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Tanzania - Second Central Transport Corridor Project (Inglês)

Ratings of Second Central Transport Project (CTCP2) for Tanzania were as follows: outcomes were moderately satisfactory, risk to development outcome was substantial, Bank performance was moderately satisfactory, and Borrower performance was moderately unsatisfactory. Some lessons learned included: (i) The quality of engineering designs at appraisal caused considerable delay during the BRT Phase 1 implementation; (ii) In times of volatile price inflation, it is important to take additional measures to ensure the accuracy of cost estimations; (iii) The challenges faced during the launching of the operation of Phase 1 of the BRT system showed that it is important to incorporate road safety as part of the design when new systems are introduced; (iv) When planning airport projects the design passenger volume is a critical indicator that should be assessed realistically and monitored throughout implementation; (v) In crosscutting projects like CTCP2, involvement of the main stakeholders, especially those at the leadership level, is essential for smooth project implementation; (vi) Capacity building is an ongoing activity that yields many benefits, although CTCP2 shows that such benefits are not always measured meaningfully during project implementation; (vii) Competition between operators on BRT trunk lines is the preferred strategy; (viii) The challenges of relocation and/or incorporation of daladala (minibuses) in the operation of the BRT system need to be invigorated and a different approach is required for further phases to manage competition; (viii) Adequate preparation in the resettlement of PAPs is a critical requirement for a well-performing project; and (ix) Follow-through with the recommendations of ESMPs is essential to ensure that the project does not leave the people and environment worse off than before the project.


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    Conclusão da Implementação e Relatórios sobre Resultados

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    Tanzania - Second Central Transport Corridor Project

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    Environmental and Social Impact Assessment;Environmental and Social Management Plan;Analytic and Advisory Activities;Gross National Income Per Capita;extension of closing date;economic and financial analysis;ip disbursements archived;level of traffic congestion;Democratic Republic of Congo;vehicle operating cost;Public Transport;detailed engineering design;mass transit system;fare collection system;road component;quality at entry;central business district;single service provider;quality of supervision;assessment of outcome;bus rapid transit;number of passengers;urban transport;civil works;annual economic growth;intelligent transport system;bid validity period;multiple service provider;reduction in travel;global financial crisis;Exchange Rates;exclusive bus lane;automatic fare collection;passengers per day;public transport passenger;intermediate outcome;lack of interest;public transport service;bicycle parking facility;trunk road improvement;urban public transport;impact on tourism;improved transport infrastructure;national park authorities;Thermal Power Generation;integrated transport system;flood prevention measure;local government authority;lack of competition;trunk road network;road construction material;outputs by components;air pollution reduction;operation of transport;assessment of risk;amount of fund;grievance redress mechanism;financial management capacity;Solid Waste Management;full service provider;water and sewerage;rush hour;results framework;satisfactory rating;airport facility;transport facility;international airport;bus stop;



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