The President’s Office Regional Administration and Local Government (PO-RALG) DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT NOVEMBER 2018 Executive Summary DAR ES SALAAM | BRT PHASE 1 CORRIDOR Sponsored by Project Team 2 BRT Phase 1 Corridor Development Strategy | Executive Summary Artist impression of the aerial view of the BRT Phase 1 Corridor © Broadway Malyan BRT Phase 1 Corridor Development Strategy | Executive Summary 3 The Purpose of this Document The Executive Summary supports the main Corridor Development Strategy Document. It aims to summarise the key objectives of the Corridor Strategy and to outline a list of first steps: “Recommended Initiatives”, to follow from the Strategy. The main Corridor Development Strategy Document, describes the Transit Oriented Development (TOD) Strategy for the BRT Phase 1 Corridor. It is to be used by planning departments, public institutions and developers to guide the Corridor’s future development and growth. It highlights the priorities and areas targeted for regeneration over the short, medium and longer term as successive phases. If you want to know more... The Suite of Documents This document should be read in conjunction with the following: BRT Phase 1 Corridor Development Strategy Integrated Land Use and Transport Planning for BRT Phase 1 Corridor comprises 2 main volumes of work and set of 3 Appendices. Volume 1 - Part A: BRT Phase 1 - Vision & Strategy Volume 1 - Part B: TOD Guidelines for BRT Corridors Three Appendix documents supplement the main volumes to provide more detailed background information on the study work underpinning the CDS. This pertains to the following: Appendix A - Methodologies Appendix B - Drawings and Plans Appendix C - Implementation Report 4 BRT Phase 1 Corridor Development Strategy | Executive Summary Foreword from the project curators PO-RALG PO-RALG The President’s Office for The President’s Office for Regional Administration and Regional Administration and Local Government (PO-RALG) Local Government (PO-RALG) Eng. Emmanuel K. Charles A. Mariki Ndyamukama Senior Town Planner, DMDP Sub-Project DMDP Sub-Project Coordinator Manager This document focuses on the Bus Rapid Transit (BRT) Since its launch, the BRT Phase 1 Corridor, has development along the BRT Phase 1 Corridor, applying been an acknowledged success, which has a Transit Oriented Development (TOD) approach to the demonstrated the case for applying the same redevelopment of Dar es Salaam. The concept of TOD approach to Dar es Salaam’s other key corridors has been hailed as a model for integrating land use and orbital routes in the central part of the city. with transportation in the interest of smart growth and The BRT Phase 1 Corridor has transformed the city’s economic enhancement. mobility offer. The Government of Tanzania has invested substantial The BRT network is bringing the city new funds in the planning and construction of the opportunities, including increased land and rental BRT Phase 1 Corridor, but had not yet incorporated values and new. The Government of Tanzania TOD principles to its planning and regeneration appointed a multidisciplinary team of consultants strategies and frameworks for the corridor planning to prepare an Integrated Land Use Plan for the area, which extends over more than 5,000 hectares. Corridor to optimize the adjacent land uses To enhance cost recovery, contribution to economic within a kilometre of the network, proposing new gains and smart growth along the corridor, a TOD land development strategies to regenerate and approach has been developed and tailored to this develop the area. The new plan seeks to mitigate specific context to maximize the regenerative benefits Dar es Salaam’s mono-centric structure, which from the intensified transport infrastructure being places all of its focus on its Central Business District developed here. (CBD). New commercial centres are encouraged at the key nodes planned to incorporate TOD The document has been prepared at an appropriate principles to establish vibrant new centres for job time to provide a guiding tool for piloting potential creation, accessibility, connectivity, urban space investment projects along BRT Phase 1 Corridor, which and improved urban living standards with access to can also be applied to all or any of the subsequent amenity and utility services. initiatives for new mass transit routes in the city. BRT Phase 1 Corridor Development Strategy | Executive Summary 5 This Strategy is consistent with the development vision for Dar es Salaam City Council which is aimed at preparing a more sustainable plan with associated development policies that will hasten the realization of the objectives of the Council to become the best City in the Region in provision of the social economic services and to empower its residents in promoting sustainable social economic development through participation, democracy and good Governance. Sipora J. Liang City Director, Dar es Salaam City Council Dar es Salaam The World Bank City Council Isaya Mwita Chyi-Yun Huang Honourable Lord Senior Urban Mayor Development Specialist Dar es Salaam has taken a leadership position in While the BRT provides a significant opportunity for developing an Integrated Transport and Land Use both the public and private sectors to invest in urban Planning Strategy and holistic City Master Plan. The development and improve the utilization of land CDS strategy directly complements our Community along the corridor, the changes need to be carefully Vision and Pillars of Sustainability. When this plan is guided, so they are appropriate contextually and implemented Dar es Salaam will be among the best culturally. In addition, a careful balance needs cities in Africa which will attract more investment to be maintained to ensure that lower-income and create more jobs and better living standards. communities and the greater public also benefit from the resultant economic and social gains over On behalf of Dar es Salaam City Council, thank time. you to the World Bank who funded preparation of this Plan, thank you to thousands of people Our hope is that the CDS will provide an integrated who participated in the development of the Plan, land use plan and implementation strategy based including those committee members, residents, on international best practices to guide the detailed local and international consultants, academic development and appropriate densification leaders, City staff, and other innovators who offered along the BRT Corridor. It will also provide their insights and time. Transit Oriented Development (TOD) Guidelines and Pedestrian Oriented Development solutions for Through your participation and leadership, Dar es future BRT corridors. Salaam’s reputation as a progressive community and growing national Smart City is justly deserved. The journey of formulating the CDS has brought together a diverse and complex group of stakeholders towards a common agenda. 6 BRT Phase 1 Corridor Development Strategy | Executive Summary Why We Need a Corridor development Strategy? Tackling Urban Growth & the Corridor Development Strategy (CDS) Dar es Salaam is a rapidly growing city; its significant The CDS project is focused on the land to each side economic drive, the port of Dar es Salaam, is rising of the BRT Corridor. This has been surveyed and in prominence and is likely to become the key trade assessed for its capacity to accommodate further portal serving Tanzania and six inland countries development or material change for potentially (Malawi, Burundi, Zambia, Uganda, Rwanda and new or additional uses and densities. This affects Eastern DRC). This presents both opportunities the areas within a 1 km radius of each BRT station. and challenges as the city is forecast to increase The CDS is intended to help the authorities its size from 5.7 M to 13 M people in the next 15 (developers & communities) align their plans years. This situation is not sustainable and plans for and programmes in support of the investment effective urban growth are urgently needed. in the BRT Phase 1 Corridor. The approach aims The transport masterplan includes six lines of to provide a high level medium to long term Bus Rapid Transit (BRT). After significant financial spatialised growth strategy. While the detail investment of World Bank loans granted to the evolves, as markets mature and the social, Tanzanian Government, the Dar es Salaam BRT economic and environmental contexts change, Phase 1 was opened by DART in May 2016. the general direction and drive of the vision should remain to ensure ongoing work is capitalised The BRT Phase 1 is a pioneering mass transit line, and focused on TOD. an “enabler” for many city residents to access leisure and community facilities, more jobs, better amenities improving local quality of life in Dar es Salaam. The World Bank, Nordic Development Bank and PO-RALG commissioned the preparation of a Corridor Development Strategy (CDS) to help ensure an integrated approach to development along the BRT Phase 1 line corridor using Transit Orientated Development (TOD) principles. The CDS represents a major new way forward in tackling rapid urban growth in Dar es Salaam. BRT Phase 1 Corridor Development Strategy | Executive Summary 7 4 hours! 2017 2032 !*£&$! Beep! 3 hours! Beep! !*£&$! Beep! 5.7 13 million million people people Today: City at a Standstill Tomorrow: Growth is coming! Dar es Salaam suffers from urban congestion, Dar es Salaam and the wider region, are subject to resolved in part, by the implementation of great demographic change. Population growth is Phase 1 of the challenging the way the city currently operates and BRT opened in May 2016! looks. Density, housing and employment needs are at the forefront of the agenda... ...average commuting times have significantly reduced...leading to improved lifestyles and higher ...The Corridor Development productivity... Strategy aims to prepare for it! nt me BANKRLD TA VERN GO t TH NIA NT NZ M WO ves E N A E THE IC NT n in O RD ME P N LO D no E N DEV FU ur ret Dar es Salaam BRT BRT Moving beyond the first step Return on investment The Implementation of the BRT was the first step City and its residents have made a huge financial and the brain-child of many organisations. The next commitment in delivery of the BRT. The aim is to logical step is to align land uses along the corridor ensure the return on investment is captured to to keep pace with change and capitalise on the benefit the wider community. opportunity. 8 BRT Phase 1 Corridor Development Strategy | Executive Summary WHO SHOULD USE THE CDS DOCUMENT? 11 to-dos to get the Are you a CDS User? If you are a Planning or other Officer (working at PO-RALG, MHSLD, DCC or the best out of the Municipalities) or a private Planning Practitioner involved in preparing or assessing CDS planning policy, reviewing planning applications or making other decisions about development along the BRT Phase 1 Corridor? If so you will be referring to the CDS on a regular basis in the future... 01 The CDS has been prepared to help: Consider & adopt the initiatives City Planning Authorities DART, Ministries & 02 (DCC & Municipalities) & their Planning Officers to guide development along the Government Departments To align their plans and budgets whether Ensure the CDS is used and understood by all BRT Phase 1 Corridor. The CDS contains for infrastructure, roads, education, members of your team a wide range of high level strategies housing, utilities or social amenities, to in respect of planning, development, support the CDS objectives. If you are 03 land-use, community, housing a senior executive or officer involved in If needed, arrange issues. These seek to integrate and planning & delivery of projects within the for further training co-ordinate development, and applied to CDS area, then you will need to be aware (speak to PO-RALG CDS inform new plans and planning decisions. of its strategies and ensure any proposals Co-ordinator) fit the aims of the CDS. 04 Developers, Investors and their Consultant Teams Communities & Other Interested Parties Attend CDS Direct and focus their development To understand the planning challenges co-ordination meetings, interests into areas of good opportunity and opportunities in and around the seminars & workshops and that supports the wider BRT Phase 1 Corridor. It gives local people (contact the PO-RALG implementation of the CDS. If you are a an insight into how their communities CDS Co-ordinator) developer or investor you will want to can benefit and change, and what types 05 be fully aware of the CDS and shape any development proposals and ideas so that of improved amenities and services may be introduced in the corridor area in the Have access to a hard they fit within the overall strategies. future. copy of the CDS in your This will help ensure development The CDS provides a framework with office is served by the right infrastructure, which they can collaborate with the 06 transport etc. in the right place and at the right time. The CDS document Municipalities ( and their Developer partners). For example this may relate Access a digital copy to should give designers and planners to the amalgamation of land plots to work from and search working for the developers a framework build better housing and deal with topics of interest. of parameters to work within and help environmental and health risks. improve certainty around achieving consent for development. BRT Phase 1 Corridor Development Strategy | Executive Summary 9 HOW SHOULD THE CDS DOCUMENT BE USED? & Here are the Remember... last five to-dos The CDS provides broad, co-ordinated strategies that foster successful development along the Corridor. It does not provide detailed plot level plans which will come from future Area Redevelopment Plans (ARPs) - drafted to reflect TOD principles. 