEW URB grading an Unit Urban Tungi nt Deve the su of the Cit the follo for wing para each inhabitant Units of AN CEN TRALITI lopment rroundin or urban 50,000 Within eac renewal y, all ES Minimum Policy. g areas •25 Sq. m. gross meters: should be planned where the h Urban Unit, , in line Goba Mbezi Juu with the of the Vijibweni Plot Siz Mbezi •15 Sq. residential on the bas main serv an Urban e for Co m. educationa areas for urba area per person; is of areas most ices for Centrality Mjimwema nsolidate Na tional The plan l, recreational n space and pedestrian of the facilitie the Unit will be is planned Kibada Maximum d low de ning para and standard s (health s shall incl friendly environ should be loca built. In these Plot Ratio nsity: 1.0 Makongo •Maximum meters with green areas). care, cult ude: edu ment. The ted for Cons 00 sq.m •Factory plot coverage: in the Uni ural, adminis trative ser cational buil facilities to create a ; t will be INFRASTRUCTURE olidated and wor 40%; ding to be Plot Ratio as follows: are sho low dens Saranga •Areas for offic kshop land pping are vices, health and s, the dec located Toangoma ity: 2.0 Msigani areas; e and com : 20 hectares; building s for offic as, cult ura soc ial facilitie entr alized Plot e space, l and civic cen Somangila •Areas mercial areas, s. Others Kwembe activities: No of sto Kimara for streets, spo tres Kisarawe surface 5 % of interchang rts facilities, public parks and , part of the Coverage as mention squares and the resi II reys parking dential The size e parking stations central parking urban green 2 •Areas Set Backs Kimanga for park ed in the facilities: s and gree following Arti of the plan . areas also be cle 14.4 10 % of the tota 50,000 hec 40% ned and Avic Town Kinyerezi realised n Corner plo F – 4m size of eac outside of area s: 15 hec tares – ; and l The tare functions s. Urb an Cen tralities ts 2.2 4 Types of h Urban Unit sha the perimeter dwe •Two/three llings within ll be equal to 250 each Urban of this qua ntity can as follows: within the will be about 40% S – 3m Gongolam •Five to storey the Urban ,000 hec Unit. The •Green are as and Urban Cen tralities will be ma 5 boto ten storey buildings: 60 %; Unit will consist tares. 50%; sports faci de up •Towers buil ding of the follo litie s: (ten or mor s: 25%; wing: •Areas 40%, with R-4 Pugu The Urb and for educati a range an Units e storey building 30%; onal faci of 30- Scheme will be s): lities: 25% Kitunda Somangila s. implemente 15%. •Areas for , with a Kivule d through Detailed health and administrative range of 20- Planning 20- social faci services, 30%; and cult lities and ural other: 25%and civic centres Majohe Toangoma Plot Ratio •Streets and par king faci , with a range of , Plot Chamazi lities: 10% Msongola Kisarawe No of sto . Coverag reys II Set Back e s 2 F – 4m Corner plo 30% ts 2.2 3 S – 3m 30% 4 R-4 Figure 2.3.35 Sample pages from 2012-2032 Dar es Salaam City Plan-Proposed Area Guidelines (MLHHSD) 240 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 6. New City Road and Rail Infrastructure 8. New Metropolitan Urban The plan proposes improvement of the city road Planning Authority: network, including a major new ring road from The plan recommends that a Dar es Salaam the Port to intersect with Nyerere Road, Morogoro Metropolitan Authority (DMA) is formed to Road and Bagamoyo Road. manage the city through municipal or district councils with responsibilities and powers to It sees opportunity in refurbishing existing rail lines prepare comprehensive, strategic and integrated along Mandela and Nyerere Roads to create a development plans that cut across the current high-capacity fast-rail passenger mobility system, Municipal boundaries. while also investing in two metropolitan surface rail lines. Ths is claimed to align with the proposals It recommends limiting Municipalities to a of RAHCO and JICA. catchment size of approximately 500,000 residents, for which these organisations would deliver BRT Interface: Road and rail proposals will inform public services. integrated transit and development strategy for the BRT Corridor. To manage land planning aspects the Plan recommends establishing a Metropolitan 7. Control of “Urban Sprawl”: Urban Planning Authority (MUPA) within the A green edge to the city is planned. This will: DMA to coordinate planning, and the execution and management of citywide transportation, • Preserve and enhance Dar’s ecosystems infrastructure and utilities projects. The Plan also • Demarcate the urban edge by the construction recommends a number measures to improve of two new large arterial ring roads to serve and Local Government Finance. These include define the existing city and safeguard its future promoting PPP and use of land-value capture expansion as well as considering the bond market to help • Protect and conserve rural areas finance development. Also off-site levy and development excise taxes to influence location • Transform the flood prone river basin as a choices of developers strategic natural urban park habitat. BRT Interface: A Metropolitan Urban Planning BRT Interface: This approach will connect with the Authority (MUPA) and a revised system of green open space networks proposed in the CDS incentivised revenue raising could assist in the along the BRT corridor. delivery and implementation of TOD proposals along the BRT Corridor. Volume 2 / Part 3 241 3.7 Proposed City Plan Phasing Proposed City Plan Priority Areas It is envisaged that the above strategies can The plan identifies a number of Priority Areas REAL ESTATE PROFILE SOCIO-EONOMIC & accommodate the expected 7.5 million new that are envisaged to undergo rapid and inhabitants through the following steps: radical transformation. These include the below, with Notes to highlight relevance to • 1 Million inhabitants in the existing city centre this commission: and in the existing urbanized areas of the future City, through a policy of densification; • The new urban centralities, in particular those Phase 1 (1st 10 years) – Note: this urban area on the Nyerere Road, and Mandela Road is proposed to be served by the planned BRT (between Nyerere Road and Buguruni) network • Informal areas, encompassed within the • 600,000 inhabitants in the Kigamboni master consolidated low-density City boundary, will be plan Area; Phase 1 (1st 10 years) - unserved by redeveloped and upgraded to harmonize with BRT plan at present, but could be served by the surrounding areas ENVIRONMENT NATURAL extended feeder networks • Kigamboni peninsula development - based on • 2.8 Million inhabitants in the Urban Units that a refined version of the current master plan will structure the future City in the area between • The Port logistics hub the two rings; Phase 1 & 2 (1st 10 years & 2nd development - as established by the Kurasini 10 years) - Note: This area can be considered Redevelopment Plans of the Tanzania Ports as future catchment areas for the BRT network, Authority served by extended feeder networks • Outer ring road from Port – the plan suggests • 1.5 Million inhabitants will be established in that the vast fringe areas lying between the URBAN PLANNING Bagamoyo, Kibaha, Kisarawe and Mkuranga, current ring road, Mandela Road, and the Townships, and Phase 1 & 2 (1st 10 years proposed new outer ring road, which are & 2nd 10 years) - Note: subsequent BRT or currently partially urbanized, are expected to alternative modal service extensions can be accommodate most of the planned expansion considered at a later stage of the existing city over the next few years. • 2 Million inhabitants in the South, Note: It is urged to prioritise planning and beyond Kigamboni. Phase 2 (1st 10 years investment to support the emerging DSMDP & 2nd 10 years) - Note: subsequent BRT or recommendations, including the findings of alternative modal service extensions can be this study. while in some cases the priorities considered at a later stage converge, there are cases where some of the above are not core to meeting DSMDP objectives TRANSPORT as yet and thus should be deferred as appropriate. INFRASTRUCTURE 242 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Special Policy Areas & Ongoing Projects This section of the report outlines and maps current projects considered include special plan areas and and planned major projects within Dar es Salaam strategic infrastructure upgrades. and comments on their status based on data received at time of writing Current Current No. Project No. Project Status Status DMDP Sub-component Pedestrian Mobility 1 1 b: Flood Control & On-going 14 Completed for Urban Growth Storm Water Drainage DMDP Component Dar es Salaam New 2 2: Upgrading in Low- On-going 15 On-going Commuter Rail Project Income Communities Dar es Salaam Maritime BRT Impact Evaluation 3 Pipeline 16 On-going Gateway Project Household Survey Citywide Action Plan for DMDP Sub-component 1 Upgrading Unplanned and a: Priority roads supporting 4 Unknown Unserviced Settlements 17 public transit, mobility, On-going in Dar es Salaam and connectivity to low income communities Dar es Salaam Infrastructure 5 Unknown Development Programme New Bagamoyo Road 18* On-going Widening Project Msimbazi River Basin 6 Unknown Restoration 19* DSM Port Upgrade Approved 7* Dar es Salaam Waterfront Rejected 20* New Fly-Over Planned Kariakoo Area 8* Approved Redevelopment Plan Construction 21* New Fly-Over Phase Kurasini Area 9* Approved Redevelopment Plan 22* New Fly-Over Planned Magomeni Construction 10* Redevelopment Plan Phase 23* New Fly-Over Planned Oysterbay and Masaki 11* Approved Redevelopment 24* New Fly-Over Planned 12* Kigamboni New City Unknown 25* New By-pass Road Approved Upanga Area 13* Approved Redevelopment Plan Table 2.3.20 Special Policy Areas & Ongoing Projects. Volume 2 / Part 3 243 3.7 512000 519000 526000 533000 540000 DISCLAIMER Legend REAL ESTATE PROFILE ! SOCIO-EONOMIC & 9260000 9260000 ! ! 18 Road Ne Land Us 9255000 9255000 1 11 Oysterbay and Masaki Redevelopment ! 25 ENVIRONMENT 9250000 9250000 NATURAL ! 23 10 13 Upanga Area Magomeni Area Redevelopment Redevelopment ! Dar Es Salaam Kariakoo Area Waterfront 7 Redevelopment Development 8 Kigamboni - New City Master Plan ! 20 12 9245000 9245000 22 ! 21 ! Kurasini Area ¯ 9 Redevelopment 19 0 10 ! 24 URBAN PLANNING Riverside Hou 2a Southwark London SE1 9HA T: +44 (0) 207 9240000 9240000 F: +44 (0) 207 E: lon@broad 25 Client PRESIDENT REGIONAL AND LOCA (PRO-RALG Project DAR ES S BRT INTE AND TRA Title PLANNED CURRENT 9235000 9235000 Status DRAFT Scale 1:35 000 Job Number 31712 512000 519000 526000 533000 540000 Document Path: S:\Projects\2017\G113365\workspace\cb\mxd\current_plannedProj.mxd Figure 2.3.36 Special Policy Areas & Ongoing Projects TRANSPORT LEGEND: Planning: Infrastructure: Rejected 07 Dar es Salaam Waterfront 18 New Bagamoyo Road Widening Approved 08 Kariakoo Area Redevelopment 19 Upanga Area Redevelopment INFRASTRUCTURE Ongoing 09 Kurasini Area Redevelopment 20 DSM Port Upgrade 12 Magomeni Area Redevelopment 21 New Fly-Over Oysterbay-Msaki 22 New Fly-Over 11 Area Redevelopment 12 Kigamboni New City 23 New Fly-Over 13 Upanga Area Redevelopment 24 New Fly-Over 25 New By-Pass Road 244 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Dar Es Salaam Metropolitan Development Project (DMDP) 1 Status: Current | Date: 2015 - 2022 Dar Es Salaam Metropolitan Development Project Component 2: Upgrading in 3 comprises a number of parallel work-streams, of Low-Income Communities which the BRT corridors study is a major part. • Funding: $US 117.21 million (equivalent). The intent and inter-relationships of the various initiatives under this Project are summarised Upgrading of selected dense, low-income in the World Bank published Project Appraisal communities in selected Municipal Councils Document in February 2015 - reference PAD1087. across 13 wards through the improvement of basic services and strengthening community capacity The World Bank has committed to invest in undertaking such upgrading works, including: $US 300 million over a six year period (2015-2021), supplemented by local contribution • Roads and road-related infrastructure, including through PO-RALG of $US 25.3 million and a roads, bridges, culverts, footpaths, and traffic further $US 5 million from Nordic Development lights Fund to total over $US 330 million. • Environmental related works, including storm This money has been allocated to projects in water drainage, sanitation, tertiary solid waste support of the emerging BRT network, under management, street lights the following component work-streams: • Community related amenities, including parks, markets, and bus stands. Component 1: Priority Infrastructure 2 Funding: $US 172.64 million (equivalent). Component 3: Institutional Strengthening, 4 This component will finance improvements Capacity Building, and Urban Analytics and constructions of the following: Funding: $US 26.0 million (equivalent). (Both of which include disaster risk response enhancements) This component will support: • Priority Roads – approx. 34 km local and feeder • Development of metropolitan governance roads in the urban core to alleviate congestion arrangements and systems hotspots, and support public transit, mobility • Municipal finances and technical capacity and connectivity to low income communities, through own source revenue collection and especially improving accessibility to the development and integration of GIS BRT system • Improving the integration of transport and • Primary and Secondary Drainage Systems land-use planning (Flood Control and Storm Water Drainage) – including bank stabilization, flood attenuation • Operations and maintenance systems ponds, connection to the secondary network etc. for 31.5 km of systems associated • Urban Analytics with five selected river basins of Dar es Salaam. • Urban Planning System. This work will support a subsequent Drainage Master Plan for Dar es Salaam This component will be partially funded by the Nordic Development Fund (NDF). Volume 2 / Part 3 245 3.7 Component 4: Implementation Support 5 This information is under review through some and Monitoring & Evaluation of the project components, particularly the REAL ESTATE PROFILE initiative to develop a workable GIS base to SOCIO-EONOMIC & • Funding: $US 14.40 million (equivalent). support the City’s legal, fiscal and regulatory administration. This makes it critical to develop Provision of support for Project management and plans that are shared and aligned to best supervision functions, including procurement, international practice to avoid confusion and the accounting, financial management, safeguards, need to supersede information in the future. monitoring and evaluation, audit, meetings and workshops, and impact assessments. The baseline GIS and CAD data received to date is varied in its quality and accuracy, being The programmes for these components include prepared to differing standards and conventions, local staff resource allocations, coordinated under many of which have not been clarified or the review by World Bank staff, which assesses confirmed. There are significant errors and each stage of each sub-component’s work. ENVIRONMENT areas of misalignment, leading to significant NATURAL computational errors where the shapefiles and DMDP Co-Ordination lines are used for quantification purposes. 6 As each of the four DMDP components are The GIS data that has amalgamated and collated being advanced individually by separate expert from the client’s databanks for the purpose of teams, it is important to emphasise the need the BRT Corridors Study is considered broadly for cross-programme integration, so that each adequate for city-wide scale review but inadequate final output and deliverable helps reinforce for corridor level planning and analysis work the shared objectives of the wider project. (Stage 2) which looks at each station area in more URBAN PLANNING With this in mind, regular team coordination detail. The data shows significant slippage in activities should be introduced, possibly under shapefile locations, and will need to be replaced Component 4 of the programme. This would give by a new accurately plotted set of land use data proponents the opportunity to meet in a shared files if such a system is to operate at this scale. and unified forum in Dar es Salaam to confirm progress and conclusions for each complimentary Recommendations 8 work-stream, while being given an opportunity to 01 Under DMDP Component 4, schedule coordinate and understand eachothers’s work, quarterly / six-monthly inter-project review ensuring the outputs are mutually reinforcing. meetings to share findings at critical times in the programme. These to be attended by key Unified GIS Baseplan personnel as a series of presentations and 7 TRANSPORT As an overarching programme it is vital to workshops facilitated by WB and PO-RALG observe synergies between the various work 02 It is recommended that on completion of programmes to achieve efficiencies and to the study, the GIS outputs be set aside and integrate the outputs under shared objectives. recalibrated under a separate prioritised data These objectives reflect previous strategic review project, tasked with precisely aligning the reviews of the economic, environmental and land use data with the existing local topography, social conditions of Dar Es Salaam, and the so that this may be used as a reliable shared complex baseline data sources that inventory and a map for ongoing governance relate to the mapping of its topography, land of Dar es Salaam’s emerging economic, INFRASTRUCTURE uses, transport and environmental features. fiscal and regulatory frameworks. 246 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Kariakoo Area Redevelopment Plan Status: Superseded | Date: 2006 Prepared by MLHSSD in collaboration with The plan incorporates institutional (10%), light Dar City Council. The BRT Phase 1 route forms the industrial (2.6%) and recreation / open space north edge of this study area and it also interfaces areas (6.3%). This land use mix is aligns with with Phases 2 and 3 of the future network. TOD principles and the focus on mixed use Its densities therefore need to be maximised to development is to be encouraged. meet the objectives of the DMDP . Building height is regulated by plot size in Kariakoo is an important part of the city a sliding scale. Plots that are larger than and is a bustling commercial zone and 900 m2 permit a maximum of 10 storeys whilst residential neighbourhood. A 2006 version of the 200-300 m2 plots are only permitted buildings plan is reviewed below. Note the more recent of 1-2 storeys. Maximum height allowances are 2012 issue is awaited for assessment. reserved for plots overlooking the BRT route and which broadly meet recommended TOD The 2006 plan recognises the areas commercial parameters for a city centre area. focus and encourages commercial and retail development (22.5%) to coexist with residential in a Concessions could offer developers scope to use mixed use (18.5%) environment. FAR bonusing where historic facades are retained to allow buildings more height and floorspace, with a more general allowance for heights at or above 10 storeys permitted in certain circumstances. TOD Compatibility Figure 2.3.37 Proposed Land Use Plan, Kariakoo Area Volume 2 / Part 3 247 3.7 Kurasini Area Redevelopment Plan Status: Approved | Date: 2011 REAL ESTATE PROFILE SOCIO-EONOMIC & Kurasini Area Redevelopment plan was produced The plan reserves land for industrial and in May 2011 by MLHHSD for the area west storage / logistical uses (not TOD compliant). and south of the port on the west landing of However, the west side has scope to Kigamboni Bridge. The plan is understood to accommodate TOD uses attracting and feeding be adopted and under implementation by Ilala from the pedestrian flows between BRT stations Municipal Council. and diverse port / commercial uses. BRT Line Phase 2 runs partially along the At Kurasani the BRT should facilitate access western boundary. As a new amenity with full to employment. The imbalance may be addressed funding and advanced delivery programme, this by stipulating operational / administrative offices, should be reflected in the uses and densities basic retail and service amenities on a strip lining ENVIRONMENT proposed for the west side of the plan. the plan’s the west side, leaving the remainder of NATURAL the area as planned. Kurasini district contains Dar es Salaam Port. The plan recognises its strategic economic value and proposed a land use mix that supports the Port and Harbour’s expansion and development TOD Compatibility to provide a developed context for the new bridge crossing. URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.3.38 Proposed land use plan, Kurasini Area 248 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Magomeni Redevelopment Plan Status: Approved | Date: 2009 Published in 2009 by Kinondoni Municipal Council The plan stipulates minimum building heights of in collaboration with MLHHSD, the plan aims to 10-12 storeys along the BRT corridor, which is improve, consolidate and densify this urban area in line with the parameters expected of a TOD as a commercial centre for Kinodoni District. corridor, although taller mixed development might be more encouraged as buildings Magomeni sits outside the downtown core. taller than 12 storeys could be permitted at The Phase 1 BRT corridor runs along the south interchange nodes. side of the plan area which also hosts a future interchange with Phase 3. • Part of the development has been The plan is a positive development, proposing TOD realised, (see image below) as residential commercial development on existing under-utilised towers reserved for public sector industrial land to provide new accessible workers, which has been built on land employment opportunities for the area. zoned for institutional development. These units are also for market sale. (priced at up to $US 50,000 per 3-bed unit) • The use, mix and height of the development supports the strategy to increase density with priority to plots near stations. • It is anticipated the work to densify and redevelop the areas will continue to increase local density levels and improve the viability and quality of local amenities. TOD Compatibility Figure 2.3.39 Proposed land Use plan, Magomeni Area Volume 2 / Part 3 249 3.7 Oyster Bay-Masaki Redevelopment Status: Approved | Date: 2011 REAL ESTATE PROFILE SOCIO-EONOMIC & Oyster Bay-Masaki is a historic residential quarter, 10 km north of the city centre. It’s coastal waterfront location with sea on two sides is already known as a prestigious residential enclave for government officials and international organisations. The waterfront incorporates a number of leisure resorts and hotels. The redevelopment plan was prepared by Kinondoni MC in collaboration with MLHSSD.The south end of the area interfaces with Phase 4 of the BRT network. The bulk of the area will necessarily ENVIRONMENT be of low density, consistent with the NATURAL present arrangements. The plan allows for some mid-rise mixed use development (maximum of 4 storey) in zones adjacent to the BRT route, which can be considered appropriate, although there is scope to increase this to over 10 storeys near key stations. TOD Compatibility URBAN PLANNING Figure 2.3.40 Proposed land use plan, Oyster Bay, Masaki Dar es Salaam Waterfront Status: Unknown | Date: Unknown Concept design for 9 connected coastal sites by a team of local and international consultants. TRANSPORT Status unknown and is nor endorsed by relevant ministries / municipalities. The 9 proposed projects shown right include: 1. Coco Beach 6. Bagamoyo 2. Coastal Park 7. Education & Leisure 3. Harbour Front 8. Formula One Track Development 9. Wetlands INFRASTRUCTURE 4. Salander Eco Village Development 5. Masaki Resort The coastal areas and Kigamboni have few BRT connections and hence these developments would need to be planned as be low density TOD Compatibility 250 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Kigamoboni New City - Status: Unknown | Date: 2010 Prepared by Korea Land & Housing Corporation for MLHSSD this is a major new commercial, industrial and residential development on the east side of Kurasini Creek. It does not connect with any planned BRT routes, despite accommodating up to 500,000 residents, though it is assumed a further additional route phase would be provided to connect and serve each part of the development. The plan proposes to tunnel under the creek to connect with Morogoro Road as well as a new bridge to connect to the city centre via Barack Obama Drive. The area has no infrastructure to support the project and would need substantial funds to realise the densities implied in the vision. TOD Compatibility Figure 2.3.41 Proposed land Use plan, Kigamboni New City Volume 2 / Part 3 251 3.7 Upanga Area Redevelopment Plan Status: Approved | Date: 2006 REAL ESTATE PROFILE SOCIO-EONOMIC & An Area Redevelopment Plan (2006 to 2026) was prepared by Ilala Municipal Council with MLHHSD, for Upanga - the city centre area that abuts the Atlantic coast and Msimbazi river outlet. Its central location connects with the BRT network Phases 1, 3, 4 and 5, inferring the need for the plan to be a particularly dense mix of uses. The proposed plan permits areas of taller building heights of up to 20 storeys with significant mixed use development. Subject to market conditions the 20 storey limit could be more widely applied or ENVIRONMENT NATURAL even increased at key station nodes to increase the Figure 2.3.43 Proposed Building Heights Plan Upanga Area areas capacity in the light of the BRT. • It is assumed the riverside would follow flood prevention and coastal resilience measures. The plan may conflict with the proposal for Selander Bridge (right) and connecting coastal freeway routes, suggesting the plan may be modified further in future. URBAN PLANNING TOD Compatibility TRANSPORT INFRASTRUCTURE Figure 2.3.42 Proposed Land Use Plan, Upanga Area 252 Volume 2 / Part 3 - Baseline Assessment & Diagnosis of BRT Corridor 3.7 Citations • Ministry of Lands, Housing and Human • Lupala, John and Sajjad, Ali Bhayo. 2014. Settlements Development, Dodi Moss, Buro “Building Densification as a Strategy for Urban Happold, Afri Arch, Q-Consult (2017). Dar es Spatial Sustainability Analysis of Inner City Salaam City Masterplan 2012-2032 Main Report. Neighbourhoods of Dar Es Salaam, Tanzania” in Global Journal of Human-Social Science: • Marshall Macklin Monaghan Limited, (1979). B. Geography, Geo-Sciences, Environmental Technical Supplements 1, 2, 3, & 4, Dar es & Disaster Management. Volume 14 Issue 8 Salaam Masterplan. Version 1.0. Global Journals Inc • Motogold, C Concept Design b.v, Renaissance • Alexandersson, J., Ljung, E. (2014). Urban Development, (2013). Dar es Salaam Waterfront Land Management for a Better Microclimate • Ministry of Lands, Housing and Human – the case of Dar es Salaam, Tanzania. Settlements Development, Dar es Salaam City Fastighetsvetenskap, Institutionen för teknik Council (2002). Kariakoo Area Redevelopment och samhälle Lunds tekniska högskola Lunds Scheme Dar es Salaam City. Universitet. • Directorate of Physical Planning, Kinondoni • Behrens, R. and Watson, V. (1996). Making Municipal Council, Dar es Salaam (2008). urban places: Principles and guidelines for Oyster Bay Masaki Redevelopment Scheme layout planning. Cape Town: UCT Press. 2011-2031 • Commonwealth Human Rights Initiative (CHRI). • Ministry of Lands, Housing and Human 2006. The Police, the People, the Politics: Police Settlements Development (2011) Accountability in Tanzania. Kurasini Area Redevelopment Plan, Dar Es • Council for Scientific and Industrial Research Salaam, Tanzania (CSIR). (2015). Guidelines for the Provision of • Directorate of Physical Planning, Ministry of Social Facilities in South African Settlements. Lands, Kinondoni Municipal Council (2009). • Department of Housing. 2000. The ‘Red Book’ – Magomeni Redevelopment Plan Guidelines for Human Settlement Planning and • IIala Municipal Council, Dares Salaam, Design. Pretoria: CSIR. (Available free online at Ministry of Lands, Housing and Human www.csir.co.za/Built_environment/RedBook/). Settlements Development (2006). • Kithakye, D., Mutashubirwa, P. & Kayani, L. Upanga Area Redevelopment Plan (2009). Tanzania: Dar es Salaam City Profile. UN-Habitat, Nairobi, Kenya. Published by: Unon Publishing Services Section. Volume 2 / Part 3 253 3.7 REAL ESTATE PROFILE SOCIO-EONOMIC & • Liljestrom, C., Perrson, M. (2011). Development • Tibasana, L.M. 2002. ‘Effective administration of Green Space in Dar es Salaam, Tanzania. of the Police and prosecution in criminal justice: Master’s Thesis at the Landscape architect the practice and experience of the United programme, Swedish University of Agricultural Republic of Tanzania’. Paper presented at the Sciences Faculty of Natural Resources and United Nations Asia and Far East Institute for Agricultural Sciences. Department of Urban the Prevention of Crime and the Treatment of and Rural Development, Division of Landscape Offenders 120th International Senior Seminar, architecture, Uppsala. Tokyo, 15 January-14 February, 2002. • Mng’ong’o,Othmar S. (2004). A Browning • Sawe, B.E. (2016). Religious Beliefs In Tanzania. Process – The case of Dar es Salaam. Doctoral Available: http://www.worldatlas.com/articles/ ENVIRONMENT Thesis in Built Environment Analysis Stockholm, religious-beliefs-in-tanzania.html. Last accessed NATURAL Sweden. Stockholm: Universitetsservice US AB. 16/08/2017. • Performance Audit Report On the Enforcement • Tanzania Police Force. 2016. Crime and Traffic of Fire Safety in Public Buildings. Fire and Incidents Statistics Report. Rescue Force under the Ministry Of Home Affairs. 