07 Have a set of the CDS strategy drawings available to use The CDS has been prepared for use in: 08 Forward Planning Development Control Use the CDS to inform where further Area If you are involved in preparing or If you are making or assessing strategic Development Plans implementing planning policy, the CDS development proposals, you must check are needed should be used as the most up to date they comply with the CDS. planning document. All existing plans should be reviewed against the CDS ideally Referring to the CDS will be the first step in checking if a proposal can be approved. 09 within a year of the CDS being adopted. Use the CDS to check The CDS can help inform decisions on the which existing plans It is anticipated that new Area merit of the proposals and support the idea are compliant and Redevelopment Plans will be prepared in a of making positive amendments. Proposals where plans need 3-5-year cycle. To achieve this, planning staff can be rejected where they do not support updating or replacing must familiarise themselves with the CDS to: the CDS. In the development control • Assess current development plans and confirm where updates are required to process the CDS will be used: • As a day-to-day reference document 10 When preparing a new align with the CDS informing decisions Area Development • Prepare new Area Redevelopment Plans • As a tool to support decisions at Plan make sure any (ARPs) that support and implement the planning committee meetings. plan is based on the CDS at a detailed level TOD Guidelines • Refer to the CDS for all development in the designated corridor area including Private Development 11 infrastructure / social amenity provision Use the CDS and the If you represent a private practice, working TOD Guidelines to • Review the CDS initiatives and action for developers or other stakeholders help decide whether plans to understand the future plans for on projects related to the BRT Phase 1 a development the corridor and its key nodes Corridor, the CDS provides valuable insight proposal is good, • Align related plans and budgets whether on general development direction. It also needs amending or for infrastructure, roads, education, identifies potential opportunity areas to should be refused. housing, utilities, social amenities to align developer interest with the CDS. support CDS objectives. 10 BRT Phase 1 Corridor Development Strategy | Executive Summary the fundamentals What is Transit Orientated Development ? Transit Orientated Development (TOD) brings higher density, more compact, mixed-use development within easy walking distance of mass transit, such as the BRT stations. TOD features vibrant streetscapes, pedestrian-oriented built form, and land use characteristics that are convenient and safe to walk, cycle, and use public transport from. Higher residential and employment densities at transit nodes mean better use of city infrastructure and amenities. As such TOD is a YES: Mixed-use, dense urban very effective tool in delivering sustainable growth. environment The CDS for the BRT Phase 1 applies TOD principles to the entire corridor area. The CDS strategy also captures added value from the presence of the BRT and redeploys this to comprehensive regeneration, street & infrastructure enhancement, affordable housing and community facility provision. NO: Low density sprawl or vacant land What is not TOD ? Uses, such as warehousing, logistics, surface-parking, low-rise / lower density developments are not generally considered to be compatible with the TOD principles. It is recognised, however that certain city specific characteristics and conditions will require exceptions and adjustments in the TOD approach. For example large manufacturing facilities, often NO: Extensive surface parking located beyond city centre areas, might be located near to a BRT station. The correlation between employment areas and public transport might result in the need for non-typical TOD approaches. NO: Inefficient Land Uses BRT Phase 1 Corridor Development Strategy | Executive Summary 11 Dar es Salaam, Wins The 14th Annual Sustainable Transport (STA)Award * BRT Phase 1 Corridor today Since opening the line in May 2016, DART has received an international award for sustainable transport, highlighting BRT Phase 1 Corridor as a key The Sustainable Transport Award has always been about transformation. This project is case study for best practice. transformative for Dar, and it offers a source Today, ridership levels for the 32 stations along the of inspiration for other African cities. BRT Phase 1 Corridor vary significantly. Surveys show Michael Kodransky, STA Committee Chair terminal stations suffer bottlenecks and overcrowding while other stations experience low passenger flows. * The Sustainable Transport Award Unsurprisingly given the short time that has elapsed recognizes profound leadership, and since the opening of Phase 1, the areas flanking the vision in sustainable transport and urban liveability. Dar es Salaam is BRT stations in the corridor remain (from a physical the first African city to win the STA. perspective) largely unchanged except in some areas such as Morocco and Magomeni. Much of the corridor is still dominated by unplanned and unserviced areas which do not maximize access to transit and which offer limited economic return. Dar Metropolitan Development Project (DMDP) will spend a further $330 M by 2022 to improve the housing and infrastructure, and mitigate seasonal flooding that affects part of the corridor. Key Fact Average Existing Household 5.5 people Today the corridor is home to over 1 million residents. The CDS forecasts that this will increase by at least 700,000 residents by 2032, and the plan provides guidance (in the form of land use need zoning) to accommodate overall 2.2 million for people in future years. over These needs infer that up to 218,000 new residential 1,037,000 218,000 units be built to accommodate growth. people homes 2017 2032 12 BRT Phase 1 Corridor Development Strategy | Executive Summary Brt phase 1 5,550 Ha corridor Key facts 32 BRT Stations Improving corridor capacity 2017 2032 Corridor’s Population 1,037,000 1,800,000 Change people people *Based on Medium Growth Scenario Corridor’s New Homes Open Space Employment Needed Offer 650,000 2032 1,560 jobs Ha 2017 2032 310,000 * Formal Jobs 218,000 jobs homes (new & refurbished = over 400,000 units) 2032 Improving corridor facilities 1 24 96 4 12 NEW HOSPITAL HEALTH CENTRES PRIMARY SCHOOLS COLLEGES SPORT FACILITIES NEW & UPGRADED UPGRADED + 92 UPGRADED NEW & UPGRADED NEW & UPGRADED SECONDARY SCHOOLS BRT Phase 1 Corridor Development Strategy | Executive Summary 13 corridor Land Value Capture capability: Proposed Land Value Capture could save... US$ 4.4 Bn 76,000 AFFORDABLE HOMES Mobility improvements Provision of Extra BRT users new roads & links 2032 2017 2032 203 km 155,000 + 395,000 OF NEW ROADS PASSENGERS PASSENGERS 48% DAILY DAILY EXTRA CAPACITY New Infrastructure Access to Access to Sanitation Electricity 2032 2017 54,000 homes 2017 90,000 homes 69.1 km NEW BULK PIPES AND CABLES FOR WATER, 2032 SEWERAGE AND ELECTRICITY 450,000 homes 2032 450,000 homes 14 BRT Phase 1 Corridor Development Strategy | Executive Summary BRT Phase 1 Corridor Development Strategy (CDS) TOD This TOD planning strategy seeks to maximise the benefits of the BRT Phase 1 Corridor with a new land use plan for the corridor area, articulated through the following points: 01 An up-skilled Corridor team within the 04 Gradual regeneration of unplanned City Council. To manage strategic planning, areas - provision of affordable development and to coordinate homes. To include the provision of between city players, systems and infrastructure and better living conditions infrastructure & attract investment. where tenure is formalised. 02 Incentives to provide formal employment. 05 Increased density of development. As part of the TOD mixed use approach Providing approximately 25% more capacity resulting in more jobs, more tax revenues to increase population of the Corridor. and improved economic resilience. 06 Formalise tenure where residents 03 The formalization of street trading are willing to comply. This clarifies along the corridor. Accompanied by owners and tenants rights and confirms measures to consolidate traders into well habitability of land in the corridor, built facilities at strategic locations. preventing development of unsafe land. 07 Creating recreational space & cycle network. Using existing rivers, floodwater channels with the BRT corridors to implement a safe and attractive park & cycling network. Also worth noting: Return on investment, driving Medium to long-term spatial growth strategy. value for the wider city While the detail evolves, as markets mature This study allows BRT Phase 1 to be the first and the social, economic and environmental to incorporate TOD / Land Value Capture contexts change, the general direction and (LVC) thinking. The BRT enables city drive of the vision should remain to ensure residents to access leisure and community ongoing work is capitalised and focused on facilities, more jobs and better amenities to TOD. improve the quality of life in Dar es Salaam. BRT Phase 1 Corridor Development Strategy | Executive Summary 15 08 Prioritisation of bulk utility provision. 12 Healthy city strategies. Connecting For the full length of the corridor bringing existing spaces, improving open space dependable services to all station areas. standards and using tax incentives to 09 New public amenities. deliver well managed amenity space. Distributed to meet forecast demand 13 Developer Contributions. for better neighbourhood health, education, recreation and security. New mechanisms to encourage investors / developers to fund amenities 10 Phased investment & development. through agreed local planning contributions. Supporting the implementation of subsequent BRT lines and planned 14 Place-making at the heart of TOD strategy. infrastructure delivery to derive a Creating attractive places to work and return on investment (not flooding live in as liveable neighbourhoods, with an market with new available land) emphasis on better quality public realm. 11 Reinvigorating historic city centre. 15 TOD policies to supplement Through enhancement adjacent to the current legal framework. station areas in the downtown core. Making it simple to incorporate TOD codes into statute to make them legally enforceable. Business as usual? While the strategy delivers a new approach The CDS will be applied as parcels are brought to the density and land use distribution forward for redevelopment, by local economic along the corridor, most parcels will be slow pressures or for other reasons. Thus each area to adapt to physical change. Other than will gradually assume TOD compliance, guided the key focus areas, most parcels will largely by the host planning authority. remain unaffected. 