2017 • Unknown. (Unknown). Churches, Mosques & Temples in Tanzania. Available: http://www. • Prime Minister’s Office Regional Administration kentzsafaris.com/destinations/sacred-places-in- and Local Government (2013). National Tanzania-2. Last accessed 16/08/2017. URBAN PLANNING Strategy on Urban Crime Prevention in Tanzania (Available free online at: https://unhabitat. • Unknown. (Unknown). Tanzania Library Service org/books/national-strategy-on-urban-crime- Board. Available: http://www.tlsb.or.tz/index.php/ prevention-in-tanzania/). tlsb/tlsb/category/about_tlsb/. Last accessed 16/08/2017. TRANSPORT INFRASTRUCTURE 254 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor  Volume 2 / Part 4 255  REAL ESTATE PROFILE SOCIO-EONOMIC & Volume 2 Part 04 ENVIRONMENT NATURAL URBAN PLANNING Transport This section aims to illustrate from a transport and mobility perspective the diagnosis for the urban area and the BRT Phase 1 development corridor of Dar es Salaam’s city context. The analysis enabled the outlining of TRANSPORT recommendations that could be implemented over time to enhance accessibility and mobility patterns by maximising all benefits that the future transportation network will bring to growing the City. INFRASTRUCTURE 256 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.1 Introduction & Summary of Key Findings Dar es Salaam is the engine Many Challenges of growth for the nation and Ahead: Key Issues has the largest concentration Dar es Salaam is currently facing a major of economic assets. challenge of coping with extreme levels of traffic congestion. There are a number of An overall growing population and reasons for this, such as: a decentralization of residential • The rapid population increase and employment functions, result in a high demand for mobility • The spatial expansion of the city with and accessibility, which will have increased levels of commuting to be accommodated by a new • The sharply increasing use of motorised transport and capacity framework. vehicles • The monocentric city structure with few Increasing road capacity and radiating main roads improvement of public transport • The lack of development control and services are the main strategies the consequent absence of an efficient applied by the City Authorities to transportation network to meet the control the actual congestion. increased demand. In order to work more effectively and in a Dar es Salaam is the main economic gateway sustainable way, both strategies of improving in Tanzania, due to the presence of the transport and physical planning should be industrial port. The city is characterised by applied together to ensure that outlays on a significant manufacturing industry, which infrastructure are recouped effectively through generates a high volume of traffic through the appropriate land development planning transportation of raw materials by roads. policies and effective fiscal systems. However, only 40% of the urban roads are This will serve to improve Dar es Salaam’s paved, therefore most commercial transport is productivity and will lead to the provision of more dependent on the main arterial routes. formal employment through stronger governance The quality and supply of the road network and clear, shared goals. in Dar es Salaam is consequently insufficient Much of this will be achieved in the advent of the and the road capacity is far from adequate. Dar es Salaam Metropolitan Development Project Every day transport of goods and services (DMDP) which will see real improvement in the are delayed due to congestion, this is a major city’s governance, mobility and environmental problem, as it causes notable economic systems by its expiry in 2020. losses and impedes national growth. Volume 2 / Part 4 257 4.1 REAL ESTATE PROFILE SOCIO-EONOMIC & Addressing the Needs: Key Actions The corridor development strategy along • Improve the efficiency of the whole transport BRT Phase 1, and eventually along all planned system, so that the overall time spent for Bus Rapid Transit lines will include and define a transportation of people and goods, and set of integrated interventions on mobility, which relative costs, are minimised will reshape the metropolitan transport system. In particular, the strategy will identify interventions • Improve overall transport safety levels and to maximise the benefits of the mass transit reduce the environmental and energy impact of lines, as well as the network of primary nodes for transportation modal interchanges. • Enhance existing, and introduce new, ENVIRONMENT NATURAL This process will be conducted in accordance with integrated and efficient collective transport a set of key guiding principles, among which: systems, in a way that balances use of private and public transport modes together with the • Consider the key multi-modal transport economic growth. corridors as the catalysts for dense, high quality urban form. These priority development corridors are constituted by improved roads and public transport facilities and utility infrastructure provision as a clear framework for regenerative development URBAN PLANNING • Grant accessibility to all and ensure that all mobility needs are met, in order to guarantee economic growth and social inclusion (access to employment and other opportunities in the city) TRANSPORT INFRASTRUCTURE 258 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.1 Measuring Accessibility & Opportunity Assessment From a transport and mobility perspective In the context of Dar es Salaam’s metropolitan the diagnosis of the existing condition of area, the spatial analysis has shown that the Dar es Salaam’s context has been developed introduction of the BRT lines has tangible benefits concurrently on two levels. in terms of the overall connectivity and accessibility to opportunities. Besides this, the analysis revealed The first level comprises a vast analysis of the clear urban mobility patterns of Dar es Salaam’s current status of the infrastructures at the city commuting flows by bringing to light major trip and corridor scale. The analysis found major attractors and generators of the City. weaknesses in the metropolitan transportation framework, which is seemingly unable to cope with In particular: the current transport demand. • The new BRT lines and reconfiguration of the A parallel opportunity assessment was also network create a number of activity nodes with carried out to identify key strategies that could superior overall public transport accessibility, bridge this demand gap. It looked at what benefits namely City Center, Magomeni, Ubungo, Tazara the future BRT network, as well as road network (current scenario), Gerezani, Uhuru Street, improvements, will bring to the whole City. Kivukoni, Fire, Mkwajuni (mid term scenario) The spatial network analysis of Dar es Salaam’s and Manzese, Morocco, Kijitonyama multi-modal urban transport systems allowed the (full implemented BRT network) Team to identify and visualise the strengths and • An unbalanced relation between population, weaknesses of geographical coverage, network employment (formal and informal) distribution connectivity, competitive service levels in a and ridership at the stations within walking coherent mapping exercise. catchment area The analysis has assessed accessibility, connectivity and centrality indexes for the current • The majority of the trips distributed within and planned transport networks. By testing the the corridor are shorter than 2 km and are frameworks on a before-and-after comparison concentrated between Tip Top, Manzese and of the private and public transport network Argentina station areas. This justifies the current reconfiguration, following the implementation of the low figures of ridership recorded in the middle planned BRT lines, it was found that these indexes of the corridor, where main trips occur on foot can be employed in meaningful ways to quantify without the need to use the existing transit the effects of the network. linemost of the trips that originate outside the corridor area, and mainly concentrated in the south western part of the city, have Kariakoo and Kisutu wards as main destinations Volume 2 / Part 4 259 4.1 REAL ESTATE PROFILE SOCIO-EONOMIC & • An improvement in public transport catchment slightly for activity nodes along Phase 2 and 4 in area compared with road travel across the proximity of the city center metropolitan area through the implementation of all planned BRT lines • The definition of existing and future public transport nodes, underlining the potential of • A reduction in the number of residents and jobs the different nodes in relation to their level reached within metropolitan Dar es Salaam of accessibility. Under these terms Magomeni, that are currently not accessible by public Ubungo, Tazara and Fire are prime candidates transport services. This situation is very evident for land use intensification ENVIRONMENT around the Airport area, served currently only by NATURAL informal public transport (Dala dala) • Argentina, Magomeni Hospital, Magomeni Mapipa, Mkwajuni and Manzese Stations are • Efficient network connectivity at activity surrounded by the highest grid of streets among nodes from on Phase 1 between Usalama, all stations accompanied also by the greatest Mwembehai, Kagera, and Argentina stations; population densities along the BRT corridor. relative accessibility remains stagnant or drops Tendencies URBAN PLANNING TRANSPORT ► Population ENHANCE PROMOTE / CONTAIN PRESERVE ► Income Mass Non Private Transit Motorised Motorised ► Car Ownership INFRASTRUCTURE Trips Trips ◄ Household size ► Mobility Needs Figure 2.4.1 Future Modal Share, Target - (Mobility in Chain) 260 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.1 Field Observations Traffic & Mobility Survey Given the provided set of data at the beginning the traffic surveys were made to provide a of the project process, the Consultant Team have diagnosis on transport and circulation patterns conducted additional surveys (Traffic & Mobility, of the corridor area, in particular junctions and Income, and Streetscape surveys) in order to areas of immediate proximity to transit stops. consolidate the existing information and to better In particular the main activities were performed: represent and describe the baseline conditions and development pressures of the corridor. • Directional Flow Counting was undertaken at intersections aiming at establishing the The surveys performed during Phase 1 provide volume of vehicles towards and away from a diagnosis on transport and circulation patterns the intersection in each direction and every of the corridor area and its surrounding areas. possible combination. As part of Phase 1 this finer level of understanding has supported our verification and finalization • Origin-Destination Survey of the baseline studies, as well as enhancing (roadside interview to motorists). our understanding and analysis of the condition These interviews aim to estimate the mobility of the existing transport network and ability to Train patterns 1% (commuting) for the AM and PM accommodate future change. peak period. Taxi 1.5% The purpose of the surveys are twofold and • The BRT transit passengers survey allowed closely connected. On one hand they assess Bicycle 2% to have a comprehensive overview of BRT mobility habits and flows/patterns as well as the Bajaji users behaviours 8% and mobility habits. related mean of transportation of passengers Analysing the data it is possible to calibrate the entering and exiting the study area. On the other Car 9% “real” catchment area, in other words the area hand, they help comprehend the street character Walk an influence and in which the BRT line can have 24% and related traffic and pedestrian activity. related preferred mode to reach the station area. Bus 24% ( Analysis and key findings are illustrated in Dala Dala Appendix A ) 31% Daily 17% Never 16% Occasionally 32% Regularly 35% Train 1% Figure 2.4.3 BRT Usage - (Mobility In Chain) Taxi 1.5% Distance Between Home & Work 15% Bicycle 2% Other 13% Bajaji 8% Car Long Travel Time (Congestion) 35% 9% Walk 24% Services Lack of Available 37% Bus 24% Dala Dala Easier Walking & Cycling 31% 7% Other 10% Figure 2.4.2 Journey to Work - Transport Mode - (Mobility In Chain) Daily Faster Transport Network A 17% 38% Never 16% More / Better Roads 45% Volume 2 / Part 4 261 4.1 REAL ESTATE PROFILE SOCIO-EONOMIC & Income Survey The mobility related components within the Income survey allow us to establish existing travel patterns along Phase 1 corridor and related influence area in order to assess travel to work behaviours and preferences including concepts such as the Use of BRT, Journey to work / Mode of transportation, TransportTrain 1% and challenges suggested improvements. Taxi 1.5% Results show a regular BRT (35%) usage 1%2% among ENVIRONMENT Train Bicycle NATURAL other transport modes. In terms of overall Taxi Bajaji 1.5% 8% commuting trips (home-work based) interviews Carand public show a preference for walking Bicycle 2% transport 9% (mainly dala dala) as main ways to reach the employment attractors. Bajaji Walk 8% 24% Major challenges encountered Car to reach the work Bus 9% 24% by long place are represented Dala Walk Dala journey times and 24% 31% lack of available services that are leading to the Bus work places. Hence the improvement suggested 24% URBAN PLANNING by the interviewers mark the necessity Dala Dala to decrease 31% Daily travel times by improving the efficiency and 17% coverage of the whole network so that the overall Never 16% time spent for transport and relative costs related Daily 17% to congestion are minimized. Occasionally 32% Never 16% Regularly 35% Occasionally 32% Regularly 35% Distance Between Home & Work 15% TRANSPORT Other 13% Distance Between Home & Work 15% Long Travel Time (Congestion) 35% Other 13% Lack of Available Services 37% Long Travel Time (Congestion) 35% Figure 2.4.4 Lack Challenges of Available Reaching Work - (Mobility In Chain) Easier Walking &Services Cycling 7% 37% Other 10% INFRASTRUCTURE Easier Walking & Cycling 7% A Faster Transport Network 38% Other 10% More / Better Roads 45% A Faster Transport Network 38% More / Better Roads 45% Figure 2.4.5 Improvement Suggested - (Mobility In Chain) 262 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.1 Streetscape Survey Bottleneck Survey The survey takes a selection of 13 “representative” In the next stage of work we will also undertake stations areas in order to evaluate Streetscape a bottleneck survey with the main intention condition such as: to understand the causes of congestion and the conflicts on the local roads feeding into • Street Character: Morogoro Road. In particular, the analysis results Evidence public realm elements will establish the causes, types and locations of • Parking: Qualitative assessment of parking congestion on key sections within close proximity conditions of the BRT stations. The output will be represented by a set of • Street Trade: Qualitative assessment of qualitative parameters in order to inform the informal trading activity planning process during the next project • Activity: Qualitative assessment of phase by determining possible improvements. traffic and pedestrian activity. Qualitative observations on traffic influencing events will also be comparable with the land use The gathering of this information allows to have survey verification and related results in terms a better understanding of mobility/accessibility of street activity (traffic congestion level and issues and functional street features on local roads pedestrian activity) performed within the same surrounding the BRT station areas. station areas. Loading Parking Illegal Sidewalk Roadside Unloading Parking Channel Street Trade Dala Dala Street Trees Pedestrian Stop Lighting Activity City Council • Formal and informal on street parking • Narrow sidewalks (> 2 m) • Medium pedestrian activity • Loading and unloading activities • Street lighting Volume 2 / Part 4 263 4.1 REAL ESTATE PROFILE SOCIO-EONOMIC & Magomeni Mapipa • Informal on-street parking • Narrow sidewalks (< 2 m) • No pedestrian activity • Concrete roadside channels ENVIRONMENT NATURAL Manzese • Unpaved street (earth) • Stationary traders • High pedestrian activity • Dala dala stop URBAN PLANNING Ubungo Maji • Wide sidewalks (> 2 m) • Trees • Street lighting TRANSPORT • Low pedestrian activity Kimara • Unpaved street (earth) • No drainage system INFRASTRUCTURE • Semi-permanent traders • Medium pedestrian activity • Green 264 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.2 Road Network Dar es Salaam’s road network is based on a system of long distance major connections consisting of five main radial trunk roads emanating from the core of the city, namely Bagamoyo, Morogoro, Nyerere and Kilwa Roads, and two ring roads - Nelson Mandela / Sam Nujoma and Kawawa Road. The road network currently comprises around 2,170 km of roads in the formal inventory of which 120 km are categorised as trunk roads, 399 km as regional roads and the remaining 1,651 km as district, urban and feeder roads (JICA, 2017). The condition of trunk and regional roads has markedly improved over the past decade because of the strong emphasis of the government to support the national roads sub-sector. However, the condition of national roads marks the significant difference between trunk and regional roads, as well as the differences between paved and unpaved roads. Approximately only one quarter of the road metropolitan network is paved and in good condition. City road density is about 122 m/1,000 inhabitants, one of the lowest values if compared with other cities worldwide (see Table 2.4.1). Hence, the road system does not have the required density to urbanise effectively. The city suffers from a poor road hierarchy characterised by a shortage of collector-distributor roads for channelling the traffic between local streets and main arterial roads. (Melbye, Møller-Jensen, Hoppe Andreasen, Kiduanga, Gravsholt Busck, 2015). The mono centric city structure has led to a dominance of one directional traffic flows that are overloading the main roads and intersections during the morning and evening peak hours. The road network ranges from very low traffic volume roads that primarily give access to remote areas, to extremely high traffic volume primary LEGEND: roads that are essential to facilitate mobility in the densely populated urban areas. Primary Road Urban public transport services in the city mainly Secondary Road depend on road transport services, this reliance Tertiary Road coupled with high growth of transport demand, Local Road has led to inadequate supply of transport services and increased dependence on use of private cars, N and consequently road congestion and poor traffic flow management. 0 1 2 3 4 5km Volume 2 / Part 4 265 4.2 Current Road Network REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.4.6 Current Road Network - (Open Street Map 2017; Mobility In Chain) 266 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.2 The transport system in Dar es Salaam metropolitan area is now working well beyond its already structurally limited capacity. This is reflected in protracted commuting times (average 90 minutes) with commensurate economic, social and environmental costs arising from this congestion (Melbye, Møller-Jensen, Hoppe Andreasen, Kiduanga, Gravsholt Busck, 2015). The city lacks arterial road grid, preventing introduction of an effective public transport system that extends far into the urban fringes, convincing residents to rely on it. Other problems plaguing the city include parking space shortages, lack of pedestrian zones, and an inappropriately high level of commercial vehicles in the city centre with attendant pollution / hazard issues. The government, supported by The World Bank embarked on a conspicuous program of infrastructural expansion to provide additional capacity to the road network that comprises the following interventions (JICA, 2008 and JICA, 2017): Road paving (Ubungo Terminal via Kigogo to roundabout of Kigogo Road, Kigogo to Jangwani, Kigogo Tabata Dampo Road, Old Bagamoyo Road and Ununio Road) 1. Increasing the number of lanes for the main roads (Morogoro Road, Sam Nujoma Road, Kilwa Road, New Bagamoyo Road, Kawawa Road) 2. Building new roads (Mabibo to Kimara Road, Mbezi Victoria via Kilungule to Kimara Korogwe Road, Tangi Bovu to Goba Road, Ununio Road, LEGEND: Goba Tegeta Road) New Roads 3. Improving access roads in residential areas Approved Projects 4. Increasing the road capacities in the City through the construction of new ring roads Proposed new Roads (JICA) (Wazo Hill to Mbezi Lewis and Mbezi Lewis to Ukonga) Capacity Improvements 5. Interchanges / intersection improvements on Road Upgrades main roads Road Upgrades (DMPD) 6. Enhancing traffic circulation through parking management enforcement, informal trade and Interchange / Intersection road encroachment regulation. N 0 1 2 3 4 5km Volume 2 / Part 4 267 4.2 Planned Road Network REAL ESTATE PROFILE SOCIO-EONOMIC & DSM Outer Inner Ring Ring Road Road New Selander Bridge 5th Corridor Expressway ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.4.7 Planned Road Network - (Mobility In Chain, JICA, World Bank) 268 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 Public Transport BRT Phase 1 and Planned Network In order to reduce the amount of private cars In order to maximise the coverage, as well as on the road network a number of actions have the ridership of Phase 1 corridor, once fully to been taken. These include, among others, implemented, the existing BRT line will be the improvement of public transport through the supported by several feeder routes. Feeders are introduction of rapid transit system. conventional bus services that run on the local road network and have defined routes that go DART’s first phase is 20.9 kilometres long, running through the neighbourhoods located around primarily along Morogoro Road, Kawawa North the corridor. The feeder areas to be covered and Road corridor and the short Msimbazi Road. their integration terminals or stations are (DART, The rapid transport system includes dedicated 2013): lanes and stations and is operational since May 2016. • 1 at Kimara Terminal with coverage along The planned Phase 1 trunk feeder system will Morogoro Road up until Mbezi surrounding consist of (DART, 2014): areas (Mbezi ward) • 20.9 km of trunk lanes • 2 at Ubungo Terminal offering coverage to the university area and along Sam Nujoma Road • 57.9 km of feeder routes until Mwenge dala dala terminal (currently only 6.2 km in operation) • 2 at Shekilango Station going north along • 5 terminals Shekilango Road • 32 stations • 1 at Urafiki Mahakama Station with access to Mabibo area • 6 integration stations with feeders (currently only one at Kimara) • 1 at Usalama Station which will run along Tandale Uzuri Road offering coverage to • 2 bus depots. Makumbusho, Tandale, Manzese and Sinza In view of the final operational completion date areas on the main trunk corridor infrastructure and the urgent need for high-capacity transportation on the • 1 at Mwinyijuma Station connecting Morogoro Road, an interim stage was designed. Mwananyamala and Makumbusho areas Current Phase 1 operations offer 7 trunk services, • 5 at Morocco Terminal running along Old using a fleet of about 140 buses, of which 39 are Bagamoyo Road up to Msasani Mwalim Nyerere 18m long (with a capacity of 150 passengers) and and Kawe area, along Bagamoyo Road until 101 buses have a length of 12m (with a capacity of Tegeta village. The other branch will cover 80 passengers). Msasani peninsula area, up until Masaki area Articulated buses provide a combination of • 1 at Magomeni Mapipa Station with service to stopping and express services on two routes Kigogo area during peak hours, specifically from Ubungo Maji to Gerezani and Kivukoni. Most stations have • 1 at Fire Station connecting passengers to passing lanes in order to allow express buses to Muhimbili Hospital. overtake stopping buses. Volume 2 / Part 4 269 4.3 REAL ESTATE PROFILE City Road Density City Road Density City Road Density SOCIO-EONOMIC & 0.122 km / 0.170 km / 0.715 km / Dar es Salaam Kigali Shanghai 1,000 inh 1,000 inh 1,000 inh 0.129 km / 0.339 km / 1.785 km / Addis Ababa Accra London 1,000 inh 1,000 inh 1,000 inh 0.467 km / 2.102 km / 0.845 km / Dakar Johannesburg Barcelona 1,000 inh 1,000 inh 1,000 inh 0.400 km / 0.645 km / 1.212 km / Lagos Singapore New York 1,000 inh 1,000 inh 1,000 inh Table 2.4.1 Road density of different cities worldwide - (Gwilliam, K, 2011, The World Bank, PAN Di, 2013) ENVIRONMENT NATURAL Transportation plays a major role in urban According to detailed studies, the current modal development enabling movement of both people share for travel in Dar es Salaam is as follows: and goods. There is a high dependence on public (DART, 2013) URBAN PLANNING transport and also walking is a major mobility function across communities in Dar es Salaam. • 43% of trips are made by public transportation It follows accordingly that, in order to improve the (Rail + Dala dala) quality of life of its citizens, the city’s development • 45% of trips are made by non motorised must cater in a large way for these two modes transportation of transport. • 6% of trips are made by private cars. TRANSPORT Public Non Private Transport Motorised Motorised INFRASTRUCTURE Figure 2.4.8 Mono centric city structure and related Figure 2.4.9 Current Modal Share - commuting patterns - (Mobility In Chain) (World Bank, http://www.worldbank.org DAR RAPID TRANSIT PROJECT - Executive Summary) 270 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 Ubungo - Gerezani Morocco - Kivukoni Morocco - Kimara Morocco - Kivukoni Ubungo - Kivukoni Kimara - Kivukoni* Kimara - Gerezani* Figure 2.4.10 BRT Phase 1 Operational Services - (Mobility In Chain, DART) * Express services during the peak hours - (Local Service from Kimara to Ubungo Maji) During this first interim phase, the ridership When fully operational, Phase 1 is expected along the line reaches approximately up to to carry over 400,000 passengers / day with 294,000 passengers per day (UDART, 2nd June the deployment of a total fleet of 350 buses 2017 boarding and alighting data), 33% of total of which 177 are 18m long with a capacity of boarding are concentrated in four main stations, 150 passengers and 128 buses 12m long with a mainly represented by the terminals that at present capacity of 80 passengers (DART, 2014). are working as proper interchanges. In order to guarantee the expected demand and The Mbezi-Kimara feeder line is the only feeder avoid duplication of services, the existing dala dala line currently in place and it carries about passenger transport services have been prohibited 20,000 passengers daily: about 68% of the total from operating the same service, with the same boarding at Kimara. origins and destinations along the same routes. To this end approximately 40% of the current dala A comprehensive transport demand model dala routes operating in parallel to the future DART was developed (with the modelling software system have been cancelled. EMME/2) to assess the demand for public transport in the city and estimate potential ridership for Phase 1 of the DART system. Volume 2 / Part 4 271 4.3 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL 30,000 28,604 25,000 24,034 20,507 20,000 15,592 15,000 13,865 11,051 9,504 10,424 10,809 9,276 10,009 10,500 9,217 10,000 8,561 7,036 7,144 7,056 6,837 5,827 4,284 4,735 5,266 5,095 6,391 4,887 3,401 4,717 3,087 5,000 2,856 3,713 528 1,601 URBAN PLANNING 0 DIT Fire Kona Kibo Manzese Kagera Usalama Bucha Tip Top Baruti Urafiki Korogwe Kisutu Jangwani Mwembechai Mwanamboka Ubungo Maji Mkwajuni Argentina Shekilango Magomeni Mapipa Kinondoni Morocco Hotel City Council Posta ya Zamani Msimbazi Police Magomeni Hospital Ubungo Terminal Kimara Terminal Morocco Terminal Gerezani Terminal Kivukoni Terminal Figure 2.4.11 BRT Phase 1 Current Daily Ridership (passengers/day) - (Mobility in Chain, DART) * Missing Baruti station data was derived from the average of Bucha, Kona and Kibo figures On the corridor the transit stations are classified in from one or more feeder routes to the TRANSPORT three categories, depending on their functionality trunk lines. as follow: From the set of documentation provided by DART, • Terminal: where all trunk services start and end we derived that all services were designed based and allow transfers between feeder services as on a maximum frequency during the morning peak well as between different transportation means, hour of 40 buses/hour (1.5 minute headway) and such as regional buses, private vehicles, dala a 10 buses/hour minimum frequency (6.0 minutes dala, bajaji and boda boda headway). The operational speed considered for trunk services was set at 23 kilometers per hour • Local stations: these are stations on (DART, 2014). INFRASTRUCTURE the trunk route. In Phase 1 there are All current operational services, given the flexibility 25 trunk stations, 22 of them provided with of the infrastructure, can be changed by the DART overtaking lanes. Stations are normally spaced Agency during operations to improve service and 500 metres apart. There are 4 types of trunk to adapt to the city’s demographics in the future. stations depending on the assumed passenger demand • Interchange stations (with feeder): 7 feeder stations allow passengers to transfer 272 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 KEY: BRT Phase 1 BRT Phase 1 Feeder line BRT Local Station BRT Interchange with Feeder BRT Terminal Dala dala Routes Dala dala Terminal Railway Commuter Railway Regional Railway Station Ferry Ferry Station N 0 1 2 3 4 5km Volume 2 / Part 4 273 4.3 Current Public Transport Network REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.4.12 Current Public Transport Network - (Open Street Map 2017; DART) 274 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 Planned BRT Network The transport system of Dar es Salaam will foster By achieving these targets, the effect on the economic development, providing equitable transport network will: access to opportunities, amenities and services for the population. • Provide real travel choice and reduce inequalities in access to opportunities Efficiency and sustainability are the key pillars of the planned BRT network. These seek to • Develop a more sustainable transport system combine the strengths of the full range of transport by reducing congestion, travel times and modes into a single integrated system to improve environmental impacts of transport operational costs, benefits and efficiencies as a • Make better use of resources by using socially inclusive approach to urban growth. infrastructure efficiently and reduce road The predicted growth of the population will fatalities be accompanied by an increase of income and therefore by the rise of car ownership. • Improve freight efficiency. These tendencies lead to the conclusion that The proposed DART BRT network comprises six the need for mobility and transportation services phases covering all major arterial roads of the will increase in the next years, and that a strong city with 136.3 km of segregated lane corridors, mobility focus is needed to cope with the expected integrated to feeder services and bicycles. future demand for transport in the metropolitan area of Dar es Salaam. The system is expected to have 18 terminals, and 288 stations. Given these tendencies, the main target of the future transportation framework would be to balance the modal share MOROCCO between private and collective KIMARA trips and reduce the growing UBUNGO car pressure on the road network, by promoting mass transit, preserve non-motorised trips and contain private motorised trips. GEREZANI KIVUKONI AIRPORT KWA AZIZI ALLY G/MBOTO M/R 3 TERMINAL Figure 2.4.13 BRT Phase 1-2-3 Operational Services - (Mobility In Chain) Volume 2 / Part 4 275 4.3 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING Figure 2.4.14 Morogoro Road, Kimara Station - (Mobility In Chain) • Phase 1 The infrastructure will be composed of: Morogoro Road, Kawawa Road North, Msimbazi (DART, 2014): Street, Kivukoni Front – 20.9 km • Segregated and priority bus lanes • Phase 2 TRANSPORT Kilwa Road, Kawawa Road South – 19.3 km • Boarding stations every 500 metres with level access to the buses • Phase 3 Uhuru Street, Nyerere Road, Bibi Titi Road, • Terminals at the end of the bus lanes and at Azikiwe Street– 23.6 km major intersections between bus lanes • Phase 4 • Pedestrian overpasses for safe access to Bagamoyo Road, Sam Nujoma Road– 22.1 km stations where required • Phase 5 • Centralized fare collection and operations control systems will provide support to ensure INFRASTRUCTURE Mandela Road, New Road 1 – 22.8 km adequate handling of the revenues and • Phase 6 compliance with high quality service levels. Old Bagamoyo Road, New Road 2 and New Road 3 – 27.6 km. 276 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 KEY: BRT Phase 1 BRT Phase 1 Feeder line BRT Phase 2 BRT Phase 2 Feeder line BRT Phase 3 BRT Phase 3 Feeder line BRT Phase 4 BRT Phase 5 BRT Phase 6 BRT Local Station BRT Interchange with Feeder BRT Terminal Railway Railway Station Ferry Ferry Station N 0 1 2 3 4 5km Volume 2 / Part 4 277 4.3 Planned BRT Network REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.4.15 Planned BRT Network - (Mobility In Chain, DART) 278 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 Prioritised BRT Phases Subsequent to the implementation of BRT Phase 1, Twelve feeder routes will facilitate effective the completion of BRT Phases 2-3 are also part transportation services to areas where currently of the internationally funded DMDP programme adequate public transportation coverage to improve the city’s transport, environment is missing, and where great passenger and institutional capacity, for which a spend flows could be attracted to the new mass of $US 350 million has been approved from transportation system. To offer the greatest 2015-2020. In particular, Africa Development Bank coverage, the system will also be supported by is funding Phase 2, while World Bank is taking care efficient and flexible routes and service areas of funding Phases 3 and 4. that should be developed and improved for ease of accessibility. The main BRT corridors planned for Phase 2 and 3 consist of Kilwa Road, Changombe Street, Kawawa Road, Bibi-Titi Road, Nyerere Road, and Future Planned BRT Phases Uhuru Street. Future phases, such as Phase 4, 5 and The second phase of the DART BRT network was 6 are subject to ongoing and further study. planned to connect the city centre to Mbagala However, we can assume that operational Rangi Tatu section along Sokoine Dr/Kilwa Rd, and and functional features will replicate the first connect Morogoro Rd at Magomeni area to Kilwa implemented lines of the whole network. Rd along the Kawawa Rd / Changombe St. The third phase of the DART is planned to connect Key BRT Benefits the city centre to Gongo la Mboto area, along Many advantages of the existing and future Bus Maktaba / Azikiwe St, Bibi-Titi Mohammed Rd, Rapid Transit lines are to integrate land use Nyerere Rd and connect TAZARA intersection and transportation systems in which compact, (Nyerere-Mandela Road) to the Kariakoo area, pedestrian-oriented land use development are along the Mandela Rd / Uhuru St (Kyong Dong, mutually supportive. The clustering of development 2015). around the corridor has the additional benefit of Stations have been spaced to match the former conserving land through the promotion of active Dala-Dala stops, notionally at approximately 500m neighbourhoods with improved facilities and intervals, except in some cases where more or amenities whereby the operational and travel less distance was required to preserve existing time benefits. unchangeable conditions or to avoid having a Moreover, the BRT is believed to be most station at a spot with no traffic demand. effective when integrated within a broader Park and Ride facilities have been planned, located planning framework encompassing land use at Mbagala terminal for Phase 2 and Gongola policies, zoning regulations, economic and Mboto Terminal for Phase 3 (Kyong Dong, 2015). community development. Detailed studies have also defined the operational services on both phases, integrating them also with the current Phase 1 services. The final proposal counts for ten different lines adopting different combinations of express and semi express lines. Volume 2 / Part 4 279 4.3 Bajaji and Bodaboda REAL ESTATE PROFILE SOCIO-EONOMIC & In Dar es Salaam, the term ‘bajaji’ refers to a The three-wheeled bajaji is now integral part of motorised tricycle which is rented out by its owner, the city’s transportation system and is commonly for profit to be made through charging a fee to found in urban and peri-urban areas, where they carry passengers. The owner of the bajaji either are used by all social classes. drives it himself or rents it to a driver on a limited Bodaboda are passenger motorcycles for hire. time basis, for a fixed amount, with the driver They are commonly used for short distances in charging a fee to customers and keeping any profit areas not covered by dala dalas or as a localised for himself (Africa Community Access Partnership, taxi service. 