16 BRT Phase 1 Corridor Development Strategy | Executive Summary CDS - Priority Projects The strategy prioritises the parcels lining the corridor and its key nodes as a seed around which new TOD may be consolidated, taking pressure and congestion away from the overheated city centre. As the seed areas cluster and grow, they gain in significance and attract ridership which eventually begins to move ‘against the flow’ allowing the BRT system to run more efficiently to keep journey tariffs affordable. Immediate TOD investment priorities will: • Enhance the bulk utility supplies along the length of the corridor • Improve public amenities (schools, healthcare, recreation) within the immediate catchment of the stations • Establish development nodes associated with: -- Ubungo -- Kivukoni and the waterfront -- Morogoro Road in the Downtown -- Gerezani / Keriakoo -- Fire / Jangwani -- Magomeni -- Morocco / Kinondoni -- Kimara The CDS outlines priority project packages for each area, to be delivered through the various public agencies facilitated through private sector partnerships. The station areas in each case will be subject to the station area guidelines, promoting dense mixed development within the 5-minute walk Downstream Projects catchment and along key feeder routes. Moving beyond the first tranches of spending, it is anticipated more funds being made available to help trigger the nodes in which subsequent BRT services are brought on line, so that the full effects of land value uplift due to the BRT investment are captured for public benefit. This will serve to underpin the eventually completed BRT network. BRT Phase 1 Corridor Development Strategy | Executive Summary 17 Artist impression of the potential priority project at Gerezani Station © Broadway Malyan Private Developer Contributions The Corridor Development Strategy of their work, through agreed local prioritises specific areas for private and public planning contributions, public realm investment as catalyst areas for growth. upgrades, financial contributions and other outlays that improve the site area or The CDS outlines a number of mechanisms off-site conditions, as may be prioritised and incentives that encourage investors under the strategy. and developers to broaden the benefits 18 BRT Phase 1 Corridor Development Strategy | Executive Summary CDS supports UN’s Sustainable Development Goals BRT Phase 1 Corridor Strategy is seeking to support aspirations of the United Nation’s Sustainable Development Goals, to which the Government of Tanzania is committed. Sustainable development has been defined as development that meets the needs of the present, without compromising the ability of future generations to meet their own needs. Its objectives are summarised in the 17 wide-ranging goals. The Corridor Strategy supports, in particular, the following goals: • Decent work & economic growth (8th Goal) • Improved sanitation (6th Goal) • Good health and well-being (3rd Goal) • Environmentally responsive development (13th Goal) • Education opportunity for all (4th Goal) • Eradication of poverty (1st Goal) and finally... • The delivery of well balanced, sustainable community (11th Goal). The 17 UN Sustainable Development Goals BRT Phase 1 Corridor Development Strategy | Executive Summary 19 Artist impression of the potential priority project at Ubungo Station © Broadway Malyan Integrated Infrastructure as a CDS Enabler Infrastructure has a fundamental role to play in • Infrastructure as an enabler to unlock value ensuring the success of the Corridor Strategy. While TOD aims to provide high densities and attractive it is recognized that the level of change required is real estate within the BRT Phase 1 Corridor and substantial, the CDS offers strategies to help identify along corridor feeder routes. These high densities priority investment areas as well as guidance on how and higher-end real estate land uses cannot be to capture investment from private development to realised without the necessary infrastructure help fund city infrastructure provision. to go with it. Higher densities have higher concentrations of utility demand, and with It is essential that the provision and roll out of anticipated increase in household income, higher infrastructure adopts an integrated approach that levels of service is also anticipated. Adequate embodies the following elements: infrastructure needs to be integrated into any • Infrastructure as a pre-requisite densification plans to unlock land value. Key infrastructure elements (security of water supply, wastewater treatment, energy • Infrastructure as an incremental approach provision) need to be in place, with sufficient to realise TOD capacity and reach, prior to TOD becoming Infrastructure requires significant investment a reality. This includes the necessary of both public and private funds to generate institutional arrangements to manage them. the required capital. Such capital cannot be Infrastructure therefore needs to act as a realised at once and needs to be phased to pre-requisite to both facilitate and to unlock the ensure affordability and pay back on investment. benefits associated with TOD. An implementation framework is therefore key for rolling out infrastructure to facilitate TOD. 20 BRT Phase 1 Corridor Development Strategy | Executive Summary The Vision While the strategies are being implemented, the importance of keeping a common aim and holistic vision for the corridor is essential to guide stakeholder actions and decisions in support. The Vision is for the corridor to become a thriving, mixed-use, dense urban environment, benefiting the wider community of Dar es Salaam, brought through and stimulated by its unique component: the BRT. The first line of efficient public transport provision makes the corridor a unique proposition within the city, enabling wider population access to amenities, employment opportunities and leisure facilities. At the heart of the vision lies the desire to improve quality of life, stimulate local economy and unlock congested city arteries. Through considered land use zoning, custom-applied policies and focused public sector initiatives, the high public investment in the provision of the BRT will deliver its benefits to the wider community of Dar es Salaam. TOD principles supporting a ‘compact city’ growth model can gradually develop across Dar es Salaam’s central area, facilitated by each successive phase of the planned BRT network. This will form a framework upon which to hang the best new housing and economic activity giving unparalleled levels of access to public transport and investment for the City. The Vision for BRT Phase 1 Corridor is to become a blueprint and benchmark for the future corridors of the BRT network. BRT Phase 1 Corridor Development Strategy | Executive Summary 21 TOD CAN HELP DAR ES SALAAM ACHIEVE MORE HOMES ECONOMIC VIABILITY THE FOLLOWING: MORE JOBS FUTURE FLEXIBILITY MORE RESILIENT SUSTAINABILITY ECONOMY CLEANER AIR FOCUSED INVESTMENT UNIVERSAL ACCESS ASPIRATIONAL VISION 22 BRT Phase 1 Corridor Development Strategy | Executive Summary Key messages to take away from the strategy... Proposed Strategy The Strategy proposes to set minimum density Morogoro Road will sit at the core of a busy and efficient targets to urge developers to adopt a compact BRT Phase 1 Corridor featuring commercial office buildings, city model. These should place less emphasis hotels, residential apartments and civic facilities that line on space for parking, and more on pedestrian the route. public realm quality, such as paths, lighting, landscape treatment and active frontages. Former unplanned areas will be given a new lease of life through ownership and tenancy Kimara has scope to commercialise and initiatives, that ensures people take pride accommodate more floorspace to intercept in their home environment. This will enable labour coming from Mbezi, servicing agricultural residents to improve their building standards wholesale market trade and becoming a through codes and training schemes, while distribution hub. new streets and squares will make retained Magomeni is enhanced as a mixed use centre neighbourhoods more liveable. with new Msimbazi Park at Jangwani shared The taller buildings will be focused closer to with Upanga district. the city centre, while a second city core will Morocco and Gerezani both have scope as emerge at a new urban district in Ubungo. Phase 1 gateways to attract new commercial The area offers the highest available capacity for development with potential to increase growth, where land is vacant and development accessibility though subsequent BRT phases. is more dispersed and cheaper to acquire. Conveniently located for business, social, and The city centre and its waterfront should be educational activity, Ubungo will lend this enhanced to accommodate more commercial strategic Corridor much of its new identity and and tourist activity putting its historic buildings commercial drive. to productive use. BRT Phase 1 Corridor Development Strategy | Executive Summary 23 Study Area Boundary Municipal Offices Market Open Space / Parks Phase 01 BRT Stations Main Centre - Business Oriented Main Health Facility Emergency Services Dedicated Parking Park & Ride Facility Main Centre - Residential Oriented University Business Centre Train Station Main Centre - Community Oriented Industrial Hub Primary / Secondary Ferry Terminal Education Cluster * Jangwani Park Hotel Cluster Research Centre Residential Secondary centre N Development Framework for the BRT Phase 1 Corridor (Diagram not to scale) Big Plans for Ubungo Msimbazi City Park Ubungo sits at the new heart of the city An ongoing project to transform the most and can become a new activity hub, with flood-prone areas of the lower Msimbazi Basin its available land and strong transport into a new city park is already underway. connections, seeded by a new retail This low lying area has scope to accommodate market and mixed use node development. sports and recreational amenities for all city residents and visitors. The park will be a major recreational and leisure facility accessible by the Gerezani gets Commercial BRT. Gerezani sits at the confluence of three BRT routes serving Morogoro Road, Pugu Road Manzeze District and Kilwa Road. Its position near the port Incremental upgrade of unplanned areas with and serving the new expanded airport, strategically placed interventions to initiate makes it a key future commercial centre, catalyst development activities. which can accommodate high density mixed use development as an alternative to the overheated downtown. Baruti - Ubungo West New City Gateways Gradual consolidation of land through The waterfront from Kivukoni to City Council redevelopment of dispersed residential settlement, will be revamped with new tourism facilities as densified corridor with local centres clustered and restored historic buildings to create a at stations. Scope to incorporate new high city centre for visitors to enjoy. Morocco will density affordable residential accommodation. be expanded to Kinondoni Station as a key Baruti becomes main local centre while the stations business hub Kimara will become a centre for tend to be dormitory towns serving Kimara, Ubungo agri-business and commerce. and Downtown. 