2015). Air Transport ENVIRONMENT NATURAL Julius Nyerere International Airport (JNIA), approximately 13 km southwest of the City Centre is the major gateway of Tanzania for passengers as well as freight. The airport serves both domestic and international flights, covering mainly Africa, Europe and the Middle East. Demand for air services has been steadily increasing for the past decade due in part URBAN PLANNING to the number of international aid workers active in Dar es Salaam and to the rising demand for safari and adventure tourism provided in Tanzania. Julius Nyerere International Airport is the major gateway of Tanzania for 2.5 million passengers / year including more than 1.2 million Figure 2.4.16 Airline routes from Dar es Salaam Airport - (Mobility In Chain) international travellers. The airport handles 75% of international air cargo and 30% of domestic air cargo, for a total amount of 22 million tons each The improved performance of JNIA has generated year (Tanzania Airports Authority, 2016). several economic benefits, in terms of income 21 airlines provide international air services. and employment. The runway and apron at TRANSPORT The airport provides direct connections to the four Terminal 2 were upgraded and currently, TAA African hubs: Johannesburg, Cairo, Nairobi and (Tanzania Airports Authority) has plans to develop Addis Ababa. There are also connections both the cargo terminal and passenger terminal with Mozambique, Uganda, Rwanda, Malawi (both cargo handling and passenger movements) and Zambia. JNIA also serves inter-continental (Transport & ICT Department, 2013). destinations, such as Amsterdam, Zurich, The plan for improving the facilities includes a Istanbul, Doha and Dubai. It has two runways, two third terminal. To improve the connectivity, with the passenger terminal buildings, and other related construction of phase 3 of DART, the access to the airport facilities. The airport previously underwent airport will be vastly improved, with a direct line to INFRASTRUCTURE a number of expansions. The rehabilitation helped the City. These improvements would support the JNIA to accommodate growth in passenger and overall City development strategies by optimizing cargo transport and to develop into an important the infrastructure for an optimal modal split, hub on the African continent. strengthening international corridors and alleviating the bottlenecks in the Dar es Salaam area. 280 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 Current Rail Network N 0 2 4 6 8km KEY TRL Railway Tazara Tazara Railway TRL Railway BRT Phase 1 Commuter Railway Commuter Figure 2.4.17 Current Rail Network - (Open Street Map 2017) Rail Network Dar es Salaam is the origin of the two rail systems The City has witnessed an introduction of urban in Tanzania, the Central Railway to Mwanza and trains (composed of 8 coaches) on a limited basis Kigoma – a metre-gauge railway compatible from Ubungo to the city centre. Existing services with the eastern African railway system – and the provide only five trips per day between the City and Tanzania-Zambia Railway Authority (TAZARA) line Ubungo carrying up to 7,000 passengers daily. – with a gauge of 1.06 metres compatible with the Despite the poor condition, the numbers of trips southern African railways. The railways currently are expected to increase in future. carry less than 5% of the upcountry freight traffic. With the focus of public transport being on the One train every two hours is operated during the provision of dala dalas, investment in the city’s day, carrying about 5,000 passengers per day railways for passenger transport has not been (Transport & ICT Department, 2013). a priority. However, efforts are underway to improve their performance, by providing a standard gauge track for a more rapid and strategic passenger service to the wider region, now in the process of detailed studies. Volume 2 / Part 4 281 Planned Railway Network 4.3 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL N URBAN PLANNING 0 2 4 6 8km KEY Railway Route A Railway Route C Railway Existing Future BRT Railway Route B Railway Route D Routes Figure 2.4.18 Planned Railway Network - (Open Street Map 2017) Driven by the Reli Asstes Holding Company A new rolling stock, composed of Diesel Multiple TRANSPORT (RACHO), the expansion of the railway will host Units trains, will be used to run the new commuter commuter rail services as well as long-distance, rail lines. The new railway infrastructure will have rail services across the metropolitan and to be seamlessly integrated within the future provincial area. The consultancy firm Gibb has BRT and local feeder system in order to shift been appointed to carry out the feasibility study from the historic emphasis on improving mobility for those commuter rail lines; the study is currently for cars, to an emphasis on improving mobility ongoing and out of a preliminary corridor analysis and accessibility for people, mainly through based on current demand and initial demand improvements to the public transport system. forecasts, five routes were short-listed for further evaluation during the feasibility stage (RAHCO and INFRASTRUCTURE GIBB, 2016). 282 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 Current Dala Dala Network N 0 2 4 6 8km KEY Dala Dala 30 Routes 23 Routes 15 Routes 8 Routes 1 Route Stations Figure 2.4.19 Current Dala Dala Network - (Open Street Map 2017; DART) Paratransit (Dala Dala) Dala dala operations are currently an essential The fleet of mini-buses in Dar es Salaam had part of the current public transportation system in been estimated to be about 6,600 operating on Dar es Salaam. These entrepreneurial services, 482 routes. 40% of those were impacted by the regulated by the Surface and Marine Transport BRT Phase 1 operations (SUMATRA, 2011). Regulatory Authority (SUMATRA), deliver formal In preparation for the final BRT network public transport operations. SUMATRA issues implementation, the Government had stopped an annual licence to each dala dala to ply a issuing licenses to dala dalas going into the city particular route. Origin, destination and fares are centre, reallocating them to peri-urban routes. defined and clearly marked on each bus. Currently only minibuses with a minimum capacity The City, while implementing its revitalised mass of 25 passengers are allowed on city centre routes transit system is also planning to absorb the running through the wards of Kivukoni, Kariakoo, existing para-transit routes into the BRT system Gerezani, Kisutu and Mchafukoge. as feeder services. However, in view of the highly Since the implementation of the BRT phases to fragmented nature of ownership in the para-transit cover all trunk routes of the city will continue for the transition promises to be a complex and many years, para-transit will continue to operate on challenging process. In fact, ownership is widely the routes to be incorporated in later phases, thus dispersed with about 3,000 owners and an average allowing smoother transition. of two dala dalas per owner. Volume 2 / Part 4 283 4.3 REAL ESTATE PROFILE SOCIO-EONOMIC & Pemba KIVUKONI ar n zib FERRY Za Zanzibar TERMINAL To Zanzibar Ferry Terminal Kigamboni DAR ES SALAAM Ferry Terminal Mafia ENVIRONMENT NATURAL Kilwa Lindi Mtwara URBAN PLANNING Figure 2.4.20 Short Distance and Long Distance Ferry Services - (Mobility In Chain) Ferry Terminal Cluster A ferry service connects the city to Kigamboni Municipality in the south. The service works 24 hours a day, offers trips in both directions, every 15 minutes TRANSPORT and connects Kigamboni with the DART BRT system at Kivukoni Terminal. The fleet is currently made up of three boats with a capacity to carry 1,000 passengers and 30 vehicles per crossing. The ferry system services include long-distance operations to Zanzibar, Mtwara, Lindi, Mafia, Kilwa and Pemba. Several companies offer transport to the island of Zanzibar, ranging from high speed INFRASTRUCTURE engine powered boat services to conventional ferries. The terminal on the waterfront of Sokoine Drive, also serves passenger services to Pemba (Dodi Moss, 2015). The ferry terminal cluster is of great strategic importance to Dar es Salaam’s tourism industry and is the showcase by which the city is perceived, giving a vivid impression for first time international visitors. Figure 2.4.21 Ferry to Kigamboni (Mobility In Chain) 284 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.3 yo to Bagamo Port Container Kisarawe Dry Port Rail Terminal Kisarawe Dry Port New TRL link New TAZARA link Kurasini Station Yard Figure 2.4.22 Planned truck traffic connections Figure 2.4.23 Planned freight rail links - (Mobility In Chain) - (Mobility In Chain) Maritime Transport and Freight Intermodality The Port of Dar es Salaam is Tanzania’s main The ICD will be located about 40 km west of the trade gateway and handles 90% of all seaborne port and linked to both the Central Railway Line imports-exports of goods in the country. (TRL) and the Tanzania-Zambia Railway (Tazara) Total volume of trade at the port is currently (Transport & ICT Department, 2013). about 11 million tons per annum, of which 50% The government is also considering the are destined for Dar es Salaam and the rest to possibility of integrating the existing capacity upcountry destinations and to neighbouring with the construction of a new Port in the countries (Transport & ICT Department, 2013). Mbegani-Bagamoyo area, about 60 km from the Domestic cargo handled has been increasing city centre, as a site satisfying the requirements at 7.9% per annum, whereas transit traffic has for a deep-sea port. The proposed plan defines been increasing at 16.5%. This is an indication that also efficient connections to roads and railways. the demand for port services by transit countries Freight in the city is moved by rail and road, with keeps on increasing at a faster rate than it is for a predominance on road transport. TAZARA and domestic Tanzania. This generates a large amount TRL’s (formerly TRC) share of freight traffic seems of road freight traffic, which in part needs to share to be decreasing in line with lower passenger roads with the private and public transport system traffic volumes. of the city (Tanzania Ports Authority, 2009). The growing freight volumes are therefore Due to its natural constraint of a narrow and increasingly being carried by road. shallow entrance channel, the Port cannot accept Considering that the flow of freight is affected not cargo exceeding the current amount, although only by freight traffic itself, but also by passenger there is a clear need of providing additional traffic constraints in urban road infrastructure will capacity to allow the possibility of receiving larger significantly affect the function of the city as a vessels and international shipping lines. regional transport hub. To cope with the potential growth of container The alleviation of road congestion is planned to traffic, capacity will be increased through the be reached through the widening of existing roads construction of additional container terminals. and through the development of outer ring roads In addition to the construction of the new berths, and bypasses. The development of the outer ring a new inland container depot (ICD) will be road is especially important. It would connect constructed at Kisarawe in order to supplement the Bagamoyo Port to Morogoro Road, the Kisarawe storage capacity for containers outside the port. Freight Centre, JNI Airport, the existing port, and Kigamboni (JICA, 2011). Volume 2 / Part 4 285 4.4 Mobility Assessment 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & The analysis of the transport This serves the purpose of framework was based identifying gaps within the predominantly on spatial urban transportation context as analysis taking advantage of well as preparing a diagnosis the amount of data publicly for the urban area and the available (OpenStreetMap) BRT Phase 1 development and the datasets retrieved corridor so to enable the from public administration outlining of recommendations bodies, and the Client Team. that could be implemented ENVIRONMENT NATURAL over time to enhance the The main objective of this accessibility of the growing city. analysis is to spatially evaluate and visualise the level of The development of the tool road and public transport has been closely linked to network accessibility to needs arising from the recent different parts of the city. metropolitan planning strategies: Dar es Salaam’s City Masterplan URBAN PLANNING and Transport Masterplan, into which there are movement and activity centre networks promoted as redevelopment corridors and nodes. TRANSPORT INFRASTRUCTURE 286 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 Private & Public Transport Accessibility (Isochronal Analysis) The level of accessibility takes into account road The outcome shows that the presence and public transport pattern, as well as speed and of Phase 1 BRT line is significant from an delay levels. The aim of an isochronal analysis is accessibility standpoint. The origins located on the to replicate the layout of networks and reproduce BRT line seem to guarantee a high accessibility, their accurate footprint in terms of actual travel although in the current transport framework the time vs sight distance. Average speeds used for private transport remains very competitive in terms the analysis are based on general observation of people and jobs reached within 30 minutes. of user behaviours, traffic conditions and road This is evident in the third option (with origin at congestion (public transport average speeds the airport), that constantly presents lower values are 21 km/h for BRT, 18 km/h for feeder route to of public transport accessibility when compared Kimara, 12 km/h for railway, 9 km/h for ferry and for to the private transport accessibility due to it pedestrian 4.5 km/h; with private transport, primary, being served by informal public transport only trunk and secondary roads have an average speed (dala dalas). This scenario will definitely change of 15 km/h, residential, service, territory roads and over the next years of BRT implementation, once local streets of 12 km/h, while bike is assumed to the main transport framework of the metropolitan have an average speed of 9 km/h). area will rely on an efficient and integrated public Isochrones are presented in order to detail transport network. the accessibility to the newly installed BRT for Given their strategic location across the current walking and motorized transport, respectively. public transport network, Ubungo Terminal and From a public transport perspective, the isochrones Gerezani Terminal stations have the highest specifically show Phase 1 with the existing feeder coverage in terms of population and formal route from Mbezi to Kimara. The comparison is employment, reached with a journey time of made through the accessibility on private transport 30 minutes by public transport. These are, network from three different origins, which have therefore the places where the highest quality of been selected as they represent three strategic city TOD in the metropolitan area could be possible. access points; Ubungo Terminal, Gerezani Terminal and the Airport. In general, density is one element of urban form that influences travel. The spatial distribution of To evaluate the station accessibility along population and employment densities are critical: Phase 1 BRT corridor, time-based travel maps have where people live, work, shop and socialize, sets been created for different modes of transportation, the stage for travel by defining the location of trip by creating a multi-modal transport network model origins and destination, and thus the length of trips. of Dar es Salaam’s metropolitan area. The model simulates a combined pedestrian and public The “maps of freedom” (isochrones) reveal that transport trip by superimposing the pedestrian the lowest levels of opportunities are happening network on to the designed public transport for all trips originating from the airport along future networks (BRT line, rail, bus feeder lines and BRT Phase 3 line. Private transport is still the best ferries). option to reach the airport and the lack of a mass public transport system penalizes accessibility The evaluation is mainly qualitative, but it also and worsens congestion and consequently its offers some quantitative performance indicators, development potential. such as the extension of the area reached within a maximum travel time distance (30 minutes) from The reason behind this is due to the scarce the three focal nodes of the network. The results integration of the station with other public represent the level of ”centrality” of each station transport modes. of origin. It involves aggregating the time based It is recommended to re-envision the station area coverage over the number of people and jobs goals, to readjust them to market expectations and (formal and informal) reached when originating a infrastructure capacity, putting a different focus on trip from the station itself. housing and commercial uses. Volume 2 / Part 4 287 4.4 Private transport seems a competitive option in Gerezani due to its central location and the REAL ESTATE PROFILE SOCIO-EONOMIC & permeability of the current road infrastructure, compared to the existing mass transit framework. ENVIRONMENT TRAVEL TIMES NATURAL (minutes) 0-5 5 - 10 10 - 15 POPULATION: 1,173,163 15 - 20 FORMAL JOBS: 367,719 20 - 25 INFORMAL JOBS: 158,621 25 - 30 URBAN PLANNING Figure 2.4.24 Public transport isochronal analysis. Origin: Gerezani Terminal - (Mobility In Chain) BRT Phase 1 corridor allows a good accessibility from private transport catchment area. The introduction of all Gerezani to the other 3 terminals but still, the access feeder lines and future BRT Phases will further improve the to people and jobs remains low when compared to the potential capture in the metropolitan area. TRANSPORT TRAVEL TIMES (minutes) 0-5 INFRASTRUCTURE 5 - 10 10 - 15 POPULATION: 585,150 15 - 20 FORMAL JOBS: 273,321 20 - 25 INFORMAL JOBS: 59,983 25 - 30 Figure 2.4.25 Public transport isochronal analysis. Origin: Gerezani Terminal - (Mobility In Chain) 288 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 The road network sets the current standard for local mobility, utilising private cars. Journey times for private modes along Morogoro Road actually improved post-BRT Phase 1. TRAVEL TIMES (minutes) 0-5 5 - 10 10 - 15 POPULATION: 1,194,800 15 - 20 FORMAL JOBS: 131,284 20 - 25 INFORMAL JOBS: 244,159 25 - 30 Figure 2.4.26 Private transport isochronal analysis. Origin: Ubungo Terminal (Mobility In Chain) Along BRT Phase 1 corridor travel times are significantly opportunities shows satisfying results. Connectivity will reduced. Access to people still remains lower compared further improve as subsequent BRT phases and feeder to the accessibility catchment area related private routes are introduced. transport. On the contrary, the access to employment TRAVEL TIMES (minutes) 0-5 5 - 10 10 - 15 POPULATION: 700,543 15 - 20 FORMAL JOBS: 150,078 20 - 25 25 - 30 INFORMAL JOBS: 122,336 Figure 2.4.27 Public transport isochronal analysis. Origin: Ubungo Terminal (Mobility In Chain) Volume 2 / Part 4 289 4.4 Private transport is still the best option to reach the airport. REAL ESTATE PROFILE SOCIO-EONOMIC & The lack of a mass public transport system penalizes accessibility and worsens congestion. ENVIRONMENT TRAVEL TIMES NATURAL (minutes) 0-5 5 - 10 POPULATION: 725,697 10 - 15 15 - 20 FORMAL JOBS: 60,737 20 - 25 INFORMAL JOBS: 168,353 25 - 30 URBAN PLANNING Figure 2.4.28 Private transport isochronal analysis. Origin: Airport - (Mobility In Chain) The current poor existing public transit provision, based on dala dalas only, will be substantially improved when Phase 3 is delivered. TRANSPORT TRAVEL TIMES (minutes) 0-5 INFRASTRUCTURE 5 - 10 10 - 15 POPULATION: 338,258 15 - 20 FORMAL JOBS: 45,508 20 - 25 25 - 30 INFORMAL JOBS: 73,486 Figure 2.4.29 Public transport isochronal analysis. Origin: Airport - (Mobility In Chain) 290 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 ACCESSIBILITY LEVEL UBUNGO High MAGOMENI Medium Low CITY CENTRE TAZARA PT PT PT Network Accessibility Offer BRT, Bus, City Center Very High Ferry, Rail Magomeni Very High BRT, Feeder BRT, Bus, Ubungo Very High Rail Tazara Very High Rail, Bus Figure 2.4.30 Public Transport Density. Overall, Current Condition (Mobility In Chain) Public Transport Density Analysis The study defines different levels of accessibility transport accessibility. To calculate the spatial considering the overlap of all public transport indicator the following was implemented: modes from an infrastructural standpoint and related pedestrian accessibility. Public transport • Localization of the public transport access services and the current location of stops has points, like BRT stops, railway stations, been analysed to the degree necessary for the ferry terminal and dala dala stations for the preparation of public transport density maps and three different implementation scenarios to define the accessibility level of nodes/key areas (current, medium - and long term) for the existing Phase 1 Corridor and the future fully • The identification of the public transport stations implemented BRT network. was defined with a different spatial buffer The public transport density indicator helps to reference unit, representing the acceptable evaluate current and future nodes relevance, pedestrian access time to public transport stop understanding the effectiveness of the different • The presence of different transport modes in a public transport proposals over all implementation specific area will increase in indicator score, as phases of the planned BRT network. The evaluation the contributions from the different modes will took into consideration the existing public transport be summed network, represented by the informal public transport network (dala dalas), Phase 1 BRT line • The result is a complex geographical indicator and planned BRT lines, existing railway lines and representing transport hubs with high the ferry system. accessibility levels, reflecting their interchange Public transport density indicator identifies the hub status areas of the existing and future Dar es Salaam • Brighter colour mapping represents higher urban territory presenting high levels of public transport flows. Volume 2 / Part 4 291 4.4 ACCESSIBILITY REAL ESTATE PROFILE LEVEL SOCIO-EONOMIC & Ubungo MKWAJUNI High Medium Magomeni FIRE City Low Centre KIVUKONI UHURU TABATA STREET MATUMBI GEREZANI Tazara PT PT PT Network Offer Accessibility BRT 1-2-3, Gerezani Very High Rail, Bus ENVIRONMENT BRT 1, Ferry, NATURAL Kivukoni High Bus, Daladala BRT 1, Fire High Feeder BRT 1, Mkwajuni High Feeder Uhuru Street Medium High BRT 2-3 Tabata High Rail, Feeder Matumbi Figure 2.4.31 Public Transport Density. Overall, Phase 1, 2 and 3 (Mobility In Chain) URBAN PLANNING ACCESSIBILITY LEVEL High KIJITONYAMA MOROCCO Medium Ubungo Low TRANSPORT Mkwajuni MANZESE Magomeni Fire City Centre Kivukoni Uhuru Street Tabata Matumbi Gerezani Tazara INFRASTRUCTURE PT PT PT Accessibility Network Offer Manzese Medium High BRT 1-6 Morocco Medium High BRT 1-4-6, Bus Terminal Kijitonyama High BRT 4-6, Bus Figure 2.4.32 Public Transport Density. Overall, Full Implementation (Mobility In Chain) 292 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 Implementation Scenario KEY: 0 - 62 The full BRT implementation scenario offers the 62 - 120 best overall accessibility and public transport coverage in terms of surface and nodes. 120 - 174 174 - 224 In the existing condition, where only Phase 1 of 224 - 312 the BRT is complete, the accessibility level is the 312 - 414 highest in the following areas: 414 - 462 • City Center / Magomeni / Ubungo / Tazara. 462 - 510 The mid-term scenario, represented by implementation of Phase 1, 2 and 3 calls the attention additionally to: • Gerezani / Uhuru Street / Kivukoni / Fire / Mkwajuni. The full implemented BRT network adds to the previous high-level accessibility nodes the areas of: • Manzese / Morocco / Kijitonyama. This exercise brought to the definition of existing and future public transport nodes, underlining the potential of different nodes in relation to their level of accessibility, starting from the current configuration of the public transport network Figure 2.4.33 Betweenness Centrality of Phase through the final implementation of the entire 1 stations (Mobility In Chain) BRT network. Node Value Index Betweenness Centrality Betweennness represents a centrality index that In this exercise, we are interested in how the is applied to individual nodes, thus containing totality of theoretical network paths will be locally relevant information. This index is defined distributed across the different nodes/stations as the average proportion of paths between two within the network. This indicator is produced as a nodes within the network that traverse the node in component of supply-side modelling, rather than question, out of the total number of possible paths attempting to arrive at a predictiveness for the likely between these two nodes. quantity of passenger flows or required capacity of services, we are interested in the significance of This index is critical for public transport networks, each node for the performance of the network as a since it can capture the relative importance of whole, and its ability to serve the settlement context transfer nodes within the system, and assist in it operates in. evaluating service routes and interchange capacity. Its key intent is to determine how significant a The maps shown in figures 2.4.33, node or segment is to facilitate movement across 2.4.34 and 2.4.35 construct a betweenness the network. The results display the number centrality index in three stages: of paths within the network passing through the nodes. The higher the score, the greater is • Stage 1: BRT Phase 1 the significance of the node for the distribution of • Stage 2: BRT Phase 1,2,3 movement opportunities across the network (Salat and Ollivier, 2017). • Stage 3: BRT Phase 1,2,3,4,5,6. Volume 2 / Part 4 293 4.4 KEY: KEY: REAL ESTATE PROFILE 0 - 188 0 - 1,002 SOCIO-EONOMIC & 188 - 372 1,022 - 1,534 372 - 596 1,534 - 2,444 596 - 938 2,444 - 2,830 938 - 1,392 2,830 - 3,294 1,392 - 1,700 3,294 - 4,416 1,700 - 2,268 4,416 - 6,218 2,268 - 3,000 6,218 - 15,614 ENVIRONMENT NATURAL URBAN PLANNING Figure 2.4.34 Betweenness Centrality of Phase 1, 2 and 3 stations (Mobility In Chain) Figure 2.4.35 Betweenness Centrality of Phase 1, 2, 3, 4, 5 and 6 stations (Mobility In Chain) In the first stage, represented by BRT Phase 1, BRT Phase 1 is still extremely well connected the measures are applied to all stations along especially in the middle of the corridor. In the longer the corridor. 32 stations in total hosting a total term, it will become even better connected after the average daily ridership of 247,000 passengers implementation of the other BRT lines. along the entire corridor (UDART, 2nd June TRANSPORT Stage 3 represents the full implemented 2017 boarding and alighting data). The hierarchy BRT network as planned by DART. of betweenness centrality along Phase 1 corridor Surprisingly BRT Phase 6 has the highest peaks has currently the highest peaks at Usalama, of betweenness centrality within Dar es Salaam’s Mwembehai, Kagera, and Argentina stations. planned BRT network. This network layout creates Stage 2, shows the hierarchy of connectivity along strong hubs, which could become strategic BRT Phases 1, 2 and 3. The higher exponent on locations of economic density, job concentration, BRT Phase 2 shows that inequality between hubs and increased land and property values. is more intense at the very heart of the city, where Throughout all stages, connectivity appears the high connectivity is supposed to be concentrated, highest on major transit nodes located in proximity INFRASTRUCTURE given the current land use distribution. of Tazara, along Morogoro Road from Tip Top to Magomeni, on Kigogo Road and on Phase 4 along The Phase 2 segment connecting Morogoro Bagamoyo Road up to Kajenge Road. Road to Kilwa Road seems well connected. In addition, the nodes on Phase 3 corridor in This analysis on the betweenness centrality index close proximity to Tazara show high intensity will be employed in meaningful ways to quantify the of connectivity. This intensity of connectivity effects of the network improvements and establish extended towards the airport offers excellent a link between movement and land use patterns opportunities for urban development around the to better coordinate the role of network nodes and BRT stations. locations of activities. 294 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 1,500 m 1,000 m 500m Walking Distance from each BRT Stop Standard Distance 500m Figure 2.4.36 Phase 1 Corridor, Pedestrian Catchment area - (Mobility In Chain) BRT Phase 1 Corridor Pedestrian Catchment Area Improving accessibility to public transport stops For this purpose, a survey has been carried out in is of paramount importance in order to foster the order to understand the willingness of people in usage of modes of transport alternative to the Dar es Salaam to walk to the BRT stops. private vehicle. In doing this, not only the physical Findings of these surveys are illustrated along with access to the facility has to be taken into account, all other transportation and mobility survey results but also the accessibility provided by the proximity in the Appendix which accompanies this report. and/or connectivity to other transit systems. On the BRT Phase 1 corridor, a pedestrian Providing in fact an efficient multimodal public catchment has been considered. This means that transport system is one of the keys for a winning the represented map highlights the area that can transit scenario. be covered within a 5 to 10 minutes walk from all 400-500m is generally considered an acceptable the BRT stations along the corridor. distance for people to walk to a public transport The graphical information shown above indicates station, but it has to be noted that the disposition of the pedestrian catchment area within a 500m and walking depends on several factors, among which: 1,000m from the stations, and the total amount of climate, people characteristics (age, gender, population reached within it is compared to the income, culture, etc.), purpose of the walking trip ridership at the stations. (leisure, systematic, shop, etc.), characteristics of the environment, mode of transport of the stop that has to be reached (Walker, 2011). Volume 2 / Part 4 295 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Figure 2.4.37 Population within the walking catchment area of 500m and 1,000m compared with ridership figures at the stations - (Mobility In Chain) URBAN PLANNING *The population values represent the catchment area at the corridor level, not for the single stations. It is interesting to notice how the relation This relation explains how the mobility behaviours between population density and ridership is and the current trip distribution along the corridor often unbalanced: the most populated areas along is mainly based on short trips (< 2 km) in very the corridor are marked by low levels of ridership. specific areas. Hence, the preferred way to move is mainly on foot, without the need of relying on the existing BRT line to perform trips across Morogoro road and surrounding areas. TRANSPORT INFRASTRUCTURE Figure 2.4.38 Acceptable walking distance to public transport (Mobility In Chain) 296 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 Population Formal Jobs Informal Jobs Figure 2.4.39 Population and employment within the walking catchment area of 500m - (Mobility In Chain) * Employment distribution as per latest land use analysis submitted by BroadwayMalyan on July 3rd 2017. Data and may change over the next project phase. Accessibility is a fundamental measure to the The analysis shows elevated levels of benefits of urban life. In essence, it measures how population in the area around Tip Top, many destinations (generally jobs but also the Manzese, Argentina, Kagera, Mwembechai, number of people) can be accessed in a certain Morocco and Msimbazi Police, whilst high amount of time using a given mode of transport. peaks of formal employment are mainly This is one of the main criteria to evaluate how located around the BRT stations within the likely the station area development will be city centre: Kisutu, City Council, Posta ya transit oriented. Zamani, DIT, Msimbazi Police. On the contrary, the distribution of informal employment For this purpose, the team has evaluated the level is concentrated along the western end of of access within a walking distance of 500m from Morogoro Road from Kagera to Kimara. each station, taking into account both population and employment distribution. When referring in particular to the public transport catchment area, it The effectiveness of transit in providing housing varies upon the different transport system. and employment depends upon its availability. Increasing the number of homes and jobs that are Considering the urban and local vocation of conveniently located near transit stations increases Dar es Salaam’s BRT line the team has chosen the the likelihood that people will use transit for work 500m buffer as reference distance to assess the and non-work trips. This would allow to re-balance walking accessibility to and from the BRT stations land uses and movement patterns along the along the corridor. corridor, while maximizing the efficiency of the transit service. SOCIO-EONOMIC & NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE REAL ESTATE PROFILE ENVIRONMENT 297 4.4 Volume 2 / Part 4 Dala dalas in Dar es Salaam - (Mobility In Chain) Figure 2.4.40 298 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 Population Density Pedestrian Paths Figure 2.4.41 Walkshed analysis. Summary of linear meterage of pedestrian paths for each station and related densities - (Mobility In Chain) Block Permeability Linear Meterage of Pedestrian Paths and Routes This indicator reflects the directness of links and The analysis was carried out by defining the the density of connections around the stations. walking distance that can be reached in 10 minutes The analysis equally rate all routes regardless of from each station (assuming a walking speed qualitative aspects but focusing on their quantity. of 4.3 km/h). A highly permeable network has many short links, By mapping the walksheds as derived from the numerous intersections, and minimal dead-ends. street network, the team has been able to assess As connectivity increases, travel distances connectivity, identify barriers and evaluate where decrease and route options increase, allowing potential infrastructure improvements would be more direct travel between destinations, creating most beneficial. a more accessible and resilient transportation The most complete walksheds are those with system (Planning Institute of Australia, 2009). strategically located pedestrian connections, or with the least disrupted street grid. Tip Top, Manzese, Argentina, Kagera and Kisutu Stations are surrounded by the highest grid of streets among all stations accompanied also by the greatest population densities along the BRT corridor. Volume 2 / Part 4 299 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING These characteristics entail a maximisation The lowest figures in terms of block permeability of connectivity along with new and population density occur around development opportunities. Kivukoni Station; this BRT station access far TRANSPORT less than the maximum amount of land within a Kivukoni, Kimara, Jangwani and Usalama register 10 minute walk due to its location restricted by the a lower permeability of street network ranging from natural barrier of the sea. 5 to 8 km of pedestrian paths within 10 minutes walking distance. The images and tables illustrate the results of the analysis on all stations along the On the other hand, Posta ya Zamani, BRT Phase 1 Corridor. Shekilango, Jangwani, Baruti and Kimara station areas register the lowest population densities ranging approximately INFRASTRUCTURE from 12.75 to 63.90 inhabitants / hectare. 300 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 13 Million Trips Mobility Patterns Along Phase 1 Corridor: Home / Work Based Trip Distribution Geographic mobility data, such as human daily activities and vehicle movements, have become increasingly available due to the wide adoption of location-aware technologies. The analysis and mapping of geographic mobility data is of great importance to advance our understanding of complex systems and their space-time dynamics. However, it remains as a challenging research Figure 2.4.42 BRT Phase 1 study area. Intra flows problem to visualize large mobility data and to (internal trips) - (Mobility In Chain) understand its embedded complex patterns due to the constrained map space and massive connections. 20 Million Trips Background Dataset Digital Economy Ltd (Nottingham) is a researching organisation, that has obtained Call Detail Records (CDRs) data from a Tanzanian telecommunications partner for the creation of OD Matrices for Dar es Salaam’s region. Call Detail Records (CDRs) are the records of subscribers’ using of their cell phones - including calls, SMS and data usage. These are aggregate figures that generally measure trips without distinction between pedestrian and vehicle movements. The finalised OD Matrix output is provided in Figure 2.4.43 BRT Phase 1 study area. Inter flows an aggregate form into wards and zonal units (inbuond flows) - (Mobility In Chain) and translated into number of journeys. For the present analysis, only the OD matrices related to Home-Work based trips are used, at the zonal unit 7 Million Trips level, to understand the mobility patterns affecting Phase 1 BRT corridor. The considered values only represent the number of commutes inferred as existing in the dataset. Therefore, many commutes will have not been detectable and these figures instead represent a lower bound for actual commutes occurring across Dar es Salaam over the year (Digital Economy Consultants Ltd, 2017). Figure 2.4.44 BRT Phase 1 study area. Inter flows (outbound flows) - (Mobility In Chain) Volume 2 / Part 4 301 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING Figure 2.4.45 Aerial view of Dar es Salaam residential neighbourhoods - (Mobility In Chain) In order to analyse the available data set, city has been subdivided into different areas to provide an understanding of trip distribution within the corridor Dar es Salaam Origin-Destination Matrix (intra flows) and from the external areas to the TRANSPORT Internal corridor area and vice versa (inter flows). Origin Destination External Trips Trips Total yearly journeys is estimated at 40,000,000 (no Internal Trips 33 % 18 % time description available) within the entire region divided as follows: External Trips 50 % / • 13 million (33%) are made within the Table 2.4.2 Dar es Salaam Origin - Destination Matrix internal zones. The majority (8 million) of those trips is shorter than 2 km • 20 million (50%) are made from external to INFRASTRUCTURE internal zones • 7 million (18%) are made from internal to external zones. These traces are not the exact path of the user, but their desire lines derived from the mobiles’ defined positions in space and time. 302 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 YEARLY TRIPS Tandale, Ndungumbi and Makurumla (Kagera and Mwembechai) Mabibo, Manzese and Makurumla (Tip Top Station) Buguruni and Tabata Ward Along Corridor 3 0 - 100,000 100,000 - 200,000 1,000,000 - 1,200,000 200,000 - 500,000 600,000 - 1,000,000 Figure 2.4.46 The total amount of flows generated from each zonal unit at Dar es Salaam’s scale (Mobility In Chain) Results & Observation The distribution of trips is still extremely Hence, all graphic outputs need to be read polarised, with the Municipalities of Kariakoo, separately and not in comparison with Gerezani, Kisutu and Kivukoni being the each other. destination of 12% of all trips. The effects As the capacity of the overall transport system of this polarized regional framework is could not possibly be adapted at the same visible in the heavy commuter flows into pace as the incredible demand growth, this Dar es Salaam’s city centre from the now results in excessive levels of congestion, other municipalities. Mapping such flows therefore very high costs are borne by all requires the use of two types filtering inhabitants due to delays. procedures in order to make the visualization more effective. The first analysis is focused on the journeys made from home to work within The first one focuses on reducing the Dar es Salaam, where homes are considered number of ties represented called the as origin zones. Generation points (mostly graphical filtering and the second one, on the represented by residential areas) are mostly aggregation procedure, which is, in reality a located along major arterial roads. spatial filtering, based on the flow values. Volume 2 / Part 4 303 4.4 YEARLY TRIPS REAL ESTATE PROFILE SOCIO-EONOMIC & Kariakoo ward (Gerezani Terminal and Msimbazi Police) Kisutu, Fire, City Council Central Railway Station area Kivukoni Kijintonyama ENVIRONMENT NATURAL Temeke 0 - 500,000 1,000,000 - 1,500,000 2,500,000 - 5,000,000 500,000 - 1,000,000 1,500,000 - 2,500,000 URBAN PLANNING Figure 2.4.47 The total amount of flows attracted by each zonal unit Dar es Salaam’s scale (Mobility In Chain) Highest number of journeys are observed Highest number of trips are distributed between between the following wards: the following wards: • Mabibo, Manzese and Makurumla wards • Kariakoo (around Tip Top station) (Gerezani Terminal & Msimbazi Police) TRANSPORT • Tandale, Ndungumbi and Makurumla • Kisutu (Kagera and Mwembechai stations) • Mchikichini (Fire Station) • Buguruni and Tabata (along future Phase 3). • Kivukoni Unlike the main home based trips, the majority • Temeke of trips attractors in the metropolitan area are located in the city centre. • Kijintonyama. INFRASTRUCTURE 304 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 By examining the flow map related to the The concentration of trips is observed in general trip distributed inside the corridor study area above the central section of Morogoro road and (Figure 2.4.48), we can obtain a rich set of new restricted within the infrastructural limit of Nelson information on the local mobility patterns. Mandela Road: The map shows only the distribution of the trips • From Makumbusho, Manzese and Tandale shorter than 2 km. wards to Kijitonyama ward At this scale, there is no spaghetti effect and all • From Tandale ward to Sinza ward bilateral flows are represented. We can note that the most important flows occur between: • From Kinondoni ward to Kijitonyama ward. • Manzese, Mabibo and Tandale wards, in Trips originated from the corridor towards other particular around Tip Top, Manzese and external areas are very weak. Argentina stations reaching up to circa The flow map of Figure 2.4.51 shows all work 546,000 journeys yearly based journeys (longer than 2 km) performed • Mchikichini, Gerezani and Kariakoo wards. from external to internal zones. It confirms known patterns showing that most of the trips that Therefore, the heart of the BRT Phase 1 corridor originate outside the corridor area have Kariakoo (the most populated area of the city) produces and Gerezani station areas as main destinations. the most important short-distance exchanges. This, in our opinion, justifies the current low figures Highest frequency of movements are observed of ridership recorded in the middle of the corridor, as follows: where the main trips occur on foot without the • From Ilala ward to Kariakoo ward need to use the transit line. • From Buguruni ward to Kariakoo ward To measure the change of the importance of zones inside the corridor, also the journeys longer than • From Kigamboni to Kivukoni 2 km within the corridor have been analysed. By observing the distribution of intra flows, we • From Ilala to Kariakoo. can notice that the most relevant spatial effect is Current land use and resulting trip distribution concentrated in at Gerezani and, in general, inside shows an unbalanced relation among mix the city centre. Most of the trips are originated of functions. Hence, the future transport framework from the centre of the BRT Phase 1 corridor and and capacity model must be intended as an destined to Upanga/Jangwani (Fire Station area), instrument for new land use regulation, and not Kariakoo, Gerezani and Kisutu wards (Gerezani, just as the adaptive supply infrastructure that Msimbazi Police and Kisutu station areas). accommodates for current mobility needs. The analysis focused also on the work-based No proposed model can work effectively and journeys made from internal zones (zonal units efficiently in absence of a controlled rebalancing adjacent to BRT stations) to external ones with a of different land uses and different transportation trip length beyond 2 km. systems across the metropolitan area. Only a joint reconfiguration of land use and transport will bring about the declared objectives of overall travel time minimization and environmental impact reduction, which are key ingredients for a continued increase in the productivity and economic growth of the city. Volume 2 / Part 4 305 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL KEY: 10,036 - 50,000 50,000 - 100,000 100,000 - 150,000 150,000 - 200,000 200,000 - 239,486 URBAN PLANNING Figure 2.4.48 Intra Flows representation (yearly trips) according to the link’s length (< 2,000 m) at Corridor scale - (Mobility In Chain) TRANSPORT INFRASTRUCTURE KEY: 10,048 - 20,000 20,000 - 40,000 40,000 - 60,000 60,000 - 80,000 80,000 - 82,076 Figure 2.4.49 Intra Flows representation (yearly trips) according to the link’s length (> 2,000 m) at Corridor scale - (Mobility In Chain) 306 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 KEY: 7,047 - 10,000 10,000 - 15,000 15,000 - 20,000 20,000 - 25,000 25,000 - 30,314 Figure 2.4.50 Inter Flows (Outbound) representation (yearly trips) according to the link’s length (> 2,000 m) at Corridor scale - (Mobility In Chain) KEY: 20,000 - 40,000 40,000 - 60,000 60,000 - 80,000 80,000 - 100,000 100,000 - 124,626 Figure 2.4.51 Inter Flows (Inbound) representation (yearly trips) according to the link’s length (> 2,000 m) at Corridor scale - (Mobility In Chain) Volume 2 / Part 4 307 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Below South Africa Limit Within South Africa Limit Beyond South Africa Limit Beyond Curitiba Limit but Within Curitiba Limit Figure 2.4.52 Current population densities along the corridor and proposed density thresholds for future planning along BRT Phase 1 - (Mobility In Chain) URBAN PLANNING Corridor Capacity to Support Urban Development It is possible for public transport to stimulate A flexible approach may be adopted that growth, and conversely for development density retains BRT at least initially, with AGT/MRT as a to influence transport provision. The impact subsequent upgrade, funds permitting. of densities on travel – and therefore, energy Based on a review of existing case studies, it consumption is of paramount importance when is noted that land use characteristics – urban planning the growth of the city. Based on the density and land use mix – relate strongly to concepts above, the current BRT system of public transport quality, viability and efficiency. Dar es Salaam and its services will have a great A first attempt to analyse the relationship impact on future land uses. Through the future TRANSPORT between population densities and BRT capacity urban development scenario study, currently under along the corridor has been made, taking into development with the Transport Masterplan update account gross densities along BRT corridors in (JICA, 2017), the future traffic demand for public Curitiba (294 ppha) and suggested densities in transport will be forecasted. a South African public transport corridor model Hence, the capacity of the BRT corridor could (150 - 240 ppha), based on five South African be challenged and the network arranged to fit metropolitan municipalities (Cape Town, Ethekwini, the selected urban structure plan. As part of this Johannesburg, Tshwane, Nelson Mandela Bay) transport planning study, we note that JICA is (Cook, 2016). anticipating the introduction of a commuter rail INFRASTRUCTURE The diagram above shows the existing levels of track aside from the current BRT network, to satisfy density along BRT Phase 1 corridor and defines the anticipated demand. Having acknowledged actual constraint and opportunities in terms of this issue, the DMDP Project Team should calibrate population and eventually employment densities their proposals with JICA’s latest findings when to be allowed around the corridor to foster a future planning future development densities in the efficient and reliable transport service. Phase 1 corridor. 308 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 Operational Services and Interchanges DART Trunk Routes Operational Design Owing to the constraining widths of the bus accounts for seven direct services with different laneways, it is assumed that each implementation combinations of express and semi-express lines. Phase will operate its own services, rather than The system currently works by connecting directly connect or run across one another. the main terminals avoiding big transfers for the Thanks to the given infrastructure, the physical passengers, therefore increasing route length and operation is totally flexible, so that its stops can travel times and decreasing the frequency of the easily be made by any kind of operation change system accordingly. on routes. PHASE 1 PHASE 2-3 PHASE 4-5-6 • 7 Bus Services • 17 Bus Services • 17 + Phase 4-5-6 Further Bus Services • 5 Terminals • 9 Terminals • 9 + Phase 4-5-6 Further Terminals Figure 2.4.53 Operational services on existing and planned BRT network - (Mobility In Chain) Volume 2 / Part 4 309 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & This means that Phase 1 services will have to be A very important element to be considered, adjusted according to the future demand, over is represented by the deployment of efficient the realisation of the planned lines to avoid any interchanges that could foster a connective collapse of the infrastructure. network of routes. The planning of a multi-route network optimises the trip structure, rationalises This underlies the fact that the users might prefer the network and improves journey times adding taking other lines and make transfers to other more frequent services with an extended reach. services, making the designed line to vanish within Further improvements to later phases can be the operational plan. made by integrating multi-modal stations as at rail and coach stations. Elsewhere there is scope ENVIRONMENT NATURAL to enhance pedestrian connectivity - both at and between stations. URBAN PLANNING Direct Connective Option Service Option • Interchange • Terminal To Terminal TRANSPORT INFRASTRUCTURE Figure 2.4.54 Operational service typologies. Direct and connective option - (Mobility In Chain) 310 Volume 2 / Part 4 - Baseline Assessment & Diagnosis of BRT Corridor 4.4 Citations List • Australian Local Government Association, • JICA, (2008), Dar es Salaam Transport Policy National Heart Foundation of Australia and and System Development Master Plan. Planning Institute of Australia, (2009), Healthy Technical Report: Summary. Spaces and Places. A national guide to designing places for healthy living, Planning • JICA, (2011), Comprehensive Transport Institute of Australia. and Trade System Development Master Plan in the United Republic of Tanzania. • Bishop, T. and Amos, P ., (2015), Opportunities Volume 3 Chapter 3: Strategies for Freight to improve road safety through “boda boda” Transport Development. associations in Tanzania, AFCAP Africa Community Access Partnership. • JICA, (2017), The project for revision of Dar es Salaam urban transport Master Plan. • Cook, S., (2016), Investigating the relationships between land use characteristics, public • Kyong Dong, (2015), Consulting Services transport network features and financial viability for Design of 42.9 km of Bus Rapid Transit at a corridor scale, University of Cape Town System Phase 2 and 3 in Dar Es Salaam City. Operational Plan Report. • Dar Rapid Transit (DART, 2013), Dar Rapid Transit Project. Executive Summary. • Kyong Dong, (2015), Consulting Services for Design of 42.9 km of Bus Rapid Transit • Dar Rapid Transit (DART, 2014), Project System Phase 2 and 3 in Dar Es Salaam City. Phase 1 Project Information Memorandum. Traffic Survey and Demand Forecasting Report. Final version. • LOGIT, (2013), Consultancy Services for the • Digital Economy Consultants Ltd, (2017), Conceptual Design of a Long Term Integrated Mobility Insights in Dar es Salaam Dar Es Salaam BRT System and Detailed [Draft 3]: Reports for the Development of Design for the Initial Corridor. Origin-Destination Matrices Using Mobile Phone Data for the World Bank. • Melbye, D. C., Møller-Jensen L., Hoppe Andreasen M., Kiduanga J., Gravsholt • Dodi Moss, (2015), Dar es Salaam City Busck A, (2015), Accessibility, congestion Master Plan: 2012 - 2032, Main Report. and travel delays in Dar es Salaam. A time-distance perspective, Institute • Gwilliam, K., 2011, “Africa’s Transport of Development Studies, University of Infrastructure Mainstreaming Maintenance Dar es Salaam, Tanzania and Geography and Management” Section and Department of Geosciences and • JICA, (2008), Dar es Salaam Transport Policy Natural Resource Management, University of and System Development Master Plan. Copenhagen, Denmark. Technical Report 7: Transport Modeling & • PAN Di, 2013, “Key Transport Statistics of Demand Forecast. World Cities” Volume 2 / Part 4 311 4.4 REAL ESTATE PROFILE SOCIO-EONOMIC & • RAHCO and GIBB, (2016), Dar es Salaam • Tanzania Ports Authority, (2009), Tanzania Ports New Commuter Rail Project Feasibility Master Plan. Final Report, Royal Haskoning. Report Presentation. • Transport & ICT Department, (2013), Tanzania • Salat, S. and Ollivier, G., (2017), Transport Sector Review, African Development Transforming the Urban Space Bank Group.t through Transit-Oriented Development. The 3V Approach, World Bank Group. • Walker, J., (2011), Human Transit: How Clearer Thinking About Public Transit Can Enrich Our • SUMATRA, (2011), Study on User Needs and Communities and Our Lives, Island Press. Management of Public Transport Services in • The World Bank, 2013; “Strategic Integrated ENVIRONMENT Dar es Salaam. Final Report. Transport Plan Framework for the City of Joburg NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE 312 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor  Volume 2 / Part 5 313  REAL ESTATE PROFILE SOCIO-EONOMIC & Volume 2 Part 05 ENVIRONMENT NATURAL URBAN PLANNING Infrastructure This section assesses the current state of infrastructure services within the BRT corridors, with a view to unpacking the future development potential of the corridor in terms of infrastructure capacity and anticipated requirements. Areas of anticipated capacity constraints are highlighted, which will form the TRANSPORT basis of the infrastructure strategies to be developed as part of Phase 2. INFRASTRUCTURE 314 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 Introduction & Summary of Key Findings Introduction The DAR Phase 1 BRT Corridor Planning World Bank (2016) Measuring Living Standards Study affords PO-RALG the opportunity to within Cities finds that Dar es Salaam has “a assess and develop a 1 km radius corridor severe deficit of basic services, and many along the Phase 1 BRT path adhering households have even ‘lost’ access over time.” to TOD guidelines, and ensuring that The current network is largely an aging network, that was not designed for the current demand and the requisite municipal infrastructure is “reduced access is first and foremost a reflection provided that can adequately cater for the of the decline and degradation of existing urban development vision. infrastructure in the centre and consolidated areas of the city.” African cities have grown at rates of urbanisation that have outpaced basic Heat maps have been produced for each service infrastructure development. Dar es Salaam to show a visual representation of the areas of is currently the fastest growing city in interest and a combined heat map for the overlap between services provides an indication of areas east Africa. The cost of providing basic with the highest and lowest concentration of services to sprawling and crowded cities infrastructure provision. This, in combination with has been a limiting factor in attracting population and land use data, illustrates those capital investment in infrastructure. areas that are well serviced, in theory, versus The observed tendency is for unplanned those that lack services. The study has now been development to occur on the outskirts of the CBD, expanded to take in the majority of stations within as populations urbanise and migrate towards the broader study area. sources of work, resulting in informal settlements This method of analysis only gives a quantitative which lack basic backbone infrastructure, leading view of the networks. Qualitative studies are to health and environmental risks. The planning required, via infrastructure condition assessments strategy should therefore be targeting more and local survey, to properly analyse the intensive densification to promote investment in network adequacy. A basic survey designed to bulk infrastructure that would not be economically incorporate factors such as hours of service a day viable to implement in the alternative, the will help to inform a full diagnosis of the current sprawling city. This strategy is in line with the network provisions. densification at transit nodes that is promoted by a TOD planning strategy. Volume 2 / Part 5 315 5.1 Infrastructure Heat Mapping Polygon Score Qualifications The infrastructure heat maps that follow are It is important to note the following: REAL ESTATE PROFILE SOCIO-EONOMIC & a graphical representation of the relative The ascribed infrastructure density score does density of various forms of infrastructure (water, not increase linearly per range – this is intentional. sewer, stormwater and electricity), calculated This is to emphasise that Polygon ranges 1 and by measuring the combined length of these 2 have significantly less coverage than Polygon infrastructure elements within a unit area, resulting level 4, for instance, and therefore should be in a heat map highlighting regions of high numerically rated lower. infrastructure density (brown) versus those regions where infrastructure is sparse or non-existent • The polygon ranges are purely representations (blue). The motivation behind developing these of infrastructure coverage. They do not illustrations is premised on the assumption that account for actual municipal level of service. regions with high infrastructure densities are likely Therefore, while some areas may for example ENVIRONMENT to have a higher municipal level of service than have a density score of 10 based on the NATURAL regions with lower infrastructure densities. coverage, they could well have sub-par levels of While the heat map delineations do not represent service, such as no running water in the existing a tangible metric for measuring infrastructure water mains, or no electricity provision, even provision, they do provide a comparative tool though the infrastructure is in place. for illustrating relative levels of service, in terms • The infrastructure polygon descriptions are of coverage. Given that this is purely a comparative intentionally generic in nature, given that this is exercise, it is recommended to not view the a purely numerical representation of elements measurement of infrastructure density into too that have not been qualitatively assessed for granular a count, but to rather keep a macro URBAN PLANNING their actual performance. The conclusions to focus so that each subdivision can actually be draw here are comparative ones, and not actual reasonably described. levels of service conclusions. Accordingly, the infrastructure heat maps have been subdivided using