24 BRT Phase 1 Corridor Development Strategy | Executive Summary *Note: the shades of yellow areas CORRIDOR TODAY represent the planned versus unplanned residential areas (and are differently mapped to the proposed Strategy on the right, which represents residential densities rather than types of development. * Phase 01 BRT Stations Study Area Boundary Mixed Use Industrial Planned Residential Transport & Utilities Unplanned Residential Open Space Commercial Military Institutional Water N Existing Land Use Zoning - 2017 (Illustrative diagram, not to scale) THE CORRIDOR’S * Information based on an income survey conducted TRANSFORMATION in the BRT Phase 1 Corridor in September 2017, based on feedback from over 2,000 members of the public. Today the BRT Phase 1 Corridor is a home to over 1 million The affordable housing strategy was also informed by the residents, providing an estimated 310,000 formal jobs and following data*: spanning the area of over 5,550 Ha of well positioned land • Most tenants (90%) pay more than 30,000 shillings per within the wider city of Dar es Salaam. month in rent (US$13) The difficult task of understanding the current context - to put • Just over half those surveyed pay less than 50,000 shillings in place the most effective growth strategies - was enabled, per month (US$22) partially by information gathered through (among other sources) the income survey. Over 2,000 residents provided • Just over half the population surveyed earn less than valuable information, helping to shape the future strategies for 300,000 shillings per month (US$132). the corridor. Based on the aggregated scores, the middle area of the corridor The regeneration strategies were, in parts, informed by the (from Magomeni Mapipa to Ubungo Maji), appeared to be profile of the households (5.5 persons / household) and the generally the most disadvantaged zone, becoming a focal point statistics related to the home ownership (54% of the survey for the regenerative initiatives within the Corridor. group are home-owners), with levels of the home ownership The focus for investment and level of regeneration needs was unevenly distributed across the corridor. informed by the prosperity levels observed during the survey, presenting the edge of the city centre, the northern areas of the Corridor (up to Morocco Terminal), and areas to the North of Kimara Terminal, as the most affluent, with the relatively small households, but with the highest quality. BRT Phase 1 Corridor Development Strategy | Executive Summary 25 CORRIDOR 2032 Legend Phase 01 BRT Stations Phase 01 BRT Corridor CDS Study Area CDS Study Area Zones N Proposed Land Use Strategy (Illustrative diagram, not to scale) RES1 Residential (SF - Low) COM4 Hotels INF1 Public Works RES2 Residential (SF - Medium) COM5 Retail INF2A Transport (Air & Water) RES3 Residential (SF - High) CIV1 Healthcare INF2B Transport (Land) RES4 Residential (MF - Medium) CIV2 Education OS1 General Open Space RES5 Residential (MF - High) CIV3 Place of Worship OS2 Parks & Beaches MU1 Special Mixed-Use CIV4 Civic & Community OS3 Sports & Recreation MU2 Mixed-Use (Residential-Led) CIV5 Public Buildings OS4 Cemeteries MU3 Mixed-Use (Commercial-Led) IND1 Light Industry Kigamboni Masterplan COM2 Commercial (Medium) IND2 Heavy Industry COM3 Commercial (High) IND3 Business Parks For most station areas income levels were generally consistent The complex, multi-layered development and regeneration with overall prosperity measures. Parts of Manzese and strategy was shaped to meet the demands of the projected Argentina, reported above average income levels. This finding is population increase, as well as the need to capture value from hard to explain but may indicate that not all the population in the extensive investment made into implementation of the BRT. unplanned areas lack the ability to pay higher rents if the right The Strategy aims to secure homes for a population of homes became available or that people are prioritizing access approximately 1.8 million people and it is also set to deliver to transport over accommodation in a planned neighbourhood. approximately 650,000 formal jobs. Although there is still room for improvement most neighbourhoods have high levels of access to piped water. By contrast only the city centre fringe and parts of the west section of the Corridor (Kibo to Kimara) have adequate sewerage provision. 26 BRT Phase 1 Corridor Development Strategy | Executive Summary Planning for growth High Density – Dar es Salaam requires more development capacity if it is to absorb the forecast doesn’t mean only tall buildings or growth sustainably. This is most efficiently achieved in the city’s emerging overcrowding transit corridors, by providing appropriate levels of infrastructure and amenities to create a functional, mixed-use environment. This will deliver opportunities for residents to access learning and employment to sustain a better quality of life in its more central areas. Transformational change of Dar es Salaam’s arterial Density is only Corridors will eventually trickle outward to enhance the wider city as a catalyst an indicator to slow down Dar es Salaam’s relentless sprawl into its hinterland. UN-Habitat advises that sustainable urban communities should exceed 150 people per hectare (pph) and that mixed-use development should Target Density will evolve allocate 40% of floorspace to economic uses in any neighbourhood. 20-50% over time of homes should accommodate low-income earners, with a variety of tenure models (rental, mortgage, social, hybrid). Single use blocks should comprise no more than 10% of the total area, while road space should account for 30% (18 km / 10,000 ha land). “Activity” Density UN-Habitat (2014) “A New Strategy of Sustainable Neighbourhood Planning: Five Principles - Urban Planning Discussion Note 3” The management of how many people live in different Understanding ‘why’ change happens where it does? parts of the Corridor will be critical for both the successful The overall population increase must be distributed strategically across the Corridor, to rebalance the application of TOD, as well as helping Dar es Salaam to distribution of people, meaning that in some areas meet its obligation to house a rapidly growing population. population density will increase and in others it will decrease. The densities and development models Density is merely a statistical measure, needing urban planning proposed in the CDS support the government’s move and design interpretation for it to be useful in this context. towards vertical expansion rather than outward Street patterns, transport access, the mix of uses, building expansion of the city, as expressed in Urban Planning Act of 2007. heights and massing all play critical roles. The approach taken to the application of the housing typologies and their combination with other uses such as The highest population reductions occur around river retail, schools and commercial offices will all affect how the valleys where people live in flood risk areas. place is perceived and performs its role. Other reductions in the city centre and around station areas The map on the bottom right shows the new density proposed may seem counter-intuitive but these reductions come in the new land use strategy compared to the existing density because of new mixed use development which will reduce in the study area. Red colours represent an increase in residential density but increase employment. density. This applies to the majority of the corridor, especially along the BRT route and the proposed new district in the The map to the top right shows the combined effect on Ubungo-Kimara area. density when both residential and employment densities are considered. This is known as ‘activity density’. Blue colours represent a reduction in density and is primarily concentrated in the middle of corridor from Magomeni The activity density clearly shows that the BRT spine to Urafiki. This is where the highest densities are found in route will be an important conduit for activity for the the corridor today and therefore it is unsurprising that the CDS, supported by the feeder routes (which in some regeneration of these areas will require a modest reduction cases become full BRT routes in future phases). in density so that living conditions can be improved and Darker areas around Kimara, Ubungo, Morocco and the city additional facilities and open space provided. centre show where a new focus on development is promoted as these nodes become important new hubs for the city. BRT Phase 1 Corridor Development Strategy | Executive Summary 27 Distribution of population Open Space Non-Residential Land Uses 100 - 300 Residents per Hectare 300 - 600 Residents per Hectare 600 - 700 Residents per Hectare Phase 01 BRT Stations 700 - 725 Residents per Hectare Phase 01 BRT Corridor 725 - 800 Residents per Hectare CDS Study Area N 800 - 900 Residents per Hectare CDS Study Area Zones Proposed Net Residential Density Distribution (Illustrative diagram, not to scale) Mapping the density change High Reduction Small Increase Legend Medium Reduction Medium Increase Phase 01 BRT Stations Phase 01 BRT Corridor CDS Study Area CDS Study Area Zones N Small Reduction High Increase Open Space No Change Proposed Population Density Change (Illustrative diagram, not to scale) 28 BRT Phase 1 Corridor Development Strategy | Executive Summary Regenerative activities Mapping areas of need Legend Good Living Conditions Phase 01 BRT Stations Phase 01 BRT Corridor CDS Study Area CDS Study Area Zones N Railway Ferries Poor Living Conditions * Information based on Census Data 2012 Existing Urban Conditions (Illustrative diagram, not to scale) The regeneration of the Morogoro Road corridor is a Road from Magomeni to Morocco. There is evidence that this central objective of the CDS. This can be brought about by is changing with new, higher density development replacing focusing government spending on infrastructure-oriented the low-rise single family plots with multi-family and mixed initiatives, while promoting organic renewal through use buildings. Emerging hotspots, such as Sinza, along land title incentivisation and new house-building through Kawawa and Bagamoyo Roads start to develop into key private & public sector-led projects. commercial corridor clusters for the benefit of the wider city. The prosperous, long term future is envisaged for the The housing regeneration activities should be underpinned residents of the BRT Phase 1 Corridor. The path to achieving by the variety of other initiatives: this will be complex, phased over time and will require a • Formalised addresses, navigation and post coding structured and targeted development efforts. The important component of the redevelopment activity will be focused • Formal employment activity across all sectors around the regeneration initiatives. Incremental change will • Provision for utility services, health and education & be the reality for the most of the Corridor. recreational open space Currently the middle part of the Corridor has a • Improved regulation of street trade activities concentration of high density unplanned areas, in particular • Enforce regulations on informal public transportation around Manzese and Urafiki. Development gets gradually (boda-boda, Bajaji) to control and regulate less dense and less consolidated toward the west of their activity the Corridor near to Ubungo and Kimara. The problem is compounded by poor land management which has • Provision of spaces for entrepreneurship, innovation resulted in inefficient, low density development being and new educational initiatives allowed in prime areas of the city such as along Kawawa • Attracting foreign interest (investors, businesses, businesses seeking talent). BRT Phase 1 Corridor Development Strategy | Executive Summary 29 Plot Area FAR FAR 1.7 380-620 m² Average Plot Width 0.57 16m Under-Utilised plot Average Over Developed plot Plot Coverage Local Retail on Corner FAR 57% Example of the existing urban block conditions 1.7 The illustrations above and to the right show a typical example of a low density single family block in Dar es Salaam, and illustrate four alternative regeneration scenarios. Plot Subdivision In an urban setting, a plot size of 480 m² is considered a luxury with FAR such pressing housing needs. By dividing the plots into smaller plots of 180-240 m² and developing over multiple floors, as a townhouse would triple the density to approximately 1.7 FAR. The owner of the plot has the potential to fund their redevelopment through selling 3.0 one of the plots once completed. However, this process could be slow unless incentives or stimulus are applied. Plot Amalgamation Achieving a similar FAR, but with a different configuration and potential for a higher number of dwellings, is a terraced mansion block typology. To enable this type of development a small group of owners who live adjacent to each other would need to combine their plots to FAR create parcels of approximately 1,200 m² upwards. Comprehensive Redevelopment In some instances the change in zoning will be considerable, so the 5.5 street network of the neighbourhood will not be compatible with the type of building typology required to achieve the necessary densities. The group of plot owners could pool their land and create a community land trust to redevelop the whole area. A developer 16 0m may wish to purchase the land and buy all of the plots from the 0m 30 owners. In special cases (such as land close to important BRT stations) the local authorities may make a case that the site is of significant importance to the wider city that the land is compulsory purchased (with relevant compensation paid to land owners). 30 BRT Phase 1 Corridor Development Strategy | Executive Summary BRT Phase 1 Corridor Regeneration Initiatives and Housing Affordability Proposed approach to Land Value Capture could save the public purse as much as US$4.4 BN and provide 76,000 affordable homes in the BRT Phase 1 Corridor. It would transform a large part of the city and act as a template for further Transit Oriented Development in Dar es Salaam. The proposed approach to LVC could, The remainder would be the product based on the medium population growth of upgrades to unplanned housing assumptions, save the public purse a sum areas. It would transform a large part of US$4.4 Bn. These figures assume that the of the city and act as a template for commercial property market responds to further Transit-Oriented Development the full development potential proposed for in Dar es Salaam. Based on city-wide the BRT Phase 1 Corridor. On these growth forecasts up to 39,000 new affordable forecasts 76,000 affordable homes would be homes are needed, with estimated built. All the costs of provision of the affordable replacement of existing homes homes could be borne by developers. potentially amounting to a further While the ability to achieve this will rely on 37,000 over 15 years. strong and improved governance, high-level modelling and focus groups with developers The income survey undertaken in have demonstrated that a fair return on September 2017, shows that most of the investment is still possible. population cannot afford market-rate rents, more than two thirds of the survey The construction cost for new homes is group (72%) pay less than US$66 per assumed to be an average of $325 per m², month. The analysis of the commercial comparable to the lower rate for commercially market for new housing finds that the developed housing let or sold in Dar es Salaam. lowest rental band is around US$300 per In addition to direct construction costs we month. This figure has been taken to be have assumed just over $500,000 per hectare the lowest market-rate rent. No one in the for site preparation and infrastructure. poorer two thirds would be able to afford Approximately half of these would be the US$300 monthly market-rate rent, even homes provided directly by developers if they were to pay half of their income. as part of commercial developments and Market-rate rent is not an option without to the same standards, as a condition real growth in earnings. of planning permission. Please refer to Section 2.4 of the main CDS report for more detail on housing affordability BRT Phase 1 Corridor Development Strategy | Executive Summary 31 The Affordable Housing Strategy for BRT Phase 1 Corridor The Affordable Housing Strategy for BRT Phase 1 Corridor recommends three distinct approaches which could run concurrently: 1. Affordable housing that is part of a new market 3. Replacement / renewal of existing homes housing development. The modelling shows that to rent. A development corporation, ‘not-for developers could be required to provide 20% of profit’ housing companies, (including total GFA as affordable housing and still return a approved community interest groups) would reasonable profit. 25% of this would be owned, be able to bid for CIL funds to replace the very with 75% to rent. A development corporation poorest rented accommodation. Some, or or a ‘not-for-profit’ housing company could be all, of the grants could be repaid from the responsible for finding tenants who would pay receipts from affordable rents. Affordable affordable rents and for arranging rent-to-own rented accommodation is expected to remain schemes for the remainder. around 40% of the overall rented stock. If the affordable rents collected reach reasonable 2. Replacement / renewal of existing homes levels and are re-cycled it is possible that the to own. A development corporation, ‘not-for target to replace 20% of housing stock in 15 profit’ housing companies, (including approved years could be improved upon. community interest groups) would be able to bid for the proceeds from the City Infrastructure Levy (CIL) to refurbish or replace the very poorest Refer to Sections 2.4 and 4 of the CDS for detail on housing homes. The grant could cover 100% of the affordability and implementation infrastructure and up to 50% of the construction cost. This could be used to encourage land pooling, plot realignment and upgrading of infrastructure across neighbourhoods. Expected ownership levels are expected to remain at around 60% of the overall existing stock. 32 BRT Phase 1 Corridor Development Strategy | Executive Summary Strategy for economic uplift The corridor plays a number of key gateway roles. Key Growth Sectors: In economic terms, gateways are directly important Information for trade, since they often play host to active trading. Technology & Innovation They are also important indirectly, by presenting the city to newcomers, welcoming visitors, and contributing Primary, to a city’s aesthetics and reputation. Allowing the Secondary various gateways of the corridor to flourish and & Tertiary Education contribute to maximising the economic impact is a critical role of Transit Oriented Development. Service Industry, Hospitality, MODERATE • Kimara is an arrival point for internal trade and Retail, Healthcare NEED tourism, as well as land-based regional travel Related Industries (economic or touristic) Main Growth Drivers: • Morocco is a gateway and intersection between the city Security of Electricity Supply Ease of Doing Business centre and the more affluent coastal districts, and a hub Formalisation of Street Trading of higher value commercial activity • The port and its wider trade zone possesses Formalising the Economy sectors that drive significant economic growth and The creation of formal jobs is a critical outcome for ought to be improved. any urban intervention at city scale in the emerging • The Central Business District is a dense, grid of mixed economies. The immediate economic benefit to the neighbourhood development. Many of its government jobless is evident, but the knock-on economic impacts, buildings will become available for development as and the increased tax base for the public sector also agencies and departments relocate to Dodoma. support the case for Land Value Capture (LVC). Dar es Salaam also features distinctive historic buildings and Dar es Salaam performs averagely compared to other global coastal beach location, further illustrating its latent potential cities. Approximately 65% are in the informal sector, limiting as a city capable of attracting further investment. scope for tax revenue generation. The area is ripe for development as a friendly, engaging, The goal for Dar es Salaam is to increase stimulating city centre, and as more staid public sector formal employment to 50%. uses leave the area, there is an obvious opportunity for the Approximately 5.7 million m² of new employment incorporation of new, 21st Century uses, and the creation of space could be provided for 650,000 new formal jobs. one of the most exciting urban quarters in the country. Lower estimates are aligned with the assessments of the current capacity of the real estate market and construction industry, providing space for 440,000 new employment spaces. BRT Phase 1 Corridor Development Strategy | Executive Summary 33 Distributing employment hubs N Legend CIV1 - Healthcare Phase 01 BRT Stations CIV2 - Education Phase 01 BRT Corridor COM2 - Commercial Medium CIV3 - Place of Worship CDS Study Area COM3 - Commercial High CIV4 - Civic & Community CDS Study Area Zones COM4 - Hotels INF1 - Public Works MU1 - Special Mixed-Use COM5 - Retail INF2A - Transport - Air & Water MU2 - Mixed-Use Residential IND1 - Light Industry INF2B - Transport - Land MU3 - Mixed-Use Commercial IND2 - Heavy Industry OS1-4 - Open Space Proposed Employment Distribution (Illustrative diagram, not to scale) Informal Trading Both city and corridor accommodate a large number of informal traders. Both CDS and the accompanying Station Area Guidelines note the importance of street traders. The guidelines seek to consolidate trader activities at specific locations with affordable retail space located within walking distance of the station areas from which they came. Market areas to be provided in strategic locations © Broadway Malyan 34 BRT Phase 1 Corridor Development Strategy | Executive Summary DELIVERING Quality of life Meeting growth needs must be balanced by the provision of accessible community facilities. Adequate provision of the community facilities, employment opportunities and provision of the recreational space are a core part of the CDS. The Open Space and Recreation Strategy seeks to connect the network of existing green spaces and waterfront areas while increasing biodiversity with new park spaces and tree planting to improve the living standards. A linear park is proposed along the Msimbazi Riveras accessible recreational space. Smaller accessible spaces are planned around the stations and throughout the neighbourhoods, while others are to be upgraded. Quality civic and green spaces to be delivered at all BRT stations © Broadway Malyan 1 24 96 4 12 1560 Ha NEW MAJOR NEW & UPGRADED UPGRADED NEW & NEW & UPGRADED OPEN SPACE HOSPITAL HEALTH CENTRES PRIMARY SCHOOLS UPGRADED SPORT FACILITIES (TOTAL NEW AND + 21 NEW DISPENSARIES + 92 UPGRADED COLLEGES EXISTING) SECONDARY SCHOOLS The provision of community facilities ensures that Focus the investment the anticipated population of the corridor will have In relatively small areas with high densities, providing a adequate access to services, and that all residents consolidated larger scale facility, in a well located spot, rather are within an acceptable travel distance to a full than several smaller facilities. This will allow for the better spectrum of community facilities. staffing, higher order services, and better equipment. Key guiding principles drive the Strategy: Enhancing synergies and clustering Consolidation and Upgrading Clustering facilities in areas that allow for sharing of facilities Leveraging existing facilities through upgrading rather which optimises their use and reduces the need for major than replacing in order optimise investment. capital expenditure in the roll out of additional facilities. This also enables the creation of local centres with a defined Strategic distribution and enhanced accessibility identity, which consequently attracts more people and creates Facilitating better access through, as far as practically a sense of place. possible, locating facilities along major feeder routes and ensuring safe access to these facilities by providing Universal Access quality non-motorised transport connections (cycling and Equitable distribution of facilities in line with the contextual pedestrian pathways). need of the different zones within the Corridor. BRT Phase 1 Corridor Development Strategy | Executive Summary 35 PLANNING FOR HEALTH AND WELL-BEING MOROCCO TERMINAL KINONDONI KIMARA TERMINAL KOROGWE KIBO BARUTI BUCHA KONA MWANAMBOKA UBUNGO MAJI UBUNGO TERMINAL MKWAJUNI SHEKILANGO URAFIKI MANZESE TIP TOP ARGENTINA MOROCCO HOTEL MWEMBECHAI KAGERA MAGOMENI USALAMA HOSPITAL MAGOMENI MAPIPA FIRE JANGWANI STATION DIT KISUTU POSTA YA ZAMANI CITY KIVUKONI COUNCIL TERMINAL MSIMBAZI POLICE GEREZANI TERMINAL N Proposed Open Space and Recreation Strategy (Illustrative diagram, not to scale) INVEST IN EDUCATION FOR A BETTER FUTURE Zone Boundaries New Primary School - *150 m Offset from Phase 1 BRT Route Upgrade Existing Primary School New Secondary School - *150 m Offset from Phase 1 BRT Route New Technical Secondary School - *Predominately Focused in Manzese Upgrade Existing Secondary School New Tertiary Facility - *150 m Offset from Phase 1 BRT Route Upgrade Existing Tertiary Facility Clustering of new and Existing Facilities New Educational Facilities Hub N Existing Educational Facilities Hub Proposed Education Strategy (Illustrative diagram, not to scale) 36 BRT Phase 1 Corridor Development Strategy | Executive Summary The power of place making The CDS aims to set a new benchmark for high quality The wider influence area will be regenerated by Transit Oriented Development. Universal access to utilities, promoting the influence of the transit routes, allowing efficient and accessible public realm, mixed-use built the benefits of connectivity to reach neighbourhoods form of an appropriate density, balanced provision of falling outside the station areas. homes, employment clusters and facilities is envisaged for the core of the corridor. Mixed use environment, Tree-lined squares, unified Arcades, tree canopies Tall buildings accommodate active and easily street furniture and attractive and shading promote dense activity to optimise the accessible for spaces provided within comfortable, all-season capacity of key nodes. pedestrians. station area. accessibility. High density formal commercial activity provides tax revenues to improve services. Retail and F&B support high footfall at stations an gather revenues. Artist impression of the conceptual regeneration of the Ubungo cluster © Broadway Malyan BRT Phase 1 Corridor Development Strategy | Executive Summary 37 Ubungo cluster has been reviewed as a key seed and model for TOD. The artist’s impression below illustrates some of the aims and ideas behind the development proposals. Food & Beverage offer Mixed use buildings Setback from BRT to be Footbridges enhanced to flank and activate offering, facilities, maintained, allowing to improve cross the main pedestrian employment & housing. space for circulation corridor connectivity. routes. and activity. Lift access at stations foster inclusive access. 