four polygons of measurement. This then provides a comparison that is aligned with the level of accuracy currently being applied, and is also consistent with the current method of assessing infrastructure in the report, using four descriptions for levels of service. The four ranges of infrastructure density can be TRANSPORT described as seen in Table 2.5.1 Ascribed Polygon Infrastructure Infrastructure Range Polygon Description Density Score Little to no infrastructure coverage. Level of INFRASTRUCTURE 1 0 service can be considered nonexistent. Minimal infrastructure coverage. A basic level 2 2 of service is present, albeit minimal. Improved infrastructure coverage. A general spread of 3 5 infrastructure services, implying an improved level of service Comprehensive infrastructure coverage. A full spread of all 4 10 infrastructure services, implying full service coverage Table 2.5.1 Ascribed Infrastructure Density 316 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 Recommendations Infrastructure Implications For Future Development What is emerging from the diagnosis is a picture of The North South trunk route, that forms part of an infrastructure network that is both extensive and the older established city form (from Morocco comprehensive, yet is significantly constrained in through Jangwani to City Council) appears certain areas. It would also appear that while one reasonably serviced in terms of potable water, but municipal service may be sufficient in a particular under-supplied for electricity. geography, another is not – take the case of While the income survey will assist greatly potable water and electricity around Morocco, with unpacking this in more detail, it could be for instance. postulated currently that rapid vertical expansion The implication of this is that it is difficult to draw in these areas has led to additional installation general statements around service delivery for of electrical substations to try and cater for the specific regions along the BRT network, which the demand, without the necessary upgrading of the income survey will assist with rectifying. bulk feeders to these substations. Notwithstanding the above, certain implications With densification as a focus, a balance will need for future development can begin to be drawn at to be found between increased density and the this stage: cost of enabling infrastructure. If densities are maintained, the findings suggest that electrical The Western trunk route, from Kimara through infrastructure upgrades will be required in any Manzese up to Magomeni is largely under-capacity event in order to provide adequate supply. for all municipal services. Increasing the densities beyond this will in all Formalisation of urban blocks is recommended, likelihood also require bulk energy provision which will require a relaying of large portions of upgrades, at a cost, although an element of the distribution networks for water, electricity and generation upgrading could also be required for sewer, with bulk transmission sticking to the BRT the existing densities. It is proposed that a mixed trunk corridor. use land use will assist with reducing the peak With densification as a focus, given the fact electricity demand in this region. that the current urban form’s demand exceeds Sewer provision, in general, appears to be poor supply, maintaining equivalent densities will still throughout the BRT trunk route. All upgrading plans require infrastructure upgrades, most likely also are likely to require requisite sewerage conveyance including bulk supply of water, electricity and as well as treatment options to be supplied. sewerage treatment. Residential areas tend to generate larger volumes Providing a mix of land uses between commercial, of wastewater, which should be noted for land use office and residential can assist with reducing decision making. The land use survey will assist the peak demand (morning and evening) for greatly with unpacking electricity, although residential uses are anticipated to be larger consumers of water, in general, while electricity remains fairly balanced, except for peak morning and evening demands. Upgrading of this portion of the BRT corridor will therefore require significant infrastructure investment. Volume 2 / Part 5 317 5.1 5.1 Water 5.3 Drainage The current water network appears in need of Further study is needed to evaluate the drainage REAL ESTATE PROFILE SOCIO-EONOMIC & significant refurbishments, particularly along the network for seasonal changes, capacities once the eastern trunk BRT corridor, while regions around solid waste is removed, and adequacy of current City Council and upwards towards Morocco infrastructure design. appear to be better supplied. The existing drainage network is largely informal, The adequacy of the existing reservoir capacities and so formalising some of the current drainage and bulk networks for the city need to be confirmed channels may change the outcome of the to judge whether additional capacity should be drainage analysis. Areas around Jangweni are also added at a point outside of our study area, or prone to significant flooding, particularly during whether improving the pipe capacities for the large rain events, owing to the location adjacent to transit nodes will suffice. the confluence of the Ubungo and Sunza rivers. ENVIRONMENT It is however anticipated that, in general, significant Part of the way forward will be to conduct an NATURAL portions of the existing water network will require analysis on preferred drainage solutions for the overhauling, both in terms of bulk provision and BRT corridor, in terms of stormwater evacuation, distribution, to achieve satisfactory levels of service attenuation and treatment. for the upgraded BRT corridor. Stormwater drainage does however require a broader systems consideration, since an area 5.2 Sewer is influenced by the inflow of stormwater from The sewer diagnosis suggests that the overall areas upstream, as well as the ability of areas sewerage network is significantly overloaded, downstream of it to accept and convey stormwater discharged into its system. URBAN PLANNING both in terms of bulk provision (treatment) and sewerage conveyance. Of the stations analysed, If such a system if under-capacity, for instance, only Manzese and CBD appear to have sufficient it will result in the network being overwhelmed network capacity to handle the anticipated and inundating upstream, having an impact on yields, although for Manzese this is based on the a particular area’s ability to drain sufficiently. proposed network, which is not yet operational. These elements, while outside of the scope of this Vast networks of proposed sewer pipelines are project, will need to be considered when planning outlined for the majority of the BRT corridor, drainage solutions for the BRT corridor. running from Jangweni to Urafiki, as well as up to Morocco terminal, although some of these lie within formalised regions such as Magomeni, and will TRANSPORT need to be investigated as part of the survey. It will be important to analyse these proposed networks with the BRT corridor vision in mind, to determine whether they will be suitable to cater for the development vision or if additional upgrading is required. INFRASTRUCTURE 318 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 5.4 Electricity 5.5 Solid Waste For bulk electrical infrastructure, planned Coverage and removal of waste is a significant densification considerations for the BRT corridor issue that has been identified, and will need to form will need to be tested against the diagnosis a fundamental shift in the BRT corridor in terms of analysis, which has indicated that large collection, transfer and disposal of waste. This can portions of Dar Es Salaam’s electrical network be assisted through suitable localised recycling are oversubscribed and that capacity is projects to reduce the waste requiring transfer. not sufficient. The outcome of this will provide An evaluation of existing infrastructure new upgrade paths and timelines for all the bulk capacities (vehicles for waste collection, waste supply networks up to and including the main storage facilities and receptacles etc.) must be transmission substations. Upgrade paths can conducted to determine the requirements for include increasing capacity of existing supply additional facilities. lines and substations or creating new main and distribution substation load centres. A survey of bins and skips in public areas as well as for households should be conducted. It is evident, from the data extracted, that the This will allow recommendations to be feeders in the four BRT regions (K North, Ilala, made regarding additional infrastructure to K South and Temeke) are mostly all overloaded be established. The requirements for collection to various degrees or very close thereto leaving points and for collection frequency will need to little available capacity for densification except be determined along the corridor in relation to in the K South region. Before any densification is population densities. considered, the following must be implemented: Illegal dumping has been identified as a • Construct additional feeders from the major issue. This results in litter washing into storm substations to de-load the existing feeders to water drains and channels causing blockages such a point that the additional densification and potential flooding. This can be resolved in a load can easily be accommodated. number of ways. • Investigate what the additional load on the The ideal solution is to remove the source substations will be and upgrade accordingly. by upgrading the collection systems. An additional interim measure would be to The erratic placement of all electrical infrastructure install litter traps at strategic points in drains is a common occurrence in all the areas. and channels. These will trap the waste and these This will have to be addressed to fit in with the can be cleaned out on a regular basis. densification plans. While it is unlikely that historical power usage data will become available, to assist with upgrading concepts for the MV feeders, upgrading path concepts will need to be generated and tested against the development vision of the corridor. The impacts of this on the city-wide power generation and distribution network can be significant. In terms of the LV networks within the corridor, significant portions of re-design will be required, within the modified urban form. The number of anticipated connections will need to be formalized, as well as future planned development to ensure that sufficient cabling is allowed for or transferred to adjacent feeders. The modified urban form will also require reconfiguration of the network geometry, to ensure that distribution substations are located at the central load point. SOCIO-EONOMIC & NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE REAL ESTATE PROFILE ENVIRONMENT 319 5.1 Volume 2 / Part 5 Dar es Salaam City Centre 320 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 519000 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption 9250000 of responsibility is accepted by Broadway Malyan Limited and no reliance may be placed on this information by the client or any Kimara Resort third parties. This information is supplied to you for indicative Terminal purposes only and must be verified by the use of a full measured Bucha topographical survey. Broadway Malyan accepts no liability for Corner Kibo Baruti any losses or damages, including incidental or consequential Ubungo damages, resulting from the use of the material. Maji Ubungo Terminal Shekilango Legend Infrastructure Combined Infrastructure Combined Infrastructure Weights 0 2 5 10 ! Brt Terminals 9245000  BRT Stops-Phase 1 Railways Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km Figure 2.5.1 Combined Infrastructure - heatmap - (Aurecon) 9250000 Volume 2 / Part 5 321 Combined Infrastructure - heatmap 5.1 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani TRANSPORT Fire DIT Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council Kariakoo Terminal INFRASTRUCTURE 322 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 Water General Overview Access to fresh potable water is one of the Closer analysis of the available CAD and GIS data most basic human needs. It is entrenched in highlighted that there were areas of inconsistent or the planning process for any city aspiring to be incomplete data. Some of the data inconsistency a world-leading modern city. Dar es Salaam is is thought to stem from rapid urban development, no exception. which has outpaced reporting. A baseline assessment will enable the evaluation The source, quality, completeness and accuracy of the existing water infrastructure networks to of the data will be a challenge to the preparation show areas of existing over and/or under-capacity. of a detailed engineering assessment until it To adequately assess the development potential has been verified via an infrastructure condition of the existing water network, an analysis was assessment audit. There does appear, at first performed using the provided GIS and CAD data. glance, to be a good network onto which future This gives an indication of the anticipated development plans can build. capacities of the current water network. Planned / On-Going Projects Technical Analysis The two supply areas identified as providing Preliminary analysis of the Dar es Salaam network potable water to the BRT corridor are Kimara data via a heatmap, Figure 2.5.4 (page 329), and University Supply Zones. The Kimara zone shows a picture of an extensive city-wide contains three Kimara Reservoirs at Kimara water network. The zones generating the most heat station, and the University zone contains two indicate that those areas have the largest quantum University Reservoirs located to the North of the of water infrastructure. This provides a useful way BRT corridor. The primary water source is the four to visualise the areas of intended focus. main rivers, with supplementation from aquifer and groundwater extraction via boreholes. The Potable Water heatmap Figure 2.5.4 (page 329) shows that the area from There are a few water pumping stations identified the City Centre to Kariakoo Terminal to be well within the existing networks, usually located catered for in terms of infrastructure density. between the extraction points, water treatment facilities and the reservoirs, to pressurise and Manzese is under-serviced, as is the industrial transmit potable water throughout the network, area to the South of the BRT line between Urafiki as well as two water treatment facilities. and Ubungo. The industrial centre appears to have Water is abstracted from the rivers, treated, and no reticulation, despite information that there is a then pumped to reservoirs. water treatment facility with a 1500 mm diameter bulk pipeline running from the treatment works The water quality of the source of water is an to the bulk line running along the BRT corridor. environmental risk that must be further assessed Magomeni and the BRT pathway to Morocco in the in future studies. The biggest risk remains North are well provisioned. the contamination of primary water sources by industrial and residential solid waste, raw The formal planned areas to the north of the sewerage, storm and waste water outfalls, and Phase 1 study area, to the North of the BRT line the runoff from waste water stabilisation ponds. between Ubungo and Magomeni (but excluding This has resulted in high levels of pollution. the Manzese area), appear well provisioned, with strong areas of density in Sinza and Kijitonyama. There is evidence of raw sewerage flowing in City-wide, the formal areas experience better the tributaries, particularly in the rainy season. water infrastructure densities than the unplanned, Extraction of groundwater is not sustainable informal zones, which is to be expected. at the current rate of growth, and demand currently exceeds groundwater recharge rates. The infrastructure network provision aligns with the The groundwater suffers from saline ingress at the city planning and development progress, which coast due to excessive draw off rates. Fresh water is concentrated in the formal development areas sources should be prevented from further to the north of the BRT Phase 1 corridor and at environmental harm and rehabilitated to provide important economic and transit nodes. potable water for the city for years to come. Volume 2 / Part 5 323 5.1 Water Diagnosis Water Source Water Production per day in m2 REAL ESTATE PROFILE SOCIO-EONOMIC & The water diagnosis consists of two parts, namely: Lower Ruvu 182,000 • A numerical analysis of anticipated water Upper Ruvu 82,000 capacity for a station versus calculated demand Mtoni 5,000 • Based on this numerical analysis, stations Boreholes 3,000 are grouped into one of four categories that define the anticipated level of service, TOTAL 27,2000 and which illustrate which stations require significant investment in infrastructure Table 2.5.2 Water Production - Source: World ENVIRONMENT as opposed to those that have sufficient Bank (2016), Promoting Green Urban NATURAL capacity Development in African Cities There are some plans in place to upgrade the The estimated theoretical capacity and demands current system. The new water treatment facility in were calculated for the stations using the available the industrial area between Ubungo and Manzese information, in terms of is one such facility. This should go some way to alleviating the pressures put on the existing • Pipe diameter, maximum allowable flow and system by rapid urbanisation. Collaboration with acceptable system losses URBAN PLANNING government organisations to improve and • Land parcel size, use and established demand extend the water system will help to unlock great figures for these uses, within a 1 km radius of development potential for Dar es Salaam. each station. These values do not take the qualitative aspects Water Capacities and Demands of the network into account, such as water quality In order to determine the network capacity, the and availability. major water bulk lines (with a diameter over 300 mm The comparison between Capacity and Demand nominal) were identified. This gave a clearer picture are illustrated in Table 2.5.3. It is important to note of the bulk network backbone and the two supply that these stations were selected for analysis as zones that serve the Phase 1 Study Area. they provide sufficient representation of the corridor. The rationale to utilise these bulk lines is that the TRANSPORT maximum capacity of the network is determined by the maximum supply potential, which is limited by the largest pipe conveyor to that region. Capacity: Demand: Annual Average Daily Station Average Daily Flow - (Ml/day) (Excl. Peak Factors - (Ml/day) Kimara Terminal 11.7 7.7 Ubungo Terminal 11.7 8.3 INFRASTRUCTURE Manzese 3.7 7.6 Mangomeni Hospital 59.0 7.1 Jangwani 3.9 106.4 Gerezani Terminal 61.0 7.4 Morocco 59.0 11.3 Kivukoni Terminal 0.5 2.3 City Council 61.0 28.5 Table 2.5.3 Indicative Water Network Capacities and Demands 324 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 Water Categorisation Based on this numerical comparison of capacity and demand, each station can now be categorised Inadequate capacity. according to its potential for future development Poor development potential without and expansion. A colour-coding of the various large infrastructure investments. categories enables a visual evaluation of the network. The stations are evaluated against Some limited capacity, but infrastructure-specific criteria and placed into one poor development potential. of 4 categories: The colour coding provides a visual reference Adequate capacity but limited to diagnose those areas most in need for development potential. infrastructure investment to increase capacity and unlock development potential. If the key areas identified by the diagnosis are prioritised, the Good capacity and development that exists for the Phase 1 Study Area development potential. is greatly enhanced due to infrastructure quality and proximity. Table 2.5.4 Water categorisation Station Adequacy of Supply The existing 525 mm dia. pipe appears to have adequate capacity – however, considering it also supplies areas further west of Kimara Kimara Terminal it is more likely that the capacity is inadequate and investments in water infrastructure upgrades will be needed Existing bulk pipe appears sufficient for theoretical demand. Ubungo However, when you consider that the supply area is larger than the 1 km radius area considered, the real situation could be worse Manzese The current supply is inadequate Mangomeni Sufficient Theoretical capacity The current theoretical supply is inadequate. However, Jangwani given the station’s location, this could well not be the case and will be verified with the survey results Gerezani Sufficient Theoretical capacity Morocco Sufficient Theoretical capacity The current supply is inadequate. This could be due to the pinched location Kivukoni of the station against the ocean, and will be verified with survey results. City Council Sufficient Theoretical capacity Table 2.5.5 Water Supply Volume 2 / Part 5 325 5.1 The current water network appears in need of Having said this, research work suggests that significant refurbishments, particularly along the access to water supply is reported to be dropping. REAL ESTATE PROFILE western trunk BRT corridor, while regions around World Bank (2016) Measuring Living Standards SOCIO-EONOMIC & City Council and upwards towards Moroco appear within Cities reports that, despite proximity to bulk to be better supplied. water networks, only 11 percent of Dar es Salaam households have piped water in their households. The adequacy of the existing reservoir capacities The vast majority rely on neighbours. and bulk networks for the city need to be confirmed to judge whether additional capacity should be There are institutional barriers to water access, with added at a point outside of our study area, or half of the households surveyed indicating that the whether improving the pipe capacities for the fact that they rent rather than own their house to transit nodes will suffice. be a factor, with an additional 20 % reporting that connection costs are unaffordable. There is a factor of unreliability of water provision ENVIRONMENT which further reduces access rates to clean NATURAL potable water. Among the households with household connections, an average 14 hours a day of service per day, and 5 days a week, was reported. URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.5.2 Water Categorisation 326 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 519000 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and no reliance may be placed on this information by the client or any third parties. This information is supplied to you for indicative purposes only and must be verified by the use of a full measured topographical survey. Broadway Malyan accepts no liability for any losses or damages, including incidental or consequential damages, resulting from the use of the material. Legend ! Brt Terminals  BRT Stops-Phase 1 Water ! ( Airvalves 9250000 ! ( Bulk Meters Kimara Resort Terminal Bucha ! ( Collection Points Corner Kibo Baruti Ubungo ! Maji Control Valve Chambers Ubungo Terminal Shekilango ! ( Meter Chambers # * Hydrants ! ( Reservoirs " ) Water Pump Stations Water Treatment Plant Potable Water Pipeline Railways Land Use Planned Development Unplanned Development 9245000 9250000 Open Space Water Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km Figure 2.5.3 Water Volume 2 / Part 5 327 Water 5.1 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani TRANSPORT Fire DIT Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council Kariakoo Terminal INFRASTRUCTURE 328 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.1 519000 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data 9250000 or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption Kimara Resort of responsibility is accepted by Broadway Malyan Limited and Terminal no reliance may be placed on this information by the client or any Bucha Corner third parties. This information is supplied to you for indicative Kibo Baruti purposes only and must be verified by the use of a full measured Ubungo Maji topographical survey. Broadway Malyan accepts no liability for Ubungo any losses or damages, including incidental or consequential Terminal damages, resulting from the use of the material. Shekilango Legend Potable Water Infrastructure Potable Water Infrastructure Weights 0 2 5 10 ! Brt Terminals 9245000  BRT Stops-Phase 1 Railways Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km Figure 2.5.4 Potable Water - Heat Map 50000 Volume 2 / Part 5 329 Potable Water - Heat Map 5.1 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani TRANSPORT Fire DIT Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council Kariakoo Terminal INFRASTRUCTURE As part of the income survey that has formed part of Phase 1, a series of questions were asked of residents residing within the BRT corridor pertaining to the level of water infrastructure services that exist within their communities, to better understand the reality of infrastructure on the ground. The key findings of the survey have been distilled and are included in this spread, which can be used to augment the study to date. 332 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 Electricity Glossary of Terms LV Low voltage is 400 & 230V for residential and commercial end-users. MV Medium voltage is 33 & 11kV for reticulation and large power users. HV High voltage is 132kV and upwards for primary bulk distribution networks. Red, yellow and blue is the three single phases that make up a three phase RYB system. These phase colours are continuous from the generating stations right up to service connections where it is used to balance the load. kV Kilo Volt MTS Main Transmission Substation is typically 220, 330, 275 or 400 kV used for This is a single transformer which has a mix of three and single- Zone phase LV infrastructure connected thereto with single and three phase customers connected to the LV network. A feeder is a MV line originating from a substation or a switching station and Feeder has transformers connected thereto. The cumulative total of the connected transformers should not exceed the capacity of the MV line This is an installation where voltages like 132kV is transformed to voltages like Substation 33 & 11kV to use in distribution networks Switching This is an installation with a collection of MV feeders connected thereto Station Structured This is a formal township layout where development occurs within layout pre-determined parameters Unstructured Informal town layout where development is uncontrolled layout Volume 2 / Part 5 333 5.2 General Overview Infrastructure TThe following sections discusses the electricity Regarding Figure 2.5.5, Tanesco makes use of REAL ESTATE PROFILE SOCIO-EONOMIC & baseline situation within the BRT corridor in 132 kV as the main distribution voltage. From there Dar es Salaam. The comparisons on key network 33 kV is used as a bulk supply to create 33/11 kV components was done purely on the information supply nodes throughout the city. Reticulation is received in the GIS database. No historical and/or done from main and secondary substations with as-built data, network survey data or previous both 33 kV as well as 11 kV and mainly on pole masterplans was available as resources. The key mounted overhead networks. Large power user network components were thus evaluated against and the industry is supplied at either 11 or 33 kV. best industry practices. The database contains limited data about the main and secondary distribution substations. The only information is the voltage which is assumed to be the primary voltages namely 132 and 33 kV. ENVIRONMENT The power rating is also provided in all cases NATURAL as 30. It is assumed to be 30 MVA but since no single line diagrams are available it is unclear if the main substation has 30 MVA installed capacity (2 x 15 MVA) or 30 MVA firm capacity (2 x 30 MVA) on both the 132/33 kV and 33/11 kV levels. URBAN PLANNING TRANSPORT Figure 2.5.5 Typical main distribution substation Figure 2.5.6 Typical secondary distribution substation INFRASTRUCTURE 334 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 Network Age Residential network design makes use of specific The data in the different regions of the BRT corridor design input parameters like kVA per connection have varying levels of completeness. All the with a specific circuit breaker size. The kVA value networks were evaluated and it was found that the does not start off immediately at maximum but only dates available in the database were that of rather matures incrementally each year over a the transformers. All the transformers in the four period of typically 20 years until it saturates at the study areas as indicated in Figure 2.5.7 within levels it was designed for. Subsidised electricity, Phase 1 around the BRT corridor was extracted levels of employment and the economic growth all from the database. influence the rate of growth. As can be seen in Figure 2.5.8 below most of the By evaluating the age of the installed networks, installed transformers which had dates assigned one can get an indication of how far the networks to them are relatively new. There is also a large are from saturation with regards to a typical growth portion of the K North and K South regions which curve of 20 years, bearing in mind that the land-use had no dates and could thus not be placed. did not change substantially. Figure 2.5.7 Buffer evaluation zones Figure 2.5.8 Infrastructure installation timeline Volume 2 / Part 5 335 5.2 MV Feeder Capacity and Demand Representing feeders in the immediate vicinity of MAK4 feeders are under significant stress in terms REAL ESTATE PROFILE SOCIO-EONOMIC & the BRT corridor was evaluated by plotting the of feeder capacity. Densification will thus not be anticipated total connected load, or electrical possible until additional infrastructure in the form demand against the capacity of the 11kV of more feeders or distribution stations have been feeder to determine whether the installed feeder constructed to de-load the overcommitted feeders. capacity is sufficient to safely accommodate the connected load. An overcommitted feeder is when more load is connected thereto than it can handle safely. The connected load (demand) is Ilala Region based on: For the D10, KAR1, KAR4 and R2 11kV feeders • The prevailing land use in that area within the Ilala BRT corridor the loading is as follows: ENVIRONMENT • Anticipated electricity demands for these land NATURAL uses • The D10 11kV feeder’s anticipated demand is at 263% of the feeder’s capacity. • The size of the area. • The KAR1 feeder’s anticipated load is at 336% In the following accompanying graphs the of theoretical feeder capacity. maximum allowable feeder capacity is illustrated by the horizontal orange line while the anticipated • The KAR4 feeder’s anticipated load is at 234% demand (total connected load) in the feeders is of theoretical feeder capacity. represented by the coloured vertical bars. • The R2 feeder’s anticipated load is at 249% of URBAN PLANNING theoretical feeder capacity. K North Region For the OB4, OB5, MAK3 and MAK4 11kV feeders within the K North BRT corridor the loading is Figure 2.5.10 illustrates that the D10, KAR1, as follows: KAR4 and R2 feeders are under significant stress in terms of feeder capacity. Densification will thus • The OB4 11kV feeder’s anticipated demand is at not be possible until additional infrastructure 98% of the feeder capacity. in the form of more feeders or distribution • The OB5 11kV feeder’s anticipated demand is at stations have been