38 BRT Phase 1 Corridor Development Strategy | Executive Summary Planning for Transport Integration A high level of service drives ridership to make the service viable and Focus on moving support TOD. Making parallel restrictions on car use will limit the people, not vehicles proliferation of “informal” transport systems, mitigating safety hazards, reducing air pollution and ultimately the social cost of mobility. Parking is This is also the way to make public transportation appealing to most social a crucial classes, including the middle-class, that is increasingly making use of the leverage for urban mobility private car to fulfil its mobility requirements. The proposed connectivity framework within BRT Phase 1 Corridor area can succeed in maintaining a Expand BRT balanced modal share between private and collective trips, and reduce the accessibility car pressure on the road network. Achieving this target will depend on the with feeder lines development of a streamlined, hierarchical and connected public transport system that addresses various mobility needs: A grid-like • Efficient travel connections between key attractions and destinations network, with a role across BRT Phase 1 influence area for each road • Effective short distance connections within neighbourhoods Maintain the • Easy connections to principal and secondary public transport routes via role of active transport in the multi-modal interchanges. City The objective is to deliver the economic balance across multiple transport modes, to provide best value for state investment. The current under-provided road network will be re-cast to BRT provide for anticipated traffic levels and mobility needs, and the design standards adapted to accommodate a more comprehensive and penetrative system. Public transport will extend its Railway network BRT Phases Feeder lines coverage, while minimising journey times between 5.6 KM 109 KM 87 KM main activity nodes. The entire transportation system will be tailored to TOD principles, promoting mass transportation over the use of private cars and small collective transport vehicles. The CDS seeks a high density of public transport service, where over 80% of people have access ENSURING to transit. This entails an integrated, subsidised system with high capacity primary corridors, 80% OF THE POPULATION HAS EASY ACCESS TO numerous urban secondary routes, and a capillary PUBLIC TRANSPORT feeder network with maximum outreach and 423 km 202 km ridership. OF NEW & UPGRADED ROADS OF PUBLIC TRANSPORT ROUTES BRT Phase 1 Corridor Development Strategy | Executive Summary 39 BUILDING UP THE COMPREHENSIVE NETWORK Legend BRT Phase 1 Terminal BRT Phase 1 Feeder Station BRT Phase 1 Station BRT Future / Planned Stations Future Feeder Lines Stations BRT Phase 1 Corridor BRT Future / Planned Corridors Feeder Lines Railway N Ferry Fully implemented public transport network - high frequency services (Illustrative diagram, not to scale) Achieving good connectivity and accessibility Several ongoing / planned city initiatives have been included within the proposed Connectivity Strategy: • Intersections improvement along Morogoro Road at Ubungo, Magomeni, Morocco, United Nations and Fire • Express route links: ring road system • DMDP road upgrades: Kimara-Kibaha Road, Mwai Kibaki Road Proposed Arterial Roads and New Bagamoyo Road will be widened and improved along with the rehabilitation of several other local roads enhancing accessibility to local neighbourhoods • Future BRT Phases and related feeder lines. Further to these interventions, the densification and rationalization of the network will include: • Enhancement of the existing north-south / east-west local Proposed Collector Roads roads to offer seamless connectivity, while alleviating pressure on Morogoro, Nelson Mandela, Sam Nujoma, Kawawa, Kigogo and Bagamoyo Roads • Densification of collector roads network, by upgrading several local streets and closing the gaps that interrupt the network to create a well connected system • A better organization of intersections, obtained by building service streets alongside the arterial streets. Proposed Tertiary Roads 40 BRT Phase 1 Corridor Development Strategy | Executive Summary Regenerative powers of the brt Dar es Salaam’s BRT completed FEEDER ROUTE TRINARY (BOULEVARD) network will be an effective system bringing transport coverage within reach of a significant proportion of BRT its residents and businesses. In time this will result in competition between station areas to attract new investment and commercial development activity. BRT The key multi-modal transport corridors will become the catalysts for dense, high quality urban form. Improved roads, high-performance public transport facilities and utility infrastructure provision will become a framework for regenerative development. BRT ROUTE Sketch study of the station area transformation Incremental evolution of a hypothetical District Station area (See: Station Typology Guidelines Volume) Existing uses Network Connection Open Space No direct vehicular Commercial Plaza access from BRT corridor BRT ROUTE Pedestrian Connection Regenerative Interventions BR TR OU TE d er e Fe Se ai n A r ea rvic eL ence M an lu 0 m Inf Lo e Feeder Route 50 ca lT ran Enhancement se ct Ro ute BRT Phase 1 Corridor Development Strategy | Executive Summary 41 Station Area Typologies and ranking by potential for redevelopment (Illustrative diagram, not to scale) C 06 D G E 26 28 31 G G G 30 G 29 20 E 27 13 21 17 F 23 F 19 E 16 F 22 18 F 25 F 24 F E 10 15 12 03 Legend 09 Study Area Boundary 32 B 07 B BRT Phase 1 Corridor District Centre Typology 02 A CBD Typology Service Centre Typology 05 B 08 01 A 14 A CBD - Commercial Transit Neighbourhood Typology 11 C B CBD - Residential E TN - Consolidated A 04 C Gateway Typology F TN - Shanty C Gateway - City Centre G TN - Suburban D Gateway - City Edge The stations are numbered below based on their ranking in the TOD Station Matrix: Mature Emerging Embryonic 01 Msimbazi Police 08 City Council 15 Mwembechai 20 Kibo 27 Baruti 02 DIT 09 Magomeni Mapipa 16 Urafiki 21 Mwanamboka 28 Kimara Terminal 03 Magomeni Hospital 10 Morocco Hotel 17 Ubungo Terminal 22 Argentina 29 Kona 04 Gerezani Terminal 11 Posta ya Zamani 18 Manzese 23 Shekilango 30 Bucha 05 Kisutu 12 Usalama 19 Mkwajuni 24 Kagera 31 Korogwe 06 Morocco Terminal 13 Ubungo Maji 25 Tip Top 32 Jangwani 07 Fire Station 14 Kivukoni Terminal 26 Kinondoni Extending the BRT network So much more to come This year BRT Phase 1 will double in capacity with new feeders and new buses. After this Phase 2 will connect to Kilwa Road. Phase 3 will serve Buguruni and stimulate new development at the expanded airport. Phase 4 extends north up Bagamoyo Road and from Mikocheni to Ubungo Phases 5 and 6 consolidate the network to extend Dar es Salaam’s central area outward, to accommodate growth with new dense development in support of the seaport an airport expansion Diagram: (left) The BRT, Phase 1-5, Dar es Salaam, 2017 / (right) BRT Phase 1 ridership data (by MIC). programmes. 42 BRT Phase 1 Corridor Development Strategy | Executive Summary Well facilitated corridor Infrastructure has a fundamental role to play in ensuring the success of the CDS. It is essential that the provision and roll out of infrastructure adopts an integrated approach: Improved levels of service For water, sewer and electricity, improved services are anticipated, implying higher utility demands per capita. Combined with increased population density this has significant implications for bulk services provision. Water: • A corridor stormwater management plan is recommended • The existing DAWASA master plan (2007) must integrate with the CDS and the water / sewerage • The flood risk map highlights areas within the proposals in this strategy BRT Phase 1 Corridor to be reserved for natural drainage and flood events, without threat to • The change in urban form require an expanded safely inhabited areas. network with reservoir upgrades of c400%. Solid waste: Wastewater: • Provide corridor-wide transfer facilities, with • It is proposed that the future Jangwani wastewater community-based waste collection points for treatment works be relocated to the South of collection, sorting and recycling Morogoro Road, to open up the current location for incorporation into a proposed green urban park • Reduce, reuse, recycle, recover to mitigate solid • It is proposed that a new wastewater treatment waste challenges. works be implemented in the University region, to cater to the western portion of the Corridor, for which Safeguarding of land: no sewer plans are currently in place. Plans to safeguard land for reservoir expansion, substations and wastewater treatment works. Electricity: • 12 new-build 80 MVA substations are recommended to provide the required coverage within the Corridor • New 132 kV loop in / loop out overhead lines will be required to supply these substations, as well as the required upgrades of existing substations. Stormwater: • It is proposed that Sustainable Urban Drainage Systems (SUDS) be implemented at both a plot and regional level to mitigate the flooding situation experienced in Dar es Salaam BRT Phase 1 Corridor Development Strategy | Executive Summary 43 Proposed location Proposed Pump Rising Main to WWTW Proposed Replacement of Ponds With WWTW of Jangwani WWTW Station & extent of the conveyance network, Proposed Pump Station and the anticipated MOROCCO TERMINAL future WWTW (Illustrative diagram, not to scale. Final KIMARA TERMINAL KOROGWE KINONDONI location of elements KONA BUCHA BARUTI UBUNGO TERMINAL MWANAMBOKA KIBO subject to detailed UBUNGO MAJI SHEKILANGO design) MKWAJUNI TIP TOP URAFIKI ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI Jangwani WWTW MAPIPA JANGWANI FIRE STATION Area Unserviced by DIT Current Proposed KISUTU MSIMBAZI Jangwani WWTW POLICE POSTA YA ZAMANI KIVUKONI Options: CITY GEREZANI COUNCIL TERMINAL TERMINAL 1. Continue with conservancy tank / pit latrine approach 2. Institute waterborne sewerage network Ubungo Ponds Jangwani WWTW with new WWTW Proposed Electricity Networks (Illustrative diagram, not to scale. New 80 MVA Final location of MOROCCO TERMINAL elements subject to New New 80 MVA detailed design) New 80 MVA 80 MVA KOROGWE KINONDONI KIMARA TERMINAL KONA Existing Ubungo Sub BUCHA BARUTI New UBUNGO MWANAMBOKA 80 MVA New KIBO TERMINAL 80 MVA UBUNGO SHEKILANGO MAJI New TIP TOP 80 MVA New MKWAJUNI 80 MVA New URAFIKI ARGENTINA 80 MVA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI New KAGERA HOSPITAL 80 MVA New USALAMA New 80 MVA 80 MVA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI POLICE New POSTA YA ZAMANI 80 MVA CITY KIVUKONI GEREZANI COUNCIL TERMINAL Legend TERMINAL Existing 132 kV Network New New 132 kV Network 80 MVA Existing 220 kV Network Proposed Solid Waste Strategy (Illustrative diagram, not to scale. Final MOROCCO location of elements TERMINAL subject to detailed design) KOROGWE KINONDONI KIMARA TERMINAL KONA BUCHA BARUTI UBUNGO TERMINAL MWANAMBOKA KIBO UBUNGO SHEKILANGO MAJI MKWAJUNI TIP TOP URAFIKI ARGENTINA MANZESE MOROCCO MWEMBECHAI HOTEL MAGOMENI KAGERA HOSPITAL USALAMA MAGOMENI MAPIPA JANGWANI FIRE STATION DIT KISUTU MSIMBAZI POLICE POSTA YA ZAMANI CITY KIVUKONI GEREZANI COUNCIL TERMINAL TERMINAL Legend Existing Collection Points Proposed Transfer Station 44 BRT Phase 1 Corridor Development Strategy | Executive Summary Phasing the implementation Legend Phase 1A (Priority Area) Phase 1A (Enabling Area) Phase 1B (Priority Area) Phase 1B (Enabling Area) Phase 2 Area Phase 3 Area Phase 4 Area Phase 5 Area Phase 6 Area N Area Outside of BRT Corridors While the objective for the CDS is to densify and a dedicated Development Corporation, a Municipality enhance the study area, the project has associated or other. costs and project management requirements beyond ‘Enabling’ Areas provide utility infrastructure to service the the capacity of the authorities. The CDS phasing general needs of new high density development along the plans identify areas which should be prioritized for corridor to meet the needs of TOD. This will focus on the proactive redevelopment. provision of power, water and sanitation services along the Phase 1 has two sub-phases