constructed to de-load the 322% of the feeder capacity. overcommitted feeders. TRANSPORT • The MAK3 11kV feeder’s anticipated demand is at 307% of the feeder capacity. • The MAK4 11kV feeder’s anticipated demand is as at 263% of the feeder capacity. INFRASTRUCTURE Figure 2.5.9 illustrates that the OB4 feeder Figure is K Northand fully loaded 2.5.9 OB5, MAK3 and that theLoad - Connected Figure 2.5.10 Ilala - Connected Load 336 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 K South Region • For the MAGO2, MAGO4, UBU2 and or distribution stations have been constructed to UBU9 11kV feeders within the K-South BRT de-load the overcommitted feeders. region the loading is as follows: • The MAGO2 11kV feeder’s anticipated demand is at 48% of theoretical feeder capacity. • The MAGO4 11kV feeder’s anticipated demand is at 76% of theoretical feeder capacity. • The UBU2 11kV feeder’s anticipated demand is at 126% of theoretical feeder capacity. • The UBU9 11kV feeder’s anticipated demand is at 94% of theoretical feeder capacity. Figure 2.5.11 illustrates that the MAGO2 and MAGO4 feeders are lightly loaded and that some densification is possible. The UBU2 feeder is under stress and no densification is possible. The UBU9 feeder is fully loaded and that no densification is possible. Densification for the UBU2 and UBU9 feeders not be possible until additional infrastructure in the form of more feeders Figure 2.5.11 K South - Connected Load Volume 2 / Part 5 337 5.2 Temeke Region MV Feeder For the 1 and 2 11kV feeders within the Temeke Capacity Conclusions REAL ESTATE PROFILE SOCIO-EONOMIC & BRT corridor the loading is as follows: It is evident, from the data extracted, that the • The 1 11kV feeder’s anticipated demand is at feeders in the four BRT regions (K North, Ilala, K 88% of the feeder capacity. South and Temeke) are mostly all overloaded to • The 2 11kV feeder’s anticipated demand is at various degrees or very close thereto leaving little 88% of the feeder capacity. available capacity for densification except in the K South region. Figure 2.5.12 illustrates that the 1 and 2 feeders Before any densification is considered, the are almost fully loaded and that some densification following must be implemented: is possible. • Construct additional feeders from the substations to de-load the existing feeders to ENVIRONMENT such a point that the additional densification NATURAL load can easily be accommodated. • Investigate what the additional load on the substations will be and upgrade accordingly. URBAN PLANNING TRANSPORT INFRASTRUCTURE Figure 2.5.12 Temeke connected load 338 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 Network Balance and Geometry Network Balance / 30% / 30%. The unbalance in the averaged quantities is significant. From this information, A balanced LV network is where there is an the substantial over commitment in the equal number of end-users on each phase. capacity and demand section is thus mainly If this methodology is implemented throughout all caused by residential connections. the LV designs, there will never be any unbalances. If this is not done, the same unbalance can be Regarding the average service connection data for present in different zones on the same MV feeder Ilala the following can be concluded: and ultimately affect the quality of supply for the area. • The average connections to the three phase business connections in Table 2.5.6 shows the total average percentage of Table 2.5.6 is 65% of the total leaving the single-phase connections per phase as well as the average single-phase connections unbalanced percentage of three-phase connections for each at 12% / 18% / 36% respectively where it should of the areas individually. The closer the optimum have been 11.6% / 11.6% / 11.6%. and average figures are to each other the better balanced the system is. Regarding the average service connection data for Temeke the following can be concluded: Single-phase connections are typically residential loads. • The average connections to the three-phase Three phase connections are typically businesses business connections in Table 1 is only 13% or high rise buildings. of the total leaving the average single-phase connections unbalanced at 28% / 30% / 28% Regarding the average service connection data for respectively where it should have been K North the following can be concluded: 29% / 29% / 29%. • The average connections to the three phase The unbalance in the averaged quantities for business connections in Table 2.5.6 is only 10% each area as is significant enough to cause an of the total leaving the average single-phase unbalanced network. connections unbalanced at 36% / 18% / 36% respectively where it should have been 30% K North Ilala Temeke K South Average Average Average Average Connections (optimum) % (optimum) % (optimum) % (optimum) % Red Phase 36 (30) 12 (11.6) 28 (29) No data Yellow Phase 18 (30) 6 (11.6) 30 (29) No data Blue Phase 36 (30) 16 (11.6) 28 (29) No data Three Phase 10 65 14 No data Table 2.5.6 Make up of LV service connections in the BRT Corridor Volume 2 / Part 5 339 5.2 REAL ESTATE PROFILE Regarding the Magunia transformer zone in SOCIO-EONOMIC & Table 2.5.7 the following can be concluded: • As indicated in Table 2 the balancing of the single-phase service connections is very bad. This must be corrected before densification can be considered. • The geographical placement of the transformer as indicated in Figure 9 is acceptable as there are three LV feeders to vacate the power. • There is one place where this network overlaps ENVIRONMENT another adjacent network. This is very NATURAL dangerous for maintenance staff as one would expect all the conductors in a specific zone to be de-energized when switching off at the transformer, if work needs to be done. This must be corrected. This must be corrected before densification can be considered. The Magunia transformer zone in Figure 2.5.13 is Figure 2.5.13 Magunia Transformer network layout an unbalanced installation. The unbalance is URBAN PLANNING severe as indicated in Table 2.5.7. The optimum amount of connections for this transformer zone is 154 but as can be seen the yellow phase has only one connection while the red and blue phases share the remainder of the single-phase connections with 221 on the red and 238 on the blue phase. This unbalance will cause nuisance tripping for this transformer zone which will in turn influence the quality of supply for all the customers in that zone. If there is enough of these similarly unbalanced TRANSPORT zones together on a feeder it to will experience nuisance tripping. INFRASTRUCTURE Red Yellow Installed Blue Phase Three Row Labels Phase Phase Unplaced Total KVA / (Optimum) Phase (Optimum) (Optimum) Connection Magunia 221 1 238 3 5 468 0.936 Transformer (154) (154) (154) Table 2.5.7 Magunia transformer connection statistics. 340 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 In a well laid out design the transformer is always installed at the load centre which makes provision for typically 4 low voltage feeders to take 25% of the connected load each. Figure 2.5.15 is an example of the Bi Leila transformer zone. As can be seen the transformer is situated on the edge of the zone and not in the middle. This is not suitable to accommodate densification additional connections. Figure 2.5.14 is an example of the Bi Leila transformer zone. As can be seen the transformer is situated on the edge of the zone and not in the middle. This is not suitable to accommodate densification additional connections. Regarding the Bi Leila transformer zone in Table 2.5.8 the following can be concluded: • He spread of the connections over the three phases is good and there is only a Figure 2.5.14 Bi Leila Transformer network layout small rectification that must be done before densification is considered. • Because of the bad placement of the transformer the entire load of 200kVA is vacated with only one LV feeder. The furthest LV infrastructure point is 600m from the source which is too long. If densification is implanted here the zone will have to be re-designed and upgraded with the transformer in the load centre and a minimum of three LV feeders. Red Yellow Blue Phase Installed KVA Row Labels Phase Phase Three Phase Total (Optimum) / Connection (Optimum) (Optimum) Bi Leila 163 145 151 3 462 0.432 Transformer (153) (153) (153) Table 2.5.8 Leila transformer connection statistics Volume 2 / Part 5 341 5.2 REAL ESTATE PROFILE The make-up of single, dual and three-phase low Regarding the average low voltage infrastructure SOCIO-EONOMIC & voltage infrastructure also has a role to play in the data for Illa the following can be concluded: balancing of a transformer zone. If there is too much single-phase (RYB) networks, balancing • For this area single-phase infrastructure the load will be difficult and if the single-phase Red (6%), Yellow (3%) and Blue (5%) make up networks must accommodate additional new only 14% with the three-phase infrastructure connections the imbalance will become worse. make up (86%). It will thus be easier to distribute the new and existing service connections Regarding the average low voltage infrastructure equally amongst the three phases. data for K North the following can be concluded: Regarding the average low voltage infrastructure • Because of the installed imbalance data for Temeke the following can be concluded: that exists in the percentages of the ENVIRONMENT Red (20%), Yellow (9%) and Blue (16%) • Because of the installed imbalance NATURAL single-phase infrastructure as well as the relative that exists in the percentages of the small amount of three phase infrastructure Red (17%), Yellow (22%) and Blue (13%), (55%) it will be impossible to distribute the single-phase infrastructure as well as the relative new and existing service connections equally small amount of three-phase infrastructure amongst the three-phases. (48%) it will be impossible to distribute the new and existing service connections equally • The only option would be to upgrade amongst the three phases. The only option the infrastructure to at least 75% would be to upgrade the infrastructure to at least (three-phase) / 25% (RYB single-phase) 75% (three phase) / 25% (RYB single phase), URBAN PLANNING and to do this the transformer zone must and in order to do this - the transformer zone be redesigned. must be redesigned. Owing to the lack of data for K South, no comparisons could be conducted. TRANSPORT K North Ilala Temeke K South Average Average Average Average Technology Installed (%) Installed (%) Installed (%) Installed (%) Red Phase 20 6 17 No data Yellow Phase 9 3 22 No data INFRASTRUCTURE Blue Phase 16 5 13 No data Three Phase 55 86 48 No data Table 2.5.9 Make up of main low voltage infrastructure 342 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 Network Geometry Network geometry refers to the optimum Figure 2.5.16. The streets however are straight placement of all infrastructure to make provision and thus there is no legitimate reason for this for the existing and future connections. The layout unstructured network layout. In some areas of the existing network are in a lot of places not structures were built in an unstructured conducive for densification. layout long before the electrical networks were installed. In this situation, the electrical Regarding the network example shown in infrastructure must be installed around dwellings Figure 2.5.16, it is important to note the following: where there is space. This will typically result • There are two sets of LV networks in red present in an expensive network with a lot of strain in the same geographical location. There is no structures and stays and struts. situation where this could be a true reflection of Looking at Figure 2.5.17, the data set looks the existing infrastructure accept through poor incomplete in some places. These additional planning or incorrect geographical capturing of networks must be captured correctly before any the networks. work is done to accommodate densification. • The placement of some of the LV networks in some areas seems to be right on top of the multi storey buildings. This is clearly a mistake and physically impossible and is a clear indication that the geographical capturing of the LV infrastructure is not correct. • The crossing of single story buildings by infrastructure is bad practise and should be corrected if the networks are being upgraded to make provision for densification. • The erratic placement of all electrical infrastructure is a common occurrence in all the areas. In an unstructured area, there is often no other choice but to install the infrastructure the way it is shown, such as depicted in Figure 2.5.15 Badly planned networks Figure 2.5.16 Example of erratically placed infrastructure Figure 2.5.17 Example of incomplete infrastructure Volume 2 / Part 5 343 5.2 Summary Table 2.5.10 provides a summarised view of the Network Age REAL ESTATE PROFILE SOCIO-EONOMIC & whole study area. Because of the unavailability From the data that was extracted from of information in the K South region the installed the database, the network overall looks kVA/stand could not be determined. reasonably young. The values in Table 2.5.10 is based purely on the interpretation of the information contained in MV Distribution Feeder capacity the database which is the installed transformer Overhead feeders are normally used as radial capacity and the quantity thereof per connection feeders, typically outside of the city centres where listed in the database. This is not an indication there is a lot of space available. These networks of the existing demand as no historical data have only one supply point and thus no option was available. to transfer the load in an emergency. The only remedy for overloaded feeders is to re-plan the ENVIRONMENT Electricity Diagnosis entire load connected to a substation by adding NATURAL more feeders at the source and transferring Bulk Infrastructure the problematic sections to the new networks. As densification is facilitated within the The planning must make provision for the revised BRT corridor, the design value of the land-use as well as all current and planned applicable main and secondary substations future developments. With the space taken up by will be reached quicker than originally planned. existing overhead distribution lines it becomes If densification is left unchecked the load impractical to add more overhead lines on already will increase to a point where any planned congested sidewalks as indicated in Figure 2.5.15. URBAN PLANNING contingency, e.g. N-1, is no longer available. To overcome this problem an underground There is nothing wrong in operating the substation MV network is proposed for the inner city. without a contingency. The only drawback is Since a huge amount of cables can be installed the risk of not being able to re-connect all the in a sidewalk it immediately solves the congestion customers should one of the transformers fail. problem as additional overhead line feeders will Unless the supply authority has a spare fill up a lot of the remaining sidewalks and public transformer available, the customers will be open spaces. Cabled MV networks are normally switched-off until such time that the transformer is operated in a ring formation with a normal open repaired or replaced, which can be anywhere from point at the rings load centre. What this means is 8 months to 1 year. This can have a cascading that if a section of cable is damaged, that cable effect if the supply lines to the various substations can be isolated owing to there being two supply TRANSPORT have not been planned properly and run out of points available. The time that the customers capacity as well. will be without power will be the time it takes the supply authority to do the switching after which the repairs can start. Installed Power Area Approximate Connections Installed kVA/ Region Capacity Density INFRASTRUCTURE (ha) Connections per ha Connection (kVA) (kVA/ha) K North 758 31,900 42 11,649 15 2.74 K South 2,496 48,170 19 - - - Ilala 783 214,800 274 4,887 6 43 Temeke 222 6010 27 1,122 5 5.4 Table 2.5.10 Study area statistics 344 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 Network Balance & Geometry Bulk Infrastructure Solutions Network Age Solutions Assuming an electrical masterplan for the city has Densification does not have an influence on the been done, as well as updated for the observed aging of a network. Better track should be kept of unplanned and additional loads, any planned the aging networks to facilitate upgrade and network densification figures pertaining to the BRT corridor will strengthening maintenance programs. need to be included, and all the scenarios re-tested. The outcome will provide new upgrade paths and Distribution Feeder Capacity Solutions timelines for all the bulk supply networks up to and For any work to be done on distribution MV feeder including the main transmission substations. level, it is assumed that any shortcomings on the bulk Upgrade paths can include increasing capacity of supply lines and substations have been addressed. existing supply lines and substations or creating From the information extracted from the database, new main and distribution substation load centres. the installed transformer capacity is in many cases Although suitability of many components outside a lot more than the thermal limit of the MV feeders. of the study area will be verified for compliance, it If historical power usage data is available for is a necessity to ensure the bulk supply network for substation secondary feeders, it can indicate that the study area is stable and that sufficient capacity these feeders are indeed overloaded and must will be available until the masterplan undergoes be corrected. It can also show that the current load is subsequent updating. After this has been completed, not beyond the feeder’s capacity due to the relative the bulk supply components which are situated in the young age of the network. study area must be upgraded. To connect any additional load to these networks, If no electrical masterplan was done or if it is out over and above what is there already, would just of date, it is proposed that a masterplan study be be adding fuel to the fire. If all the existing and new undertaken to ascertain the influence of growth within data has been signed-off and agreed upon by all the buffered area on the substations and supply lines. parties involved, it must be modelled to determine This must be done for the entire city as it cannot be upgrade paths for the existing network, the number of done for the study area in isolation. If the masterplan additional feeders to existing load centres as well as has been completed the components influencing the new load centres. study area can be prioritised. If there is an uncertainty about some developments and the size thereof when it is done in the future, one can make provision for the future load on the bulk MV network by slightly over-designing the applicable feeders. A summary of the district-specific diagnosis is provided in Table 2.5.12 which provides the overall picture of the four electrical regions and the stations that fall within each district. Volume 2 / Part 5 345 5.2 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Figure 2.5.18 Adequacy of supply per station URBAN PLANNING Inadequate capacity. Poor development potential without large infrastructure investments. Some limited capacity, but poor development potential. Adequate capacity but limited development potential. Good capacity and development potential. Table 2.5.11 Four categories of infrastructure-specific criteria Electricity Station Adequacy of Supply TRANSPORT Area Installed transformer capacity exceeds the feeder Kinondoni Morocco capacity of almost all the MV feeders evaluated North in the K-North area by a fair margin. Kimara Installed transformer capacity exceeds the feeder Kinondoni Ubungo capacity of only one of the MV feeders evaluated South Manzese in the K South area by a slim margin. Magomeni INFRASTRUCTURE Gerezani Installed transformer capacity exceeds the feeder capacity of Ilala CBD all the MV feeders evaluated in the Ilala area by a fair margin. Jangweni the installed transformer capacity is significantly Temeke Kivukoni lower than the feeder capacity of all the MV feeders evaluated in the Temeke area. Table 2.5.12 Adequacy of supply per station 346 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 519000 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and no reliance may be placed on this information by the client or any third parties. This information is supplied to you for indicative purposes only and must be verified by the use of a full measured topographical survey. Broadway Malyan accepts no liability for any losses or damages, including incidental or consequential 9250000 damages, resulting from the use of the material. Kimara Resort Terminal Legend Bucha Baruti Corner Kibo Ubungo Ubungo Power Plant Maji ! ( Ubungo ! Brt Terminals Terminal Shekilango  BRT Stops-Phase 1 ) " Substations ! ( Power Plants ! ( Primary Substation mV Electricity Line Transformer Distribution Line Railways Land Use Planned Development Uplanned Development 9245000 Open Space Water Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km 9250000 Figure 2.5.19 Electricity Kinyerezi 1 Power Plant ! ( Volume 2 / Part 5 347 Electricity 5.2 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani TRANSPORT Fire Ubungo Songas DIT Ubungo Tanesco Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council Kariakoo Terminal INFRASTRUCTURE 348 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.2 519000 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data 9250000 or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption Kimara Resort of responsibility is accepted by Broadway Malyan Limited and Terminal no reliance may be placed on this information by the client or any Bucha Corner third parties. This information is supplied to you for indicative Kibo Baruti purposes only and must be verified by the use of a full measured Ubungo Maji topographical survey. Broadway Malyan accepts no liability for Ubungo any losses or damages, including incidental or consequential Terminal damages, resulting from the use of the material. Shekilango Legend Infrastructure (Electricty) Electricity Infrastructure Weights 0 2 5 10 ! Brt Terminals 9245000  BRT Stops-Phase 1 Railways Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km Figure 2.5.20 Electricity - Heat Map 50000 Volume 2 / Part 5 349 Electricity - Heatmap 5.2 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani TRANSPORT Fire DIT Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council Kariakoo Terminal INFRASTRUCTURE As part of the income survey that has formed part of Phase 1, a series of questions were asked of residents residing within the BRT corridor pertaining to the level of electrical infrastructure services that exist within their communities, to better understand the reality of infrastructure on the ground. The key findings of the survey have been distilled and are included in this spread, which can be used to augment the study to date. 352 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.3 Sewer General Overview Access to adequate sanitation is vital for The formal sewer network connects to 8 waste maintaining public health. Inadequate provision water stabilisation ponds, which provide only of sanitation services leads to disease outbreaks primary treatment. Raw sewerage solids are and stagnant ponds provide the Malaria mosquito separated from liquids by settlement, then the with the ideal breeding ground. The environmental untreated remaining liquid is then drained into costs of inadequate sewerage systems can also the closest watercourse. There are 15 pumping be long lasting and cannot be discounted. Not only stations to move sewerage, with the remainder does raw sewerage discharge influence water of the network relying on gravity for flow. quality in and surrounding the city, it also negatively There is a sewerage sea outfall to the North of our impacts the marine environment, as well as being a study corridor. malodorous visual eyesore. The practice of discharging untreated waste water The Dar es Salaam sanitation system is “severely into nearby water courses affects the water quality underprovided and of poor quality” (World Bank of the primary fresh water source for the city. (2016)). According the World Bank’s Promoting World Bank (2016) Promoting Green Urban Green Urban Development in African Cities (2016), Development in African Cities paper reveals that only 10% of Dar es Salaam residents have access the Msimbazi River, the primary source of fresh to the sewerage system. The vast majority make water for many of the Dar es Salaam residents, is use of pit latrines (73%), or septic tanks (19%). severely polluted. The remainder use bush/field or dispose of waste “Analysis of water samples from the Vingunguti water directly into streams or drainage channels. Waste Stabilisation Ponds suggests that the This lack of formal network is reflected in the ponds are not working to design specification limited network data. A baseline assessment will and are failing to adequately treat sewerage determine whether there is sufficient capacity in the disposed at the site. Industrial waste also appears existing network to promote development along to be deposited in the ponds… (and these) the BRT lines, or whether additional capacity is pose a risk to the operation of the ponds and required to access the development capacity of the downstream users.” transit nodes. Currently, much of the sewage generated in Technical Analysis Dar es Salaam is left untreated and discharged In order to evaluate the sewer network, the via direct or indirect methods into the same city-wide data was analysed and a picture of formal streams and rivers used for fresh water draw-off. sewer networks supplying service to formal areas The groundwater contamination potential of the has been created in the form of a heatmap. untreated waste water is high due to both pit latrine Figure 2.5.23 (page 359) leachates and overflows of the pit latrines during times of flood in the rainy figure season. This map, which demonstrates the relative concentration of wastewater infrastructure elements The high water table and poor drainage further within the BRT corridor, shows an extensive existing adds to the health and environmental costs, with network in the CBD, limited network capacity for polluted water pooling in settlement areas. Ubungo, and little to no provision for the remainder of the Phase 1 Study Area. On a city-wide level, there is some network to the north of the study area, serving Mikocheni and some of Kijitonyama, and for limited areas along the Airport - CBD link. The combined infrastructure heatmap - Figure 2.5.1 (page 321), shows an area of concern at Manzese, which is the most densely populated area, but has the least provision of services. Volume 2 / Part 5 353 5.3 Planned / Ongoing Projects Sewer Capacities and Yields The future proposed network expands the waste In order to determine the network capacity, the REAL ESTATE PROFILE SOCIO-EONOMIC & water network to cover the areas to the West largest sewer line exiting each of the focus stations of the CBD, up to Ubungo. There is expansion was identified, and its theoretical flow capacity of the network to the North, covering the areas calculated, on the basis that the ultimate capacity from Magomeni to Morocco and beyond to is determined by the maximum possible flow. the Msasani peninsular. Ilala is covered by a The proposed and existing networks were dense network. While the existing sanitation evaluated, on the assumption that at least some of network is incomplete and insufficient for the the proposed network has been installed. current population, the ongoing construction of the new proposed networks will help to alleviate some Demand could then be determined using the of the pressure on the environment felt by current current land use and population figures. sanitation methods. The estimated theoretical capacity and yields ENVIRONMENT The proposed network should adequately fill in were calculated for the stations using the available NATURAL provision for the areas between the CBD and information, in terms of: Magomeni, and the network stretches to Morocco • Capacity: pipe diameter and maximum and beyond to the North. There is no municipal allowable flow water borne system proposed for the area of the Phase 1 Study Area to the West of Ubungo, which • Demand: land parcel size, use and established limits the development potential for that area. sewer yield figures for these uses, within a 1 km An improved sanitation system will help to promote radius of each station public health and safety. The comparison between Capacity and Yield URBAN PLANNING are illustrated in Table 2.5.14 (page 354). Sewer Diagnosis It is important to understand the approach we have The sewer diagnosis consists of two taken in determining these values, which can be parts, namely: considered indicative at best. • A numerical analysis of anticipated sewer • We have only considered an area within 1 km capacity for a station versus calculated radius of each station sewerage yield • To estimate pipe capacity, we have • Based on this numerical analysis, stations calculated a theoretical flow based on a are grouped into one of four categories gravity pipe flowing approx. 83% full and at a that define the anticipated level of service, minimum slope. The pipe size used is that of the TRANSPORT and which illustrate which stations require pipe flowing out of the 1 km radius area significant investment in infrastructure as opposed to those that have sufficient • An estimate of the theoretical sewage generated capacity has been made based on a combination of current land use and population figures (and assuming there is adequate water available to enable the full sewage generation) • We have assumed that all ‘proposed’ networks are actually in place, or will be in the near future. INFRASTRUCTURE • The ADWF (Capacity) is the capacity excluding the peak and infiltration factors. 354 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.3 Sewer Categorisation Based on this numerical comparison of capacity The World Bank (2016) Measuring Living Standards and demand, each station can now be categorised within Cities reports that the rate of access to according to its potential for future development improved sanitation is falling. Households tend and expansion. to share sanitation facilities. The rate of access to improved sanitation drops further from the city A colour-coding of the various categories enables centre, as the rate of septic tank usage increases. a visual evaluation of the network. The stations are The unplanned and informal settlements are the evaluated against infrastructure-specific criteria worst hit, reporting 80% of households relying on and placed into one of 4 categories as shown in shared sanitation facilities. Table 2.5.13. Despite the proposed projects currently underway The colour coding provides a visual reference for sanitation in Dar Es Salaam, The area within to diagnose those areas most in need for the BRT corridor needs to be carefully considered infrastructure investment to increase capacity and for upgrading of suitable sewer networks, in order unlock development potential. to ensure adequate flow capacity. The city at large If the key areas identified by the diagnosis are will need to ensure that sufficient bulk sewage prioritised, the development that exists for the treatment facilities and conveyance through Phase 1 Study Area is greatly enhanced due to pump stations and rising mains are catered for infrastructure quality and proximity. in their plans to account for the densification of the corridor. Inadequate capacity. Poor Adequate capacity but limited development potential without development potential. large infrastructure investments. Some limited capacity, but poor Good capacity and development potential. development potential. Table 2.5.13 Four categories of infrastructure-specific criteria It is important to note that these stations were selected for analysis as they provide sufficient representation for the corridor. Demand: Capacity: Yield Annual Average Station Average Daily Daily Excl. Peak (ADWF*) (Ml/day) Flow (Ml/day) Factors (Ml/day) * Average Daily Dry Weather Flow Kimara Terminal No Network 0.000 5.892 Ubungo Terminal Proposed 0.665 6.344 Manzese Proposed 5.692 5.723 Mangomeni Hospital Proposed 33.449 5.293 CBD Existing 23.15 19.97 Jangweni Existing 0.71 15.32 Morocco Proposed 4.12 11.38 City Council Proposed 5.69 10.73 Table 2.5.14 Indicative Sanitation Network Capacities and Yields Volume 2 / Part 5 355 5.3 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Figure 2.5.21 Proposed Sanitation Network Station Adequacy of Supply URBAN PLANNING no existing network and no proposed network – therefore capacity does Kimara not meet theoretical yield and major infrastructure investment is needed Ubungo Proposed network would accommodate approx. 