classified as ‘Priority’ and route, to ensure that parcels can utilise these services and ‘Enabling’ areas and combine together as the Phase 1 accommodate higher levels of density than at present. ‘Focus’ area. ‘Priority’ Areas are the sites identified for imminent investment for rapid redevelopment. These are the nodal clusters and terminal areas considered ready to realize development potential, as available and accessible serviced parcels which can support TOD in those locations. Clusters of development can be achieved by prioritising the supply of water, power, sewage, waste management, transport, street management and amenities (health Phase 1A - Priority Area and education). This infrastructural and amenity service Phase 1A - Enabling Area provision can be overseen by the authorities – possibly CDS Development Area BRT Phase 1 Corridor Development Strategy | Executive Summary 45 Project packAges PROJECT PACKAGE 3 MANZESE PROJECT PACKAGE 5 REGENERATION MOROCCO HUB PROJECT PACKAGE 1 WATERFRONT PROJECT BOULEVARD PACKAGE 4 UBUNGO SECONDARY CITY CENTRE PROJECT PROJECT PACKAGE 2 PACKAGE 7 MAGOMENI MSIMBAZI DISTRICT CITY PARK PROJECT PACKAGE 6 GEREZANI INTERCHANGE The role of the Project Packages The selected Project Packages aim to become catalyst 4. Ubungo Secondary Centre - Initiate city centre for change. These were chosen for their strategic de-congesting initiative by creating a secondary city importance and location within the corridor, their centre offering range of facilities and land uses. impact capabilities, complexity of land ownership and 6. Gerezani Commercial Hub - Maximising the potential their ability to address the CDS objectives. The Pilot of the major city gateway at Gerezani by promoting high Projects are not the only on-going initiatives within the density, quality mixed-use hub. corridor. However they are seen as “game changers” in the city and its recent TOD context. 7. Msimbazi City Park - the only major open space area within the city, accessible by public transport network 1. Waterfront Boulevard - Creating a waterfront (BRT) offers a unique opportunity to deliver a quality environment worthy of the international city and quality and highly accessible recreational area of city-wide gateway to major regional leisure destinations. significance. The city park will also mitigate flood 2. Magomeni District - Facilitating a dense consolidated impacts by preventing vulnerable development on urban community on the edge of Dar es Salaam’s hazardous land. downtown 3. Manzese Regeneration - Establishing anchors for regeneration in these tightly knit and established communities with improved access and amenities, improved frontages and street lighting. 46 BRT Phase 1 Corridor Development Strategy | Executive Summary Artist impression of the secondary centre at Ubungo © Broadway Malyan BRT Phase 1 Corridor Development Strategy | Executive Summary 47 Recommended Initiatives Twelve suggested Initiatives are summarised to promote the strategy and enhance the Corridor. In each case a lead agency is suggested, which could take responsibility for delivering the recommended initiative. Each varies in scope and difficulty. The first are planning-related, moving on to funded programmes and grants for third parties, ending with physical projects that apply the CDS principles to sites of key importance. 48 BRT Phase 1 Corridor Development Strategy | Executive Summary RECOMMENDED INITIATIVE 01 Corridor Development Strategy (CDS) Training Programme WHAT IS CDS TRAINING? • Integrated training programme led by DCC on how to use or apply the Corridor Development Strategy • Helps clarify how to use the CDS to enhance the Corridor. WHERE SHOULD THE TRAINING BE PROVIDED? • At Dar City Council offices, the University and at Municipality offices. HOW SHOULD THE TRAINING BE MANAGED? • CDS documents distributed to sponsoring organisations who pass to relevant staff • Sponsors allocate time and venue to provide the documents and for staff inductions • Session includes simple test to demonstrate trainee has an understanding. WHO SHOULD TAKE THE INDUCTION? • Planning officers and municipal staff • Staff of government authorities, NHC and pension funds • Statutory authorities for utility and transport services • Developers, landlords and real estate professionals WHEN SHOULD THE TRAINING BE PROGRAMMED? • Upon roll-out in 2018 after CDS is launched. WHY IS THE CDS INDUCTION IMPORTANT? • Overlays TOD principles and thinking on current planning control systems • Raises awareness of the importance and objectives of corridor development • Ensures an even approach to how the tools are used and applied • Gets best value from past and future investment in BRT • Ensures the city is improved according to agreed standards • This service could extend and deepen in scope over the next 15 years. BRT Phase 1 Corridor Development Strategy | Executive Summary 49 RECOMMENDED INITIATIVE 02 Commissioning (or Updating) New Local Plans WHAT IS A LOCAL PLAN? • A local plan may take the form of an Area Redevelopment Plan (ARP), Detailed Planning Scheme or other approved statutory document. • Local plans should be led by DCC in close cooperation with relevant Municipal Councils, and prepared as development control instruments. • Local plans are produced to a more detailed level than the CDS • The main CDS report identifies 8 areas that should be prioritised for new or updated plans but more could be considered to cover the gazetted corridor area • Local plans should be read in conjunction with the higher level CDS • Used to assess applications for multiple or individual plots • Key future reference for planning control officers. WHERE SHOULD LOCAL PLANS BE DEVELOPED? • The CDS highlights eight areas: Gerezani, Ubungo, Jangwani, Magomeni, Morocco, Manzese, Kimara and the historic centre and waterfront. • Each should have its own local plan • Coordination issues resolved through the CDS. HOW CAN THE LOCAL PLANS BE TAKEN FORWARD? • Confirm boundary, scope, plan preparation process, adoption and legal status • Site in context of CDS. WHO SHOULD BE INVOLVED IN THE LOCAL PLANS? • Coordinated by DCC • Undertaken in collaboration with the relevant Municipality • Inputs by all stakeholders / interested parties. WHEN SHOULD THE LOCAL PLANS BE PROGRAMMED? • After CDS is launched • In sequence, starting with area adjudged as being of highest priority by DCC. WHY ARE THE LOCAL PLANS IMPORTANT? • Apply TOD principles at parcel level to adapt current planning control systems • Establishes TOD planning standards as basis for all future applications • Ensures the city development meets identified standards • Allows the City and Municipal authorities to facilitate and administer each part of the corridor to maximise its land revenue returns and other proceeds and benefits. 50 BRT Phase 1 Corridor Development Strategy | Executive Summary RECOMMENDED INITIATIVE 03 Focus Area Services & Infrastructure Programme WHAT IS THE FOCUS AREA ENABLING PROGRAMME? • Initiative providing access to key community services and amenities to prepare the parcels alongside the BRT route to be intensively developed • Sanitation, power, water, drainage, street lighting, transport, health, education, jobs, parks • The ultimate aim is to extend this level of provision to the entire BRT Phase 1 Corridor area • Bulk service provision initially prioritised to key nodes to support high density development. WHERE IS THE FOCUS AREA LOCATED? • The areas flank both sides of the length of the BRT Phase 1 Corridor • Key nodes of the BRT Phase 1 route - Downtown, Gerezani, Magomeni, Morocco and Ubungo. • A second phase of work should pick up the corridor edges and nodes of higher potential • Eventually extended across the whole BRT Phase 1 Corridor and those that follow. HOW CAN THE FOCUS AREA ENABLING PROGRAMME BE DELIVERED? • Dar City Council / Municipal coordination of the utility operators and departments • Focus on filling of service gaps and areas of need in priority areas • PPP for major or combined infrastructure projects. WHO CAN LEAD THIS INITIATIVE? WHY IS THE FOCUS AREA ENABLING PROGRAMME • Dar City Council and Municipalities IMPORTANT? • Utility, healthcare and education providers. • Provides capacity for new high density development closest to the BRT WHEN SHOULD IT BE REALISED? • Some areas are ready or close to ready • Provides framework for ongoing urban development and regeneration • 4 years to plan and service the priority hub areas • Rolling programme of bulk service provision • Attracts inward investment to other areas • Improves this prominent approach corridor • Ongoing utility reticulation. bringing transformational change to the whole city • Provides early sites for prime developer investment • This will provide land value capture (LVC) contributions to infra, housing, amenities and tax revenues. Legend Phase 1A Focus Area CDS Project and Focus Area Development Area BRT Phase 1 Corridor Development Strategy | Executive Summary 51 RECOMMENDED INITIATIVE 04 Land Pooling WHAT IS LAND POOLING? • Gathering of land ownerships together to accommodate a single higher-value development. WHERE SHOULD LAND POOLING HAPPEN? • Where an area can be improved for the financial benefit of the owners • Prime land is easiest, near BRT routes and intersections. HOW CAN LAND-POOLING BE ENCOURAGED? • Coordinate by Municipalities thorough community groups and promotional activities. WHO SHOULD POOL THEIR LAND? • Site owners, landlords, private and public organisations with land. WHEN CAN LAND BE POOLED? • Land pooling can be planned and discussed before a formal transaction happens • Once pooled it can be developed and then sold or leased. WHY LAND POOLING IS IMPORTANT • This is an open, equitable way to improve and regenerate urban areas • It enables the redevelopment of sites in complex land ownership by allowing those who control them to find their own commercial solution • Land pooling enhances the value of land and makes areas more attractive to investment and regenerative change • It introduces money into needy areas to boost the local economy and raise incomes. FAR 3.0 FAR 5.4 FAR 5.5 FAR FAR 4.1 5.2 FAR 6.5 Existing plots layout FAR 0.55 Proposed plots layout with FARs (through Land Pooling mechanism) 52 BRT Phase 1 Corridor Development Strategy | Executive Summary RECOMMENDED INITIATIVE 05 Public Land Assembly WHAT IS PUBLIC LAND ASSEMBLY? • Strategic pooling of larger public sector assets • Functions to develop operational efficiencies • Compact development to yield better facilities and surplus land for redevelopment • Downstream revenue receipts. WHERE CAN PUBLIC LAND ASSEMBLY BE FOCUSED? • Larger urban underutilised sites in the Corridor • Sites to be vacated for relocation to Dodoma. HOW SHOULD THE LAND BE ASSEMBLED? • Based on land value appraisal • Sites considered suitable for redevelopment included in the pool • Pooled sites considered for onward sale / lease according to CDS priorities. WHO COULD LEAD THIS INITIATIVE? WHY IS PUBLIC LAND ASSEMBLY IMPORTANT? • PO-RALG • Frees key sites for transformational redevelopment • Dar City Council • Catalyst for modernisation programme • Municipalities. • More efficient government operation WHEN SHOULD THE LAND BE ASSEMBLED? • Redevelopment yields substantial capital and • Ongoing across the corridor as phased revenue receipts to be reinvested in services and amenities • Aligned with the “Dodoma Capital Development programme” • Can assist in decentralisation objectives. UNIVERSITY LAND UBUNGO MAGOMENI MOROCCO MOROCCO TERMINAL KINONDONI KIMARA TERMINAL KOROGWE KIBO BARUTI BUCHA KONA MWANAMBOKA UBUNGO MAJI UBUNGO TERMINAL MKWAJUNI SHEKILANGO URAFIKI MANZESE TIP TOP ARGENTINA MOROCCO HOTEL MWEMBECHAI KAGERA MAGOMENI USALAMA HOSPITAL Legend MAGOMENI MAPIPA FIRE BRT Phase 1 JANGWANI STATION DIT Opportunity Corridors KISUTU Opportunity Areas POSTA YA ZAMANI CITY KIVUKONI COUNCIL TERMINAL MSIMBAZI POLICE Areas of High GEREZANI Development Potential TERMINAL Areas of Medium Development Potential Areas of Long Term Development Potential Land Occupation Low Density with High Potential Mostly Unbuilt GEREZANI KIGAMBONI BRT Phase 1 Corridor Development Strategy | Executive Summary 53 RECOMMENDED INITIATIVE 06 Low Cost Home Pilot Projects WHAT IS LOW-COST HOMES PILOT? • Trial of contrasting approaches to deliver a range of lower cost housing • The most effective models used for subsequent Corridor up-scaling. WHERE CAN THE PILOTS BE DEVELOPED? • Range of (up to 8) priority sites along the Corridor. HOW CAN THE PILOTS BE TAKEN FORWARD? • Delivered through private development, land pooling, public funding, improvement grants. WHO SHOULD LEAD THIS INITIATIVE? • NHC • In partnership with the Municipalities and supply chains. WHEN SHOULD THE PILOT BE PROGRAMMED? • Starting in 2019 • 2-5 years to plan and build • 1 year to review and assess • Roll-out as a formal programme from year. WHY ARE LOW COST HOME PILOT PROJECTS IMPORTANT? • Identifies the most effective approach to affordable housing delivery • Benchmark for future reference • Clarifies NHC objectives • Helps balance and diversify housing provision in key areas • Identifies viable, cost-effective development models to be up-scaled to save social housing costs • Scope to promote partnerships with major international suppliers to raise local standards and techniques. 