10% of theoretical demand Currently no network, but proposed network appears Manzese to match well with theoretical demand The proposed network has vastly adequate theoretical capacity for the 1 km radius area considered. However, this area sits relatively Mangomeni low in a catchment area and would have a significant inflow from TRANSPORT upstream (which includes Manzese). As such, any apparent ‘spare capacity’ is likely to be taken up by flows from upstream Looking at the CBD, the marine outfall (1000 mm dia.) has an estimated capacity of approx. 20-25 Ml/day, which seems to match well with the CBD theoretical demand of approx. 20 Ml/day. This suggests that the CBD as a whole is operating close to capacity and one could assume that the same would apply for the areas at Kivukoni and Gerezani Terminals. INFRASTRUCTURE Existing network would appear to be significantly under Jangweni stress, with very little capacity for a fairly largish yield Proposed network appears to be undersized for the Morocco anticipated yields, and thus would require upgrading Proposed network appears to be undersized for the City Council anticipated yields, and thus would require upgrading Table 2.5.15 Categorisation diagnosis of the sanitation network 356 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.3 519000 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and no reliance may be placed on this information by the client or any third parties. This information is supplied to you for indicative purposes only and must be verified by the use of a full measured topographical survey. Broadway Malyan accepts no liability for 9250000 any losses or damages, including incidental or consequential damages, resulting from the use of the material. Kimara Resort Terminal Bucha Corner Legend Baruti Kibo Ubungo Maji Ubungo ! Brt Terminals Terminal Shekilango  BRT Stops-Phase 1 Sanitation Sewer Pipeline Sewerage Treatment Works Wastewater Treatment Plant Proposed Sewer Pipeline Railways Land Use Planned Development Unplanned Development 9245000 Open Space Water Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km 9250000 Figure 2.5.22 Sewer Volume 2 / Part 5 357 Sewer 5.3 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani TRANSPORT Fire DIT Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council Kariakoo Terminal INFRASTRUCTURE 358 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.3 Kimara Terminal Bucha Kibo Resort Baruti Ubungo Maji Legend Ubungo Terminal Shekilan Sewerage Network Sewerage Infrastructure Weights 0 2 5 10 ! Brt Terminals  BRT Stops-Phase 1 Railways Road Network Trunk Regional Recommended Plan Area N 0 500m 1 1.5 2km Figure 2.5.23 Sewer - Heatmap Volume 2 / Part 5 359 Sewer - Heatmap 5.3 Sewe Phas REAL ESTATE PROFILE SOCIO-EONOMIC & N ENVIRONMENT NATURAL Morocco Terminal Kinondoni B URBAN PLANNING Mwanamboka ango Mkwajuni Urafiki Manzese Manzese TipTop Kagera Mwembe Chai Usalama Magomeni Mapipa Jangwani Fire TRANSPORT DIT Kisutu Msimbazi Police Kivukoni Terminal City Council Kariakoo Terminal Legen S Sewer INFRASTRUCTURE Weight 0 2 5 1 ! B  B R Road N T R R As part of the income survey that has formed part of Phase 1, a series of questions were asked of residents residing within the BRT corridor pertaining to the level of sewer / sanitation infrastructure services that exist within their communities, to better understand the reality of infrastructure on the ground. The key findings of the survey have been distilled and are included in this spread, which can be used to augment the study to date. 362 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.4 5.4 Drainage General Overview A combination of rapid urban development, the The existing formal drainage system is incomplete paving of the landscape in a motor vehicle reliant and insufficient to deal with the needs of the world, and the effects of climate change on rainfall fastest growing East African city. World Bank serve to make drainage a vital part of any major (2016) Promoting Green Urban Development in city planning scheme. Unprecedented urbanisation African Cities links the current storm water issues in Africa has resulted in the rapid degradation to “limited provision of formal storm water drainage of the natural drainage channels and naturally systems and more than 50% of the existing system absorbent environment. being rated in poor condition.” The increase in areas of pavement or buildings They go on to evaluate the storm water runoff as reduces the capacity of the natural ground to equivalent to waste water effluent due to cross infiltrate storm water effectively. Runoffs become contamination between the two systems, coupled greater in both quantity and velocity in sloped with the open channel nature of the existing formal paved areas and water pools in flatter areas or drainage network, and inadequate infrastructure areas with a high water table, leading to flooding provision to separate ‘clean’ storm water from and the potential health risks of pollution and of waste water. standing water pools in Malaria endemic areas. The drainage network primarily covers the Dar es Salaam is already feeling the effects of CBD area. Within the formal drainage network, climate change. Temperatures have increased, the design of the roadside drains is “insufficient and storm frequencies and rainfall intensities to process increased rates of runoff due to the are expected to rise, with greater precipitation increased level of urbanisation. There is frequent variability expected in future. The current storm clogging due to poor maintenance, siltation, and runoff already exceeds the city’s drainage disposal of solid waste (World Bank (2016))”. infrastructure capacity, causing flooding events The construction of illegal structures along in low-lying areas and increasing the likelihood of drainage channels has further reduced the capacity the spread of pollution, from both solid waste and of the existing network. raw sewerage. Dar es Salaam currently receives heavy rainfall, World Bank (2016) Promoting Green Urban frequently the cause of flooding in the city. Development in African Cities highlights these Low-lying areas are worst hit. These are usually effects and describes how the inadequate drainage areas with unplanned development and informal infrastructure capacities have “degraded the settlements, which increases the likelihood that the quality of the city’s natural environment and the poorest sector of the population is most affected. vital ecosystem services that they provide.” The clogging of drainage networks by solid waste contributes to decreased network capacity and pollution of the runoff rivers. This results in seasonal flooding events and the rapid spread of disease amongst communities. The costs of flooding range from loss of property, health risks (for instance the increase in risk of malaria), contamination of drinking water, and overflow of sanitation systems; to loss of life. Volume 2 / Part 5 363 5.4 Drainage Categorisation REAL ESTATE PROFILE Drainage Diagnosis SOCIO-EONOMIC & The diagnosis of the drainage network was determined via an analysis of the existing Density Spread of Drainage network holistically. Areas were evaluated on the Infrastructure following criteria: The existing formal drainage network terminates at outfalls into Msimbazi River and the estuary. • Development status - unbuilt has best storm The network consists of open drainage ditches water drainage capacity, followed by planned, and drains. There are new drains along the and unplanned has the worst capacity due to new BRT roadways, but the hydraulic design the possibility that unplanned structures have has proven to be insufficient to deal with the been built within the drainage pathways. ENVIRONMENT quantities of storm water runoff experienced in • Quantity and type of drainage NATURAL the rainy season. • Proximity to low-lying areas, wetlands, or The capacity indicated in the waterbodies / rivers Table 2.5.17 provides an indication of the relative density of stormwater channels / pipes, The results were then tabulated and given a colour which the higher it is, would intuitively assist coding according to their diagnosis. with the drainage of large storm events. This allows for a quick visual overview of the areas needing urgent attention and the areas which may be further down the list of infrastructure priorities. URBAN PLANNING Please note that these stations were selected based on available information, first, and secondly on providing a representative sample of the corridor. Capacity (km Total No. % Poor Municipality Station Infrastructure/km2 of Drains Conditions Radius at Station Kimara Terminal 5.3 Kinondoni 443 38% Ubungo Terminal 15.4 TRANSPORT Manzese 35.9 Ilala 157 58% Magomeni Hospital 38.3 Jangweni 23.8 Temeke 225 52% CBD 19.7 Table 2.5.16 Drain Density Spread Table 2.5.17 Indicative Drainage Network Capacities Source: World Bank (2016), Promoting Green Urban Development in African Cities INFRASTRUCTURE Inadequate capacity. Poor Adequate capacity but limited development potential without development potential. large infrastructure investments. Some limited capacity, but poor Good capacity and development potential. development potential. 364 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.4 Figure 2.5.24 Drainage categorisation Further study is needed to evaluate the drainage The existing drainage network is largely informal, network for seasonal changes, capacities once the and so formalising some of the current drainage solid waste is removed, and adequacy of current channels may change the outcome of the infrastructure design. drainage analysis. Station Adequacy of Supply Kimara Unplanned and unbuilt areas. Only BRT roadway drainage. Not near a river or Terminal flood plain, so development is possible if infrastructure investments made. Planned and unbuilt areas. Crossroads of primary drainage channels, so Ubungo capacity determined by upstream drainage. Between two watercourses, which Terminal could possibly limit development potential due to flood line setbacks. Unplanned areas. Large quantity of drainage infrastructure. Large number of water Manzese bodies within study area, wetlands in places, which limit development potential. Mostly planned, with some unplanned. Large unbuilt area within study Magomeni zone. Large quantity of drainage infrastructure. Water bodies and Hospital wetlands fall within study area, which limit the developable potential. Unplanned and unbuilt, very limited planned. Little drainage Jangwani infrastructure. Within a flood plain / water body / wetland. CBD Planned areas. Adequate infrastructure quantity. Located at outlet into estuary. Table 2.5.18 Adequacies of the Drainage Supply Volume 2 / Part 5 365 5.4 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL URBAN PLANNING TRANSPORT INFRASTRUCTURE Canals in the Olifants River Valley directing water from the Stompdrift and Kamanassie Dams, Oudtshoorn, South Africa 366 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.4 519000 TANGI BOVU 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, LUG positional or general accuracy and completeness of the data ALO or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption of responsibility is accepted by Broadway Malyan Limited and no reliance may be placed on this information by the client or any third parties. This information is supplied to you for indicative purposes only and must be verified by the use of a full measured topographical survey. Broadway Malyan accepts no liability for any losses or damages, including incidental or consequential damages, resulting from the use of the material. Legend ! Brt Terminals  BRT Stops-Phase 1 GE EN W M Railways Rivers 9250000 KIMARA NI Streams TEM BO Kimara Resort Terminal BARUTI Bucha Corner Stormwater Pipelines Baruti Kibo UBU NG Ubungo O UBUN Maji GO BUS Ubungo TERM Canals Terminal INA L SHEKILA NG Shekilango Ditches UBUN GO Drains Waterbodies Wetlands Land Use MA BIB Planned Development O EX TE RN AL Unplanned Development Open Space Water Hazard 9245000 9250000 River Valley Swamp Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km Figure 2.5.25 Drainage T A JC O NG UK Volume 2 / Part 5 367 Drainage 5.4 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL M W EN G E BAM MOROCC AGA O Morocco Terminal NA MA NG AS HO PP URBAN PLANNING ING CE Kinondoni B NTR E MW INYI Mwanamboka ALL ONDO /KIN T RD JC Y H. NI GO Mkwajuni Urafiki Manzese TipTop Manzese SA URA LE FIKI ND Manzese ER BR Argentina ID G E Kagera Mwembe Kanisani Chai Magomeni Hospital MA GO MEN I MA PIPA TA NG Jangwani TRANSPORT A AN IB FIRE AK YIK STA TIO A N M O Fire TO RS DIT I ON UK IO Kisutu AK KIV /OH T IB A RD T JC S MNA JA MM Posta ya O ZI Zamani Kivukoni City Msimbazi Terminal Police Council T JC T I AR E JC ND MB A GO I/B AN AN CH EZ TA VE ER Kariakoo G Terminal ERA TATU TA KURASINI BEND BA TA JC T KU RA SIN UDI INFRASTRUCTURE AD EPO T RA ZA TA BU URG U NI SINI KURA SIBU UHA RA ZA TA ER RN CO JET I KURASIN UHASIBU CHAN G`O M BE ) Y ALL ZIZI AA (KW NI MTO 368 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.4 519000 9255000 DISCLAIMER Contractors are not to scale dimensions from this drawing The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data 9250000 or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a 9255000 particular purpose, accompanying this drawing. No assumption Kimara Resort of responsibility is accepted by Broadway Malyan Limited and Terminal no reliance may be placed on this information by the client or any Bucha Corner third parties. This information is supplied to you for indicative Kibo Baruti purposes only and must be verified by the use of a full measured Ubungo topographical survey. Broadway Malyan accepts no liability for Maji Ubungo any losses or damages, including incidental or consequential Terminal damages, resulting from the use of the material. Shekilango Legend Stormwater Infrastructure Stormwater Infrastructure Weights 0 2 5 10 ! Brt Terminals 9245000  BRT Stops-Phase 1 Railways Recommended P Municipal Bounda N 0 500m 1 1.5 2km Figure 2.5.26 Drainage - Heat Map 250000 Volume 2 / Part 5 369 Drainage - Heat Map 5.4 526000 533000 REAL ESTATE PROFILE SOCIO-EONOMIC & ENVIRONMENT NATURAL Morocco Terminal URBAN PLANNING Kinondoni B Mwanamboka Mkwajuni Urafiki Manzese TipTop Manzese Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Hospital Magomeni Mapipa Jangwani TRANSPORT Fire DIT Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council Kariakoo Terminal INFRASTRUCTURE As part of the income survey that has formed part of Phase 1, a series of questions were asked of residents residing within the BRT corridor pertaining to the level of drainage infrastructure services that exist within their communities, to better understand the reality of infrastructure on the ground and the challenges experienced in terms of drainage. The key findings of the survey have been distilled and are included in this spread, which can be used to augment the study to date. 372 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.5 Solid Waste This section aims to address the current capacities In the City of Dar es Salaam solid waste is for solid waste management (SWM) in with specific managed by the Dar es Salaam City Council reference to waste management challenges that Waste Management Department. Each of the three are to be addressed through integrated waste Municipalities of Kinondoni, Ilala and Temeke are management (IWM). An assessment of current held responsible for contracting collection and literature has been used to determine waste transportation services for solid waste generated management infrastructure capacities available as within each respective jurisdiction. well as current waste generation rates. These two components are the foundation of Solid Waste Generation developing a waste management strategy (WMS). It is estimated that the City of Dar es Salaam The WMS will consist of the following 6 stages as a generates about 4,848 tonnes of solid waste per full life cycle of waste needs to be considered. day from residential areas, industrial areas and These SWM life cycle stages are: commercial establishments such as markets and other informal sectors. • Control of generation • Transfer and transport • Storage • Processing Solid Waste Disposal • Collection • Disposal Management of urban solid waste and especially waste disposal site management is one of the Any WMS that is to be developed must address few responsibilities that has for many years all aspects of waste from generation to ultimate not been recognized as part of the broader disposal as waste is to be management in a urbanization problems. The practice of open sustainable and integrated manner based on best dumps is a dilemma for the towns and cities practice principles in terms of the waste hierarchy in Tanzania. Open dumping of waste is not which is the prevention, reuse, recycle, recovery of an acceptable practice for the final disposal materials or energy and final disposal of waste. of solid waste. Central Government needs to support the City and Municipal Authorities to General Overview either establish sanitary landfills or upgrade and improve the current disposal operations. Dar es Salaam currently suffers from a lack of On average, only 51% of the waste generated per services in all spheres of infrastructure. The lack day is collected and transported to a dumpsite. of roads, water, drainage, sewerage and more evidently waste management has created a The City Council of Dar es Salaam intends big gap in service provision. For development to develop a modern sanitary landfill in Pugu to take place, the current lack of infrastructure Kinyamwezi with the main aim of disposing solid needs to be addressed. SWM in Dar es Salaam waste in an environmentally sound manner. is poorly managed. The vision of Dar es Salaam By doing so, public health will be safeguarded and is to be a healthy and safe environment for the environment will be protected. all inhabitants. Currently solid waste is disposed through open dumping with adverse impacts on public health Current Waste and the environment. Final disposal activities are Management Practices currently taking place at Pugu Kinyamwezi which is situated 30km from the city centre. The purpose Dar es Salaam waste generation is expected of the new landfill development on the same site to increase with population growth and is to improve quality of life through sustainable economic development. Poorly managed development and appropriate management of solid solid wastes poses a risk to human health and waste (including proper operational standards). the environment. Currently there is no proper method of handling of waste at the Pugu kinyamwezi dumpsite which is the only one official dumpsite for the city. What is happening is crude dumping of solid waste which results in burning and heavy smoke, causing negative impacts on the Community living nearby. Volume 2 / Part 5 373 5.5 Gap Analysis the approach to environmental management which includes SWM. Part IX of the draft Act does There are many gaps that need to be addressed REAL ESTATE PROFILE focus on waste management by charging local SOCIO-EONOMIC & with regards to SWM, however, it is to be noted government with the duty to manage and minimise that the management of waste will only be resolved solid waste at source which is a key factor in the by joint efforts from drainage and sewerage. waste hierarchy. These vital services need to be addressed in a holistic manner in order to make a substantial Part IX of the Act has five main sections: improvement of all services. In the interim, it is • Solid waste • Gaseous waste proposed that effective initiatives are implemented and various measures are to be taken to collect • Litter • Hazardous waste and mitigate the impact of waste disposal. • Liquid waste The following gaps were identified: Challenges ENVIRONMENT • Inadequate collection of waste NATURAL • No recycling initiatives implemented by the A number of key challenges relating to SWM in government, and too few initiated by private Dar es Salaam have been identified. These include: companies, • Inadequate collection services • Public education and awareness on waste management needs to be implemented • Illegal dumping • No initiative underway from government to • Waste washing into storm water channels address illegal dumping or littering causing blockages and flooding URBAN PLANNING • Lack of formal data in terms of efficiency of • Lack of compliant treatment or disposal facilities collection • Burning of waste • Inadequate records maintained on the quantities • Lack of public awareness of proper waste and types of waste collected and disposed at management practices and the consequences sites • These would need to be addressed in the WMS. • Poor management of disposal sites • There is no facility available to dispose of Current Level of Service hazardous material. The current level of service appears to be at TRANSPORT about 50%, however further studies need to Legislative Overview be conducted to confirm this as data available There is no comprehensive legislative or policy is limited. Estimates of waste collection rates are framework relating to the environment and waste shown in Table 2.5.19. (Overview of solid waste in Dar es Salaam, S. Bubewga, 2012). The Environmental Act, 2004 is currently under review to formulate and integrate The Amount of Wastes The Average Amount of INFRASTRUCTURE Municipality % Generated per day Wastes Collected per day Ilala 1,088 600 55 Kinondoni 2,026 1,030 51 Temeke 1,138 546 48 Table 2.5.19 Waste collection rates 374 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.5 Objectives The main objective for the WMS to be developed is better for the environment and human health around two concepts, (1) Sustainable Waste is the preferred option. Management and (2) Integrated Solid Waste Management (ISWM). These have been • The last resort is disposal and is only defined below. considered once all other possibilities have been explored. Disposal is any operation that 1. Sustainable Waste Management can be involves the dumping and treatment of waste defined as using material resources efficiently without energy recovery. to cut down on the amount of waste produced, and, where waste is generated, dealing with Current Waste Generation it in a way that actively contributes to the economic, social and environmental goals of and Corridor Development sustainable development. Baseline analysis (Municipal Solid Waste 2. ISWM is a comprehensive waste prevention, Management in Dar es Salaam, draft baseline recycling, composting, and disposal program. analysis, Robert Breeze, October 2012) indicated An effective ISWM system considers how to that 4,200 tonnes per day (t/p/d) of solid waste prevent, recycle, and manage solid waste in was being generated in Dar es Salaam at ways that most effectively protect human health that time. This represents a generation rate and the environment. of 0.93 kg/cap/day based on a population of 4.3 million (Broadway Malyan figures). Using a These two objectives are to be supported by the population growth rate of 5.65 % (CoLab linear waste hierarchy which is the process by which a growth model) waste generation rates can be strategy needs to be developed through reducing furthermore projected. the generation of waste before considering disposal to landfill as waste is considered to be A breakdown of current waste generation (2015) a material of great value which can be reused, in Dar es Salaam is shown in Table 2.5.20 and recycled and the value recovered before disposal waste composition in Table 2.5.21. An estimation of is considered. The waste hierarchy’s stages are the type of waste generated will be established defined below as follows: based on industry types. It can be assumed from population growth rates that the waste generation • The reduction of waste is the most vital point in is currently the waste hierarchy. Reduction usually results in the least environmental and economic Waste Collection life cycle costs. It requires no collecting or processing of materials. Waste collection is considered to be the removal of waste from communities and • The re-use of waste is the next option. collection points. In DSM this service is carried Re-using waste often requires collection out by the Municipality, private companies and but relatively little or no processing. the informal sector. Coverage of this collection is It involves sorting, cleaning, repairing, and/or approximately 50%. Waste is not segregated prior refurbishing items or spare parts. to collection therefore recyclables / dry wastes are not separated from wet waste. It has been • Recycling involves sorting and processing the estimated that less than 40% of waste generated is recyclable products into raw material and then either collected, recovered or disposed in a landfill. remanufacturing the recycled raw materials into This indicate gaps in waste management as not all new products. waste can be documented in terms of its disposal • The recovery of waste is separated into and indicates that illegal dumping and burning of two parts: the recovery of materials, and the waste is taking place which is a concern for health recovery of energy. Whichever of the two options and safety of communities and the environment. Volume 2 / Part 5 375 5.5 Generation Percentage of Tonne / Day Waste Type Rate per Sector Waste Stream REAL ESTATE PROFILE SOCIO-EONOMIC & Household 3,104 Kitchen waste 39% Commercial 223 Plastic 16% Grass and wood 10% Institution 20 Paper 8% Market 281 Leather and rubber 6% Street 5 Ceramic and stone 6% Other 621 Textile 5% Total 4,252 Metal 5% Other 3% ENVIRONMENT Table 2.5.20 Waste generation rates per sector in 2015 Glass 3% NATURAL Total 100% Table 2.5.21 Waste composition The approximate existing land use spilt for the 1 km The capacities of each collection point have not offset to the Phase 1 corridor has been determined been determined. It has been interpreted that URBAN PLANNING as follows (31712-BM-Diagnosis_ Consultants P 18 there is new infrastructure planned in terms of – Land Use Assessment of BRT Phases): waste management, such as transfer stations and gas to energy projects, which will significantly • Residential – 58% improve waste management within the area and • Commercial – 3% subsequently the entire DSM. • Institutional – 12% It is to be noted that no capacities have been made available for the • Industrial – 4% current infrastructure. The requirements for collection points and for collection frequency will • Transport – 4% need to be determined along the corridor in relation • Unbuilt – 17% to population densities, number of commuters TRANSPORT using the facilities and income groups which fall This spilt indicates that the greatest percentage of within the corridor. The collection points are listed waste generated will be domestic waste, however in Table 2.5.22 (page 376). hazardous waste from the industrial sector must also be taken into account. Municipalities currently use private collection services as an outsourced municipal service as well as hired vehicles in some portions of Existing Infrastructure the areas of Temeke, Ubungo and Kinondoni. for Collection The private collection companies are currently operating in the areas as shown in The current collection points are INFRASTRUCTURE Table 2.5.24 (page 378). shown in Table 2.5.22 (page 376) and Figure 2.5.28 (page 381), as to their locations with reference to the corridor development which is the 1 km corridor outlined in red. These collection points are scattered over the area and are indicated by means of blue points. 