54 BRT Phase 1 Corridor Development Strategy | Executive Summary RECOMMENDED INITIATIVE 07 Home Upgrade Grants WHAT ARE HOME UPGRADE GRANTS? • NHC / Municipally managed payments to enable owners in unplanned settlements to make their homes more resilient • Grant funds pay for local materials, assembled by local labour as an employment initiative • Improvements to strictly comply with agreed housing code • Grants pay for materials, utility works, code inspections • Larger grants available where homes are extended to accommodate additional families • Examples: building foundations; boundary wall; new upper floor; improved roof; sanitation, power or water connections. WHERE SHOULD HOME UPGRADES HAPPEN? • Individual or multiple dwellings in unplanned area or other substandard accommodation can be upgraded • Title must be proven, or agreed steps taken to formalise the land’s ownership • Owners to complete works to standard within one year or forfeit costs. HOW SHOULD HOME UPGRADES BE DELIVERED? • Eligible homes targeted by Municipalities for improvement • Owners make an application • Grants issued as vouchers for materials from approved bulk suppliers or utility providers. WHO SHOULD LEAD THIS INITIATIVE? • NHC / Municipalities. WHO CAN APPLY FOR A GRANT? • Site owners, landlords, private and public organisations with sub-standard housing. WHY ARE UPGRADE GRANTS IMPORTANT? • Simple, cost effective means to enhance conditions in unplanned areas while accommodating more density • Improve and incentivise the development of local supply chains and skills sets • Enhance the local economy through construction employment activity and pride of place. BRT Phase 1 Corridor Development Strategy | Executive Summary 55 RECOMMENDED INITIATIVE 08 Heritage Programme WHAT IS THE HERITAGE PROGRAMME? • Retention, enhancement and re-purposing of historic built form and landscapes • Ancient, pre-colonial and fine examples of modern era buildings dating as recently as 1975 • Includes residential, commercial, industrial and civic buildings and premises • Historic areas, street furniture, parks, natural landscape, bridges and structures • Action planning programme to identify, retain, restore and reuse • Funding grants for private owners to apply for. WHERE SHOULD THE HERITAGE PROGRAMME BE FOCUSED? • Within the downtown and older consolidated parts of the city • Focus on tourism related uses and outcomes • Enhance policy controls to ensure protection. HOW CAN THE HERITAGE PROGRAMME BE REALIZED? • Build on work which has already been carried out by DCC and DARCH • List key buildings and features in the corridor and confirm respective ownerships • Assess use / condition / uniqueness and identify any clustering and structures at risk • Consider possible transfer / new uses / fund strategies for restoration • Initiate grant scheme for private applications • Implement and monitor for roll out. WHO SHOULD LEAD THIS INITIATIVE? • Grants from PO-RALG, Dar City Council and Municipalities • NHC and Government departments • Private owners become heritage stakeholders with share in the city’s assets. WHEN SHOULD THE HERITAGE PROGRAMME TAKE PLACE? • Starting in 2019 • 1-2 years to audit / assess and confirm priority projects. WHY IS THE HERITAGE PROGRAMME IMPORTANT? • Preserves local character and streetscape quality • Enhances the city’s brand, visitor experience and tourism revenues • Improves urban legibility • Boosts civic pride. Kariakoo Market, Dar es Salaam © Broadway Malyan 56 BRT Phase 1 Corridor Development Strategy | Executive Summary RECOMMENDED INITIATIVE 09 Station Area Placemaking WHAT IS STATION AREA PLACEMAKING? • Public realm interventions and improvements • Co-ordination of transport access facilities • Formal licensing of street activity / trading • New and improved links, lighting, paved sidewalks, safe crossings, structured taxi and drop-off, signing and map information, free wi-fi, architectural frontage coordination and public art • Advertising applications and standards. • Community interaction, activities and events WHERE CAN THE PLACEMAKING BE DELIVERED? WHY IS STATION AREA PLACEMAKING IMPORTANT? • Suggest the key nodes - downtown stations, Gerezani, • Eases circulation space to make station throughput Morocco, Magomeni, Ubungo, Kimara more effective • After this a selection of second tier station area sites • Enhanced capacity for pedestrians, taxis, service can be developed vehicles • Other sites can be brought forward where private • Improved structure and interchanging for development may offset public spending. taxis / buses and inter-modal links • New revenue streams from advertising, leases and HOW SHOULD THE STATION AREA IMPROVEMENTS BE land optimisation TAKEN FORWARD? • Enhanced sense of place • Initial projects are intended to demonstrate the • Higher land values with increased demand approach, and funded centrally • Creates community ownership and pride • Subsequent projects offset by private developer contributions for discrete elements. WHO SHOULD LEAD THIS INITIATIVE? • DART / TANROADS in partnership with Dar City Council and Municipalities • Initiative should be run in collaboration with the private sector, community-based organizations and communities. WHEN SHOULD THE INITIATIVE BE PROGRAMMED? • Starting in 2018 • 1-2 years to plan and 2-4 years to implement first tranche of projects • After, implemented on a station by station basis according to available funds. Artist impression of the Ubungo Station Area © Broadway Malyan BRT Phase 1 Corridor Development Strategy | Executive Summary 57 RECOMMENDED INITIATIVE 10 Msimbazi City Park WHAT IS MSIMBAZI CITY PARK? • Heart of what will be the city’s new open space network • Integrated approach to restoring the river’s drainage functions following heavy rains • Prime open space providing diverse ecological and recreational functions • Accessible river front and wetland park. WHAT AREA WILL THE PARK COVER? • From the mouth of the Msimbazi River in the east to Pugu Hills in the west, and including the river’s key tributaries • Covering most flood-risk lands within the basin. HOW WILL THE PARK BE DELIVERED? • Public investment • Public-Private Partnerships • Support from development partners. WHO WILL LEAD THIS INITIATIVE? • Dar City Council and Municipal Councils in partnership with range of government stakeholders including the Wami-Ruvu Basin Authority • PO-RALG • Possible new Msimbazi Park Authority WHEN WILL THE PARK BE DEVELOPED? • Designation in 2019 • Facilities planned and developed over the following 10 years. WHY IS MSIMBAZI CITY PARK INITIATIVE IMPORTANT? • Transforms a flood-prone hazard land into a public asset for the city of Dar es Salaam • Protects vulnerable residents who currently live within the river valley through a humane and participatory approach to resettlement • Provides vegetation and quality open space a rapidly urbanizing city • Offers diverse recreation opportunities in central, accessible location. 58 BRT Phase 1 Corridor Development Strategy | Executive Summary RECOMMENDED INITIATIVE 11 Artist impression of the conceptual regeneration of the Ubungo cluster © Broadway Malyan Ubungo - Second City Centre - Pilot Project WHAT IS A SECOND CITY? WHY IS THE SECOND CITY CENTRE IMPORTANT? • A secondary city centre would alleviate pressure • Balances Dar es Salaam’s urban structure to in the existing overheated downtown core offer a new hub at the city’s centre of gravity • It provides space for cost effective commercial • Increase the supply of affordable development expansion and new dense urban development land to offer more choice and efficiency in support of future growth • Located in an independent yet connected location. • Balances tidal BRT ridership patterns • Builds on programmed investment in WHERE CAN THE SECOND CITY EXTEND TO? BRT / roads / utilities. • Seeded at coach station site to the new flyover • Extending over time south KEY BENEFITS? • Diversified commercial offer • Connecting with BRT Phase 4 & 5, integrating the University site. • Enhanced competitive edge • Better transport efficiency HOW SHOULD THE SECOND CITY BE DELIVERED? • Significant LVC benefits including jobs, • Internationally advertised development infrastructure, housing, civic amenities. site opportunities Ubungo Site Sketch layout for Mixed-Use District Quarter E • Development corporation through land-pooling For Discussion only 16th March 2018 and parcel sale. F 16 21 WHO SHOULD LEAD THIS INITIATIVE? 20 20 • DCC / Ubungo Municipality 15 D • Housing through NHC 11 17 18 19 • Seed site led by DCC with DART. H 15 14 G D WHEN CAN THE SECOND CITY EMERGE? G • Initial seed of retail market at DCC’s coach Adjacent 12 neighbourhoods 22 13 Create pedestrian station site (ongoing discussions) 11 links where possible 23 09 Optimise & densify adjacent layout • Further applications in 2019 / 2020 Create landmark on the corner to create focal point 10 08 07 04 05 adjacent to ring road. I C Create frontage onto BRT 06 • 15+ years intensive mixed use development. Phase 1 route A 22 B 03 Protect BRT’s ROW 01 02 01 BRT Phase 1 Station (existing) 02 Pedestrian Bridge over Morogoro Road Viewing Plaza over Ubungo District Quarter Hypothetical layout of the Ubungo Pilot Project 03 BRT Phase 14 3 & 4 Interchange A Vehicular access from/to Pedestrian bridge integrated 04 into Feeder Bus Station & Retail offer Morogoro Road (left turn only) 15 Ubungo Arcades - Retail Strip 05 Feeder Bus Station B Feeder Buses access to/from 16 Multi-storey car park (Park & Ride) Morogoro Road 06 Food & Beverage Pavilion C Access to/from Feeder Bus 07 Steps to the Ubungo Plaza 17 Indoor Market or Food Court (optional) Station (Buses only) 08 Primary entry to Eastern Africa Commercial Centre 18 Covered Street (service industry) D Access to/from BRT Phase 3&4 Interchange 09 Ubungo Circus - plaza animated through retail 19 Mixed-use block (Residential & Retail) E Access to/from BRT Phase 3&4 10 Commercial over retail 20 Surface Parking (Visitors & disable) F Vehicular circulation 11 21 Commercial & residential blocks Podium garden 22 G Vehicular access to retail plot 12 Residential over retail Shading structures BRT Phase 1 Corridor Development Strategy | Executive Summary 59 RECOMMENDED INITIATIVE 12 Artist impression of the conceptual regeneration of the Gerezani Hub © Broadway Malyan Gerezani - Commercial Hub - Pilot Project WHAT IS GEREZANI COMMERCIAL HUB? WHY IS GEREZANI HUB IMPORTANT? • High frequency integrated transit hub (BRT / Rail) • Major employment node • Incorporating high quality dense mixed • Benchmark urban development project commercial / residential development • Defines air-rights development over stations • Focused centre for business associated with the • Builds reputation of port as commercial business growing port. centre WHERE IS GEREZANI COMMERCIAL HUB? • Connects with the city’s other spaces. • The BRT station area KEY BENEFITS? • Adjoining underutilised land by Pugu Road • Supports port growth • Railway land between Gerezani and City Centre. • Optimises outlay on subsequent BRT phases HOW CAN THE HUB BE DELIVERED? • Returns to DART • Local masterplan framework • Sets best practice transit interchange standard • Land acquisition and sale • Significant LVC benefits including jobs, • Some land pooling infrastructure, housing, civic amenities. • Up-scaling of transit • Bulk networked utilities. WHO CAN LEAD THIS INITIATIVE? • DART • Dar City Council • Ilala Municipality. WHEN CAN GEREZANI HUB BE DEVELOPED? • Initial seed at Gerezani BRT station site • Statutory framework plan 2018 • Plan development 2019 • Development 2020 onward. Hypothetical layout of the Gerezani Pilot Project BRT Phase 1 Corridor Development Strategy | Executive Summary 60 The President’s Office Regional Administration and Local Government (PO-RALG) DAR ES SALAAM METROPOLITAN DEVELOPMENT PROJECT NOVEMBER 2018