376 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.5 Municipality Location Facility Proposed Transfer Station Kunduchi Quarry (TS) Alternative B Kigogo Old Dampo Proposed TS Alternative A Kinondoni KMC Mwananyamala Yard Proposed TS Alternative B Municipality Kijitonyama Garage Collection Points Tandale Sokoni Collection Points Makumbusho Market Collection Points Jangwani Proposed TS Alternative B Buguruni Kisiwani Collection Points Tabata Sukita Proposed TS Alternative A Kidongo Chekundu Proposed TS Alternative B Ilala Tazara Mchicha Proposed TS Alternative B Municipality Yombo Relini Collection Points Ilala MC office Proposed TS Alternative B Samora Ave Collection Points Zanaki Stree Collection Points TAZARA Proposed TS Alternative B Mwembe Yanga Collection Points Temeke Mwisho Collection Points Temeke Kurasini Mji Mpya (Chamazi) Collection Points Municipality Moniz Kabuma Gas Energy Project Kurasini Mivinjeni Proposed TS Alternative A Temeke Stereo Collection Points TMC Office Collection Points Table 2.5.22 Existing and planned facility locations Volume 2 / Part 5 377 5.5 Treatment Disposal According to the waste hierarchy, treatment of There are currently 5 (five) dumping sites, 4 (four) REAL ESTATE PROFILE SOCIO-EONOMIC & waste is placed above disposal which means that hazardous waste sites, 33 (thirty three) recycling it is preferred over disposal. Established treatment facilities (mostly plastic processing) and a waste techniques include composting, incineration, composting pilot project in Gongo la Mboto which recycling and landfill gas to energy. collects organic material from the Gongo la Mboto Some emerging treatment techniques are market food and surrounding residential areas. anaerobic digestion, bioconversion, gasification (one ton of organic fertilizer a month) and pyrolysis. There is currently only one landfill facility that The selection of any waste treatment technique is operational. This facility is the Pugu Kinyamwezi must consider the following: dump site which is located 30 km from city centre. The locality is indicated to the South on • Quantity and quality (types) of waste produced Figure 2.5.28. ENVIRONMENT NATURAL • Socio-economic situation (e.g. is there a need This location is considered to be isolated and to create low-skilled jobs) a great distance must be travelled by waste trucks in order to dispose of waste. This could • Skills base also contribute to the reason for illegal dumping, • Cost (of operation and construction) burying and burning of waste as the site is further than the generally recommended 20 km. • Market conditions The controlled dumping sites in DMS are displayed The current existing treatment capacity is limited as in Table 2.5.23. indicated by the estimate given in the 2012 study URBAN PLANNING that the calorific value of waste in the area s Pugu Kinyamwezi is considered to be an open 10,000 to 12,000 kJ/kg. dump with no liner, no cover, and no fence. Upgrades to the site are currently being done. Moisture content is estimated at about 30 to 40% However, there is no hazardous waste facility to depending on the time of year. This limits the handle hazardous material and waste. possibility of using the solid waste for waste to energy projects. According to the 2015 study the following percentages of general waste disposal practices are indicated in Figure 2.5.27. Dumping Site Status TRANSPORT Pugu Kinyamwezi Currently operational Closed (residents have Tabata built on this area) Vingunguti Closed Mtoni Technical closure Kigogo Closed Hazardous Status Waste Sites INFRASTRUCTURE Safe waste (private company) Mkuranga handling medical waste Kisarawe Tabata Wazo Hill Wazo cement factory Galia (Ilala) Recycle vehicle batteries Table 2.5.23 Controlled Dumping Sites Figure 2.5.27 Percentages of general waste disposal 378 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.5 Municipality Private Collection Companies Areas Serviced Wokas General Supply Ferry area and Kariakoo market Pick Trading Gerezani Aifola Enterprises Ilala Bungoni GIN Investment Jangwani Kajenjele Trading Ltd Mchikichini / Muhimbili Hospital Ilala Tirima Enterprises Upanga East / Upanga West Pick Trading Kariakoo and city centre areas Green waste Ilambi Company ltd - Mauki Company limited Kigogo BAM Waste Magomeni Kinondoni Masaki ECO Protection Company Ltd Mikocheni More4 less* - MP Environment Pick Trading Temeke El Jabry - More4 less* Ubungo More4 less* Table 2.5.24 Private collection companies - * Municipality hired vehicles This indicates that although municipal collection • Waste to energy is being explored through (51%) is predominantly the main waste practice anaerobic digestion, fuel production, use of taking place, there is a large amount of wasted cement kilns for co-processing plastic waste being buried (26%) which needs to be addressed with future planned infrastructure. • Construction of a sanitary landfill Membe, 2015 indicates the following treatment and • Hazardous waste facility disposal facilities are planned: The development of the WMS will evaluate all the • Pilot composting plant in Kinondoni feasible and practical options for all the aspects Municipality (20 to 50 tonnes per day) of waste management and propose solutions to (latitude 6°54’6.60”S; longitude 39° 6’28.88”E) resolve the challenges mentioned above. Volume 2 / Part 5 379 5.5 Recommendations REAL ESTATE PROFILE SOCIO-EONOMIC & The Following is Recommended for the BRT Corridor Regarding Waste Management: Waste Collection and Storage: Processing and Disposal: • One of the issues identified is inadequate • Illegal dumping has been identified as a collection services. The coverage and removal major issue. This results in litter washing into rate from households, which currently stands storm water drains and channels causing at only 50 %, needs to be increased to reduce blockages and potential flooding. This can the problem of litter and illegal dumping. be resolved in a number of ways. The ideal This can be done by contracting private waste solution is to remove the source by upgrading removal companies and / or engaging with the the collection systems. An additional interim Municipalities to understand why the rate of measure would be to install litter traps at ENVIRONMENT removal is so low. It could be due to, amongst strategic points in drains and channels. NATURAL other things, lack of infrastructure or funding. These will trap the waste and these can be cleaned out on a regular basis. • Recycling projects can provide a means of job creation while at the same time reducing the • Infrastructure facilities for recycling of waste problem of litter and lack of disposal facilities. should be improved. • An evaluation of existing infrastructure • The landfill needs to be upgraded and capacities (vehicles for waste collection, waste possibly a new landfill established closer to the storage facilities and receptacles etc.) must be city centre. Infrastructure such a roads might URBAN PLANNING conducted to determine the requirements for need to be improved to make access to the additional facilities. A survey of bins and skips site easier. in public areas as well as for households should be conducted. This will allow recommendations • Burning of waste is a challenge that to be made regarding additional infrastructure to needs to be addressed because of the be established. environmental impacts. This can also be addressed through addressing collection and • A waste characterisation study of the area would disposal issues. provide an assessment of available recyclable materials and the potential value should • There is a lack of compliant treatment recycling projects be implemented. or disposal facilities and this needs to be addressed. TRANSPORT • The requirements for collection points and for collection frequency will need to be determined • There is a lack of public awareness of proper along the corridor in relation to population waste management practices and the densities consequences and this can be addressed through awareness campaigns and education. INFRASTRUCTURE 380 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.5 512000 519000 9250000 Ubungo Kimara Resort Terminal Bucha Corner Kibo Baruti Ubungo Maji Ubungo Termina 9250000 DISCLAIMER Kimara Resort Ubungo Terminal Contractors are not to scale dimensions from this drawing Bucha Corner Kibo Baruti The information on this drawing was derived from indicative Aerial and digital sources and whilst Broadway Malyan Limited Used reasonable skill and care in the creation of this information, we cannot accept any responsibility for any errors, omissions, positional or general accuracy and completeness of the data or any information contained therein. There are no warranties, expressed or implied, including the warranty of fitness for a particular purpose, accompanying this drawing. No assumption 9245000 of responsibility is accepted by Broadway Malyan Limited and no reliance may be placed on this information by the client or any third parties. This information is supplied to you for indicative purposes only and must be verified by the use of a full measured topographical survey. Broadway Malyan accepts no liability for any losses or damages, including incidental or consequential damages, resulting from the use of the material. Legend ! Brt Terminals  9250000 BRT Stops-Phase 1 9245000 Waste Facilities ! ( Collection Points ! ( Gas Energy Project ! ( Proposed TS Alternative A ! ( Proposed TS Alternative B 9240000 ! ( Pugu Landfill Site Guavay Composting Site ! < ! < Guavay Composting Site Railways Land Use Planned Development Unplanned Development 9240000 Open Space Guavay Composting Site ! < Water Recommended Plan Area Ward Boundary 9235000 Municipal Boundary N Pugu Landfill 0 500m 1 1.5 2km 9245000 River network generated from the 30m SRTM DEM. Custodian - Aurecon 512000 Document Path: S:\Projects\2017\G113365\mxd\INFRASTRUCTURE\waste_A0_v3.mxd Figure 2.5.28 Waste 519000 9235000 Volume 2 / Part 5 381 526000 533000 Waste 5.5 D REAL ESTATE PROFILE SOCIO-EONOMIC & Morocco Terminal Kinondoni 9250000 Kinondoni B Ubungo Mwanamboka Maji Ubungo Terminal Shekilango Mkwajuni Urafiki ENVIRONMENT Manzese TipTop Manzese NATURAL Manzese Argentina Kagera Mwembe Kanisani Chai Usalama Magomeni Mapipa Jangwani Fire DIT Kisutu Posta ya Zamani Kivukoni City Msimbazi Terminal Police Council URBAN PLANNING Kariakoo Terminal 9245000 Ilala Temeke TRANSPORT ¯ K GRI 9240000 PRO 0 INFRASTRUCTURE 9235000 382 Volume 2 / Part 5 - Baseline Assessment & Diagnosis of BRT Corridor 5.5 al ! ( Kimara Terminal Legend Service Area Analysis Walking time to facility (min) 5 10 ! Brt Terminals Railways Road Network Trunk Regional Land Use Planned Development Unplanned Development Open Space Water Recommended Plan Area Municipal Boundary N 0 500m 1 1.5 2km Figure 2.5.29 Waste - Heat Map Volume 2 / Part 5 383 Waste - Heat Map 5.5 Solid Regi Phas REAL ESTATE PROFILE SOCIO-EONOMIC & N ENVIRONMENT NATURAL ( ! ( ! ( ! Morocco Terminal ( ! ( ! URBAN PLANNING ( ! ( ! ! ( ! ( ( ! ! ( ( ! ! ( ! ( ( ! ( ! ( ! ( ! ( ! ( ! (! ! ( TRANSPORT ! ( ! ( Kivukoni Terminal ( ! ! ( Kariakoo Terminal Lege Servic ! ( Walkin ( ! 5 INFRASTRUCTURE 1 ( ! ! B R Road T R Land U P U O W R M As part of the income survey that has formed part of Phase 1, a series of questions were asked of residents residing within the BRT corridor pertaining to the level of solid waste services that exist within their communities, to better understand the reality of infrastructure on the ground. The key findings of the survey have been distilled and are included in this spread, which can be used to augment the study to date. 386 Volume 2 / Part 6 - Baseline Assessment & Diagnosis of BRT Corridor  Volume 2 / Part 6 387  Vol.2 Index Abbreviations Figure & Table Index 388 Volume 2 / Part 6 - Baseline Assessment & Diagnosis of BRT Corridor  Abbreviations The following abbreviations are used throughout this report: Abbreviations AfDB African Development Bank AUR Aurecon BM Broadway Malyan BRT Bus Rapid Transit CBD Central Business District CDS Corridor Development Strategy CRO Certificate of Right of Occupancy DCC Dar es Salaam City Council DART Dar es Salaam Rapid Transit DMDP Dar es Salaam Metropolitan Development Project DLA Dar Local Authorities DPH Dwelings per Hectare FAR Floor Area Ratio GFA Gross Floor Area GIS Geographic Information System JICA Japan International Cooperation Agency JPH Jobs per Hectare MC Municipal Council MIC Mobility in Chain MLHHSD Ministry of Lands, Housing and Human Settlements Development Volume 2 / Part 6 389  Abbreviations MOWTC Ministry of Works, Transport and Communications NMT Non-Motorised Transport OSM OpenStreetMap PO-RALG President’s Office, Regional Administration and Local Government POD Pedestrian Oriented Development PPH People per Hectare PPP Public Private Partnership RACI Responsible, Accountable, Consulted, Informed RAHCO Reli Assets Holding Company RFI Request for Information RSA Republic of South Africa SUMATRA Surface and Marine Transport Regulatory Authority SWOT Strengths, Weaknesses, Opportunities & Threats TANROADS Tanzania National Roads Agency TIC Tanzania Investment Centre TOD Transit Oriented Development ToR Terms of Reference TRA Tanzania Revenue Authority WB World Bank 390 Volume 2 / Part 6 - Baseline Assessment & Diagnosis of BRT Corridor  Figure Index Introduction 28 - Figure 2.0.1 Old Municpal Boundaries (up to 2015) 29 - Figure 2.0.2 New Municpal Boundaries (Since 2015) Socio-Economics & Real Estate Profile 34 - Figure 2.1.1 Tanzanian Growth Continues to Outpace EAC Comparator Countries - (World Bank, April 2017) 34 - Figure 2.1.2 Change in Cost of Debt Servicing - (ABDG, OECD,& UNDP, 2016) 35 - Figure 2.1.3 Road Density in Tanzania & Comparators - (World Bank) 35 - Figure 2.1.4 Electricity Production in Tanzania & Comparators - (World Bank) 36 - Figure 2.1.5 Urbanisation Levels and Share of Informal Work in Total Employment in six African Countries and 26 non-African Countries, 2010 (ILO 2012, UNDESA 2014) 37 - Figure 2.1.6 Composition of Tanzania’s GVA - (African Development Bank) 38 - Figure 2.1.7 MVA per Capita, East African Countries, by % of GDP 2000-2011 - (African Development Bank) 40 - Figure 2.1.8 Employment in Dar es Salaam Compared to Other Regions - (NBS, 2016 & CoLab) 41 - Figure 2.1.9 New Employment in 2015 by Stratum, by Household Head, in Dar es Salaam Compared to Other Regions - (World Bank Household Survey, 2016) 41 - Figure 2.1.10 Dar es Salaam - Informality and Type of Employment, by Stratum, by Household Head - (World Bank) 42 - Figure 2.1.11 Employment Census Data - (Tanzanian Census, 2012) 43 - Figure 2.1.12 Unemployment Census Data - (Tanzanian Census, 2012) 44 - Figure 2.1.13 % of Dar Population Employed by Sector - (Census 2012) 45 - Figure 2.1.14 Population by 5-Year age Groups - (Dar es Salaam, Census 2012) 47 - Figure 2.1.15 Population by 5-Year age Groups - (Dar es Salaam, Census 2012) 48 - Figure 2.1.16 Percentage of Urban and Rural Households in Tanzania, Compared Across Census Periods - (NBS 2012) 49 - Figure 2.1.17 Variation in tax Payment by Urban Location, in Dar es Salaam - (World Bank, 2016) 50 - Figure 2.1.18 Urban Household Budgets for Transport in 11 Sub-Saharan African Countries - (2008) (World Bank & UKAID, February 2017) 51 - Figure 2.1.19 Owner-Occupied Housing - (Tanzanian Census, 2012) 52 - Figure 2.1.20 Private Rental Accommodation - (Tanzanian Census, 2012) 53 - Figure 2.1.21 Social Housing - (Tanzanian Census, 2012) 54 - Figure 2.1.22 Households Reporting Sheet Metal Roofing - (Tanzanian Census, 2012) 55 - Figure 2.1.23 High Quality Roofing on Housing - Tanzanian Census, 2012) 56 - Figure 2.1.24 Employer-Provided Accommodation - (Tanzanian Census, 2012) Volume 2 / Part 6 391  57 - Figure 2.1.25 Net Enrolment Rates Urban vs Rural Tanzania - (Census 2012) 58 - Figure 2.1.26 High Educational Attainment in Dar es Salaam - (Tanzanian Census, 2012) 59 - Figure 2.1.27 Illiteracy in Dar es Salaam - (Tanzanian Census, 2012) 63 - Figure 2.1.28 Highest Land Values by Ward - 2016, Based on Government Rate Valuations - (Data Obtained by PO-RALG) 64 - Figure 2.1.29 Growth in Values of the Highest Value Commercial Space Between 2012 - 2016 - (Based on the Assessment for Rate - (PO-RALG) 65 - Figure 2.1.30 Relation Between Land Value and Rents, by Ward - (Pangani Real Estate & CoLab) 66 - Figure 2.1.31 Classification by Grade of Office Space in Dar es Salaam - (Pangani Real Estate) 69 - Figure 2.1.32 Commercial Cluster Sizes vs Occupanc - (Pangani Real Estate) 71 - Figure 2.1.33 Office Clusters, Rents and Locations - (CoLab) 72 - Figure 2.1.34 Forecast of Cumulative Supply vs % Occupancy - Commercial Space - (Pangani Real Estate) 73 - Figure 2.1.35 Commercial Rent Values by Owner Sector in $US per Month - (Pangani Real Estate) 75 - Figure 2.1.36 Retail Submarkets by Land Price and Rents, in Dar es Salaa - (Pangani Real Estate) 76 - Figure 2.1.37 Retail Provision by Tier, in Dar es Salaam - (Pangani Real Estate) 79 - Figure 2.1.38 Retail Developments - (CoLab) 81 - Figure 2.1.39 Comparing Warehouse Provision in Dar es Salaam to Nairobi and Lusaka - (Pangani Real Estate) 82 - Figure 2.1.40 Land Prices and Rents for Industrial use by Ward, Dar es Salaa - (Pangani Real Estate & CoLab) 83 - Figure 2.1.41 Maximum Industrial Land Values in 2016 - (Government Valuations for Rates, PO-RALG) 84 - Figure 2.1.42 Maximum Growth in Industrial Land Values in 2016 - (Government Valuations for Rates, PO-RALG) 86 - Figure 2.1.43 Monthly USD Rental Prices for a 3/4 Bedroom Home in Various Wards of Dar es Salaam 2015 v 2017 - (Pangani Real Estate) 87 - Figure 2.1.44 Monthly Rental Prices for a 3/4 Bedroom Home in Wards of Dar es Salaam - (Pangani Real Estate) 88 - Figure 2.1.45 Maximum Residential Land Values for 2016 - (Government Valuations for Rates, PO-RALG) 89 - Figure 2.1.46 Maximum Residential Growth Values, 2012 to 2016 - (Government Valuations for Rates, PO-RALG) 94 - Figure 2.1.47 Real Estate Potential Land Use by Station: BRT Phase 1 Corridor - (CoLab) 102 - Figure 2.1.48 Land Value Capture - The Concept - (CoLab) 105 - Figure 2.1.49 London Property Price Premiums in Relation to Tube Stations - (TFL 2017) 108 - Figure 2.1.50 Maximum Residential Growth Rates for Land Values for 2016 - (Government Valuations for Rates, PO-RALG) 109 - Figure 2.1.51 Maximum Commercial Growth Rates for Land Values for 2016 - (Government Valuations for Rates, PO-RALG) 392 Volume 2 / Part 6 - Baseline Assessment & Diagnosis of BRT Corridor  Figure Index Natural Environment 116 - Figure 2.2.1 General Best Practice Setback Zones for Development Along Rivers and Watercourse 118 - Figure 2.2.2 Msimbazi River: River and Tributaries (Source: Dar es Salaam UEP Report 2016) 121 - Figure 2.2.3 Dar es Salaam Elevation Map - (Http://www.Floodmap.net) 123 - Figure 2.2.4 Slopes - (Aurecon) 125 - Figure 2.2.5 Flood Areas - (Aurecon) 128 - Figure 2.2.6 Institutional Arrangements for Environmental Management Within Tanzania Urban Planning 139 - Figure 2.3.1 Urban Structure in Dar es Salaam - (Broadway Malyan) 140 - Figure 2.3.2 Built / Unbuilt Split 141 - Figure 2.3.3 Historic City Growth of Dar es Salaam The Emerging Metropolis - (A History of Dar es Salaam, Circa 1862-2000, James R. Brennan and Andrew Burton) 143 - Figure 2.3.4 Existing Development, Built vs Un-Built - Phase 1 BRT Corridor - (Broadway Malyan) 147 - Figure 2.3.5 Employment Density-Phase 1 BRT Corridor - (Broadway Malyan) 149 - Figure 2.3.6 Land Use Plan, Level 02 - (Dar Municipal Councils / Broadway Malyan) 150 - Figure 2.3.7 Example Land Use Verification Sample Areas - Transect Survey & Streetscape Assessment 151 - Figure 2.3.8 Land Use Distribution of Built-Up Areas by Municipality - (Broadway Malyan) 156 - Figure 2.3.9 Land Use, Level 3 - (Broadway Malyan) 165 - Figure 2.3.10 Building Heights Plan - (Open Street Map 2017) 170 - Figure 2.3.11 Net Residential Density - (Broadway Malyan) 172 - Figure 2.3.12 Surveyed Plots and Parcels Plan - (Broadway Malyan) 175 - Figure 2.3.13 Kariakoo Ward Zoom In - Surveyed Plots and Parcels Plan - (Broadway Malyan) 177 - Figure 2.3.14 Density Study - (Census 2012) 179 - Figure 2.3.15 Gross Population Densities Comparison (1 km2): Dar es Salaam Samples and International Benchmarks - (Broadway Malyan) 184 - Figure 2.3.16 Employment Density - (Broadway Malyan) 187 - Figure 2.3.17 Urban Condition Plan - (Broadway Malyan) Volume 2 / Part 6 393  191 - Figure 2.3.18 The Hierarchy of Healthcare Facilities Within Tanzania’s Healthcare System 192 - Figure 2.3.19 Hospitals - (Aurecon) 193 - Figure 2.3.20 Clinics - (Aurecon) 194 - Figure 2.3.21 Health Centres - (Aurecon) 198 - Figure 2.3.22 Primary Schools - (Aurecon) 199 - Figure 2.3.23 Secondary Schools - (Aurecon) 200 - Figure 2.3.24 Tertiary Institutions - (Aurecon) 206 - Figure 2.3.25 Recreational Facilities - (Aurecon) 207 - Figure 2.3.26 Local Sport Facilities - (Aurecon) 208 - Figure 2.3.27 Religious Facilities - (Aurecon) 214 - Figure 2.3.28 Police Stations - (Aurecon) 215 - Figure 2.3.29 Fire Stations - (Aurecon) 216 - Figure 2.3.30 Libraries - (Aurecon) 217 - Figure 2.3.31 Post Offices - (Aurecon) 233 - Figure 2.3.32 Extracts From 2012-2032 Dar es Salaam City Plan-Key Strategy Diagrams (MLHHSD) 234 - Figure 2.3.33 Extract From 2012-2032 Dar es Salaam City Plan-Proposed Overall Framework (MLHHSD) 237 - Figure 2.3.34 Extract From 2012-2032 Dar es Salaam City Plan-Proposed Land-Use and City Expansion Areas 239 - Figure 2.3.35 Sample Pages From 2012-2032 Dar es Salaam City Plan-Proposed Area Guidelines (MLHHSD) 243 - Figure 2.3.36 Special Policy Areas & Ongoing Projects 246 - Figure 2.3.37 Proposed Land Use Plan, Kariakoo Area 247 - Figure 2.3.38 Proposed Land use Plan, Kurasini Area 248 - Figure 2.3.39 Proposed Land Use Plan, Magomeni Area 249 - Figure 2.3.40 Proposed Land use Plan, Oyster Bay, Masaki 250 - Figure 2.3.41 Proposed Land Use Plan, Kigamboni New City 251 - Figure 2.3.42 Proposed Land Use Plan, Upanga Area 251 - Figure 2.3.43 Proposed Building Heights Plan Upanga Area 394 Volume 2 / Part 6 - Baseline Assessment & Diagnosis of BRT Corridor  Figure Index Transport 259 - Figure 2.4.1 Future Modal Share, Target - (Mobility in Chain) 260 - Figure 2.4.2 Journey to Work - Transport Mode - (Mobility In Chain) 260 - Figure 2.4.3 BRT Usage - (Mobility In Chain) 261 - Figure 2.4.4 Challenges Reaching Work - (Mobility In Chain) 261 - Figure 2.4.5 Improvement Suggested - (Mobility In Chain) 265 - Figure 2.4.6 Current Road Network - (Open Street Map 2017; Mobility In Chain) 267 - Figure 2.4.7 Planned Road Network - (Mobility In Chain, JICA, World Bank) 269 - Figure 2.4.8 Mono Centric City Structure and Related Commuting Patterns - (Mobility In Chain) 269 - Figure 2.4.9 Current Modal Share - (World Bank, Http://www.Worldbank.org DAR RAPID TRANSIT PROJECT - Executive Summary) 270 - Figure 2.4.10 BRT Phase 1 Operational Services - (Mobility In Chain, DART) * Express Services During the Peak Hours - (Local Service From Kimara to Ubungo Maji) 271 - Figure 2.4.11 BRT Phase 1 Current Daily Ridership (Passengers/day) - (Mobility in Chain, DART) 273 - Figure 2.4.12 Current Public Transport Network - (Open Street Map 2017; DART) 274 - Figure 2.4.13 BRT Phase 1-2-3 Operational Services - (Mobility In Chain) 275 - Figure 2.4.14 Morogoro Road, Kimara Station - (Mobility In Chain) 277 - Figure 2.4.15 Planned BRT Network - (Mobility In Chain, DART) 279 - Figure 2.4.16 Airline Routes From Dar es Salaam Airport - (Mobility In Chain) 280 - Figure 2.4.17 Current Rail Network - (Open Street Map 2017) 281 - Figure 2.4.18 Planned Railway Network - (Open Street Map 2017) 282 - Figure 2.4.19 Current Dala Dala Network - (Open Street Map 2017; DART) 283 - Figure 2.4.20 Short Distance and Long Distance Ferry Services - (Mobility In Chain) 283 - Figure 2.4.21 Ferry to Kigamboni - (Mobility In Chain) 284 - Figure 2.4.22 Planned Truck Traffic Connections - (Mobility In Chain) 284 - Figure 2.4.23 Planned Freight Rail Links - (Mobility In Chain) 287 - Figure 2.4.24 Public Transport Isochronal Analysis. Origin: Gerezani Terminal - (Mobility In Chain) 287 - Figure 2.4.25 Public Transport Isochronal Analysis. Origin: Gerezani Terminal - (Mobility In Chain) 288 - Figure 2.4.26 Private Transport Isochronal Analysis. Origin: Ubungo Terminal (Mobility In Chain) 288 - Figure 2.4.27 Public Transport Isochronal Analysis. Origin: Ubungo Terminal (Mobility In Chain) 289 - Figure 2.4.28 Private Transport Isochronal Analysis. Origin: Airport - (Mobility In Chain) 289 - Figure 2.4.29 Public Transport Isochronal Analysis. Origin: Airport - (Mobility In Chain) Volume 2 / Part 6 395  290 - Figure 2.4.30 Public Transport Density. Overall, Current Condition (Mobility In Chain) 291 - Figure 2.4.31 Public Transport Density. Overall, Phase 1, 2 and 3 (Mobility In Chain) 291 - Figure 2.4.32 Public Transport Density. Overall, Full Implementation (Mobility In Chain) 292 - Figure 2.4.33 Betweenness Centrality of Phase 1 Stations (Mobility In Chain) 293 - Figure 2.4.34 Betweenness Centrality of Phase 1, 2 and 3 Stations (Mobility In Chain) 293 - Figure 2.4.35 Betweenness Centrality of Phase 1, 2, 3, 4, 5 and 6 Stations (Mobility In Chain) 294 - Figure 2.4.36 Phase 1 Corridor, Pedestrian Catchment Area - (Mobility In Chain) 295 - Figure 2.4.37 Population Within the Walking Catchment Area of 500m and 1,000m Compared With Ridership Figures at the Stations - (Mobility In Chain) 296 - Figure 2.4.39 Population and Employment Within the Walking Catchment Area of 500m - (Mobility In Chain) 297 - Figure 2.4.40 Dala Dalas in Dar es Salaam - (Mobility In Chain) 298 - Figure 2.4.41 Walkshed Analysis. Summary of Linear Meterage of Pedestrian Paths for Each Station and Related Densities - (Mobility In Chain) 300 - Figure 2.4.42 BRT Phase 1 Study Area. Intra Flows (Internal Trips) - (Mobility In Chain) 300 - Figure 2.4.43 BRT Phase 1 Study Area. Inter Flows (Inbuond Flows) - (Mobility In Chain) 300 - Figure 2.4.44 BRT Phase 1 Study Area. Inter Flows (Outbound Flows) - (Mobility In Chain) 301 - Figure 2.4.45 Aerial View of Dar es Salaam Residential Neighbourhoods - (Mobility In Chain) 302 - Figure 2.4.46 The Total Amount of Flows Generated From Each Zonal Unit at Dar es Salaam’s Scale (Mobility In Chain) 303 - Figure 2.4.47 The Total Amount of Flows Attracted by Each Zonal Unit Dar es Salaam’s Scale (Mobility In Chain) 305 - Figure 2.4.48 Intra Flows Representation (Yearly Trips) According to the Link’s Length (< 2,000 m) at Corridor Scale - (Mobility In Chain) 305 - Figure 2.4.49 Intra Flows Representation (Yearly Trips) According to the Link’s Length (> 2,000 m) at Corridor Scale - (Mobility In Chain) 306 - Figure 2.4.50 Inter Flows (Outbound) Representation (Yearly Trips) According to the Link’s Length (> 2,000 m) at Corridor Scale - (Mobility In Chain) 306 - Figure 2.4.51 Inter Flows (Inbound) Representation (Yearly Trips) According to the Link’s Length (> 2,000 m) at Corridor Scale - (Mobility In Chain) 307 - Figure 2.4.52 Current Population Densities Along the Corridor and Proposed Density Thresholds for Future Planning Along BRT Phase 1 - (Mobility In Chain) 308 - Figure 2.4.53 Operational Services on Existing and Planned BRT Network - (Mobility In Chain) 309 - Figure 2.4.54 Operational Service Typologies. Direct and Connective Option - (Mobility In Chain) 396 Volume 2 / Part 6 - Baseline Assessment & Diagnosis of BRT Corridor  Figure Index Infrastructure 321 - Figure 2.5.1 Combined Infrastructure - Heatmap - (Aurecon) 325 - Figure 2.5.2 Water Categorisation 327 - Figure 2.5.3 Water 329 - Figure 2.5.4 Potable Water - Heat Map 333 - Figure 2.5.5 Typical Main Distribution Substation 333 - Figure 2.5.6 Typical Secondary Distribution Substation 334 - Figure 2.5.7 Buffer Evaluation Zones 334 - Figure 2.5.8 Infrastructure Installation Timeline 335 - Figure 2.5.9 K North - Connected Load 335 - Figure 2.5.10 Ilala - Connected Load 336 - Figure 2.5.11 K South - Connected Load 337 - Figure 2.5.12 Temeke Connected Load 339 - Figure 2.5.13 Magunia Transformer Network Layout 340 - Figure 2.5.14 Bi Leila Transformer Network Layout 342 - Figure 2.5.16 Example of Erratically Placed Infrastructure 342 - Figure 2.5.15 Badly Planned Networks 342 - Figure 2.5.17 Example of Incomplete Infrastructure 345 - Figure 2.5.18 Adequacy of Supply per Station 347 - Figure 2.5.19 Electricity 349 - Figure 2.5.20 Electricity - Heatmap 355 - Figure 2.5.21 Proposed Sanitation Network 357 - Figure 2.5.22 Sewer 359 - Figure 2.5.23 Sewer - Heatmap 364 - Figure 2.5.24 Drainage Categorisation 367 - Figure 2.5.25 Drainage 369 - Figure 2.5.26 Drainage - Heat Map 377 - Figure 2.5.27 Percentages of General Waste Disposal 381 - Figure 2.5.28 Waste 381 - Figure 2.5.29 Waste - Heat Map Volume 2 / Part 6 397 Table Index  Socio-Economics & Real Estate Profile 37 - Table 2.1.1 Urbanisation Levels in Tanzania - (Wenban-Smith (2014) Taken From Collier et al, 2015) 46 - Table 2.1.2 Population Growth Rate Projections - (Census 2012, CoLab) 46 - Table 2.1.3 World Bank Trendline 65 - Table 2.1.4 Rent and Land Values for a Selection of Dar es Salaam Wards - (Pangani & CoLab) 66 - Table 2.1.5 Pangani Real Estate’s Assessment Criteria for Office Stock Quality Assessment - (Pangani Real Estate) 67 - Table 2.1.6 Number and Size of Offices, by Grade - (Pangani Real Estate) 67 - Table 2.1.7 Office Space Ownership by Sector - (Pangani Real Estate) 69 - Table 2.1.8 Emerging Office Clusters, by Ward (Pangani Real Estate) 74 - Table 2.1.9 Retail Submarkets by Ward, Land Price and Rents, in Dar es Salaam - (Pangani Real Estate) 74 - Table 2.1.10 Pangani Retail Centre Classifications for Tanzania, Based on SAPOA - (Pangani Real Estate) 75 - Table 2.1.11 Tanzanian Retail Centres, Classified - (Pangani Real Estate) 81 - Table 2.1.12 Comparing Warehouse Vacancy Rates in Dar es Salaam to Nairobi and Lusaka, by Grade - (Pangani Real Estate) 82 - Table 2.1.13 Table 2.1.48 Land Prices and Rents for Industrial use by Ward, Dar es Salaam - (Pangani Real Estate) 86 - Table 2.1.14 Monthly $US Rental Prices for a 3/4 Bedroom Homes in Wards of Dar es Salaam 2015 v 2017 - (Pangani Real Estate) 90 - Table 2.1.15 Summary Table Indicating Benefits & Considerations of Deploying Different Lands Uses Along BRT Corridor - (CoLab) 92 - Table 2.1.16 Scoring of Strength & Potential for Land Uses, by Station Area (Line 1 of the BRT) 93 - Table 2.1.17 Summary Table of Area Character, by Station Area, Along Line 1 of the BRT 96 - Table 2.1.18 Overview Development and Construction Data for Dar, 10 Year Trends - (Pangani Real Estate) 100 - Table 2.1.19 Projects in the PPP Pipeline in Dar es Salaam (pre Concept Note Stage) - (World Bank, Interview) 103 - Table 2.1.20 Land Value Capture - Approaches 104 - Table 2.1.21 Land Value Capture - Approaches (Continued) 106 - Table 2.1.22 Land Value Capture - Literature Review 398 Volume 2 / Part 6 - Baseline Assessment & Diagnosis of BRT Corridor  Table Index Natural Environment 117 - Table 2.2.1 General Best Practise Development Guidelines Within Different River and Watercourse Setback Zones 120 - Table 2.2.2 Urban Structure in Dar es Salaam (Fairhust, L, Rowswell, P and Nhleko, L., 2011) 129 - Table 2.2.3 Key Environmental Legislation Influencing Environmental Management Within the Phase 1 Corridor - (National Environmental Action Plan - NEAP) Urban Planning 145 - Table 2.3.1 Character Area Classification by Ward - (Broadway Malyan) 151 - Table 2.3.2 Level 2 Land Use Areas per Municipality (in Hectares) - (Broadway Malyan) 151 - Table 2.3.3 Mixed Use Building Count From Land Use Verification Survey - (Broadway Malyan) 152 - Table 2.3.5 Land Use Mix (No. of Buildings) From Land Use Transect Surveys, September 2017 - (Broadway Malyan) 156 - Table 2.3.6 Level 3 Land Use Areas (per Municipality) in Hectares - (Broadway Malyan) 174 - Table 2.3.7 Plots and Parcels’ Coverage by Ward in the Study Area - (Broadway Malyan) 189 - Table 2.3.8 CSIR (2015), Guidelines for the Provision of Social Facilities in South African Settlements 189 - Table 2.3.9 Adapted From CSIR (2015), Guidelines for the Provision of Social Facilities in South African Settlements 189 - Table 2.3.10 CSIR (2015), Guidelines for the Provision of Social Facilities in South African Settlements 189 - Table 2.3.11 Adapted From CSIR (2015), Guidelines for the Provision of Social Facilities in South African Settlements 212 - Table 2.3.12 Fire and Rescue Facilities Within Dar es Salaam - (Aurecon) 213 - Table 2.3.13 Risk Categories for Fire & Rescue Services and Their Response Times - (Aurecon) 218 - Table 2.3.14 Facility Diagnosis - Education - (Aurecon) 220 - Table 2.3.15 Facility Diagnosis - Healthcare - (Aurecon) 222 - Table 2.3.16 Facility Diagnosis - Civic - (Aurecon) 224 - Table 2.3.17 Facility Diagnosis - Recreational Facilities - (Aurecon) 229 - Table 2.3.18 Assessment of Planning & Transport Authority Function in Dar es Salaam 231 - Table 2.3.19 Assessment of Statutory Land & Development Plans in Dar es Salaam 242 - Table 2.3.20 Special Policy Areas & Ongoing Projects Volume 2 / Part 6 399  Transport 269 - Table 2.4.1 Road Density of Different Cities Worldwide - (Gwilliam, K, 2011, The World Bank, PAN Di, 2013) 301 - Table 2.4.2 Dar es Salaam Origin - Destination Matrix Infrastructure 315 - Table 2.5.1 Ascribed Infrastructure Density 323 - Table 2.5.3 Indicative Water Network Capacities and Demands 323 - Table 2.5.2 Water Production - Source: World Bank (2016), Promoting Green Urban Development in African Cities 324 - Table 2.5.5 Water Supply 324 - Table 2.5.4 Water Categorisation 338 - Table 2.5.6 Make up of LV Service Connections in the BRT Corridor 339 - Table 2.5.7 Magunia Transformer Connection Statistics. 340 - Table 2.5.8 Leila Transformer Connection Statistics 341 - Table 2.5.9 Make up of Main low Voltage Infrastructure 343 - Table 2.5.10 Study Area Statistics 345 - Table 2.5.11 Four Categories of Infrastructure-Specific Criteria 345 - Table 2.5.12 Adequacy of Supply per Station 354 - Table 2.5.13 Four Categories of Infrastructure-Specific Criteria 354 - Table 2.5.14 Indicative Sanitation Network Capacities and Yields 355 - Table 2.5.15 Categorisation Diagnosis of the Sanitation Network 363 - Table 2.5.16 Drain Density Spread - World Bank (2016), Promoting Green Urban Development in African Cities 363 - Table 2.5.17 Indicative Drainage Network Capacities 364 - Table 2.5.18 Adequacies of the Drainage Supply 373 - Table 2.5.19 Waste Collection Rates 375 - Table 2.5.20 Waste Generation Rates per Sector in 2015 375 - Table 2.5.21 Waste Composition 376 - Table 2.5.22 Existing and Planned Facility Locations 377 - Table 2.5.23 Controlled Dumping Sites 378 - Table 2.5.24 Private Collection Companies - * Municipality Hired Vehicles The President’s Office Regional Administration and Local Government (PO-RALG) DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT Sponsored by Project Team