THE DART SYSTEM: DART is a Bus Rapid Transit (BRT) project in Dar es Salaam.

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1 21 ST OCTOBER, 2015

2 THE DART SYSTEM: DART is a Bus Rapid Transit (BRT) project in Dar es Salaam. Dar es Salaam adopted the BRT as its long-term mass transit solution in The system will improve quality of living for city residents through improved mobility options and cleaner technologies.

3 WHY DAR ES SALAAM CITY The commercial city of Tanzania, Generates about 80% of government s domestic revenue Has the largest urban population and fastest growth of Vehicle ownership - 20% /Year City population (2012) is 4.5 millions, with a yearly growth rate of 4.3%

4 Rapid Growth of Population Insufficient Infrastructure Expansion of Urban Areas Emission from Vehicles MAIN TRANSPORT CHALLENGES IN URBAN AREAS Congestion and traffic jam Inadequate Traffic Management Air quality and Health issues

5 MOST BUS STOPS AND TERMINALS WERE IN POOR CONDITION

6 QUALITY OF VEHICLES AND SERVICE WAS EXTREMELY POOR

7 THE CITY HAD TO CHANGE In order to improve the quality of the public service in the city, a change in a positive direction was inevitable. A change that could bring an innovative mobility strategy, which apart from improving the service, it would also improve the quality of living of the city residents through improved mobility options. That needed CHANGE was the shifting from disorganized and unsatisfactory public transport system to the introduction of a more organized massive transportation system.

8 THE DART VISION To have a modern public transport system at reasonable cost to users using high capacity buses that are environmentally friendly, operating on exclusive lanes and run on schedule.

9 THE DART MISSION To provide quality, accessible and affordable mass transport system for the residents of Dar which will subsequently: enable poverty reduction, improve standard of living, lead to sustainable economic growth, and act as a pioneer of private and public investment partnership in public transport.

10 To increase the level of mobility of majority of residents enhancing their participation activities, in a wide range of To promote the use of Non-Motorized Transport (NMT) by providing and improving relevant facilities, To meet the continuous increase of travel demand of the City, and Improve quality of urban development, landscape and proper land use plans along the BRT corridors.

11 Line Cost and Capacity Comparison: Different Mass Transit Options Capital Cost/Km ($ million) Hong Kong Metro $220 81,000 Actual capacity (passengers / hour / direction) Bangkok Sky train $74 25,000 50,000 Caracas Metro $90 21,600-32,000 Mexico City Metro $41 19,500-39,300 Kuala Lumpur LRT $50 10,000 30,000 Bogota TransMilenio $5 35,000-45,000 Sao Paulo Busways $2 27,000-35,000 Porto Alegre Busway $2 28,000 Curitiba Busway $2 15,000

12 CAPACITY OF BRT There is a myth that Bus Rapid Transit cannot serve high passenger numbers. The results in Colombia and Brazil show that Bus Rapid Transit can handle passenger flows in the range of 20,000 to 30,000 passengers per hour per direction, and with the aid of express lanes can reach 45,000 passengers per hour per direction. Some of the biggest factors determining capacity is not the mode of transport but rather the techniques used to quickly on- and off-load passengers.

13 DART - IMPLEMENTATION PHASES PHASE Phase 1: CORRIDOR Morogoro, Kawawa North, Msimbazi Street, Kivukoni Front LENGTH (KM) 20.9 Phase 2: Kilwa, Kawawa South 19.3 Phase 3: 23.6 Phase 4: Uhuru Street, Nyerere, Bibi Titi na Azikiwe Street Bagamoyo and Sam Nujoma 16.1 Phase 5: Mandela and New road 22.8 Phase 6: Old Bagamoyo and new roads 27.6 The plan is to develop DART in all six corridors by the year 2025.

14 MULTI-CRITERIA FOR DEVELOPING THE SYSTEM PHASES Transport needs (51.7%) Current demand in the public transport corridor (48.5%) Servicing low income areas (26.1%) Travel time impact (25.4%) Easy to build (27.7%) Easiness for construction (34.3%) Financial viability (30.0%) Qty daladala routes cancelled (20.4%) Gen. costs benefits (15.2%) Environment Benefits -(20.6%) Qty of Demolitions (24,4%) Air and sound pollution (22.4%) Promote development urban areas (31.7%) Impact during construction (21.5%) 23

15 DART SYSTEM PHASE I CORRIDOR Depot Feeder Station DART System Phase 1 will have 20.9 km, 27 stations, 5 terminals, 4 Feeder Stations and 2 depots expected to carry about 406,000 passengers per day, using 177 HCB and 128 FBs 15

16 DART PHASE 1 INFRASTRUCTURE Exclusive bus lanes 21km Bus depots 2nos Terminals 5nos Centrally located bus stations 27Nos Pedestrian Bridges 3nos (Kimara, Ubungo, Morocco) Pedestrian crossing facilities at each station Feeder Stations 4nos

17 MAIN DART CHARACTERISTICS Fully dedicated right of way (busway) Alignment in the center of the road (to avoid typical curb-side delays) Stations with off-board fare collection (to reduce boarding and alighting delay related to paying the driver) Station platforms level with the bus floor (to reduce boarding and alighting delay caused by steps) Redesigned intersections (to avoid intersection signal delay)

18 PHASE I DART OPERATIONAL PLAN 7 trunk, 2 express and 5 local services 13 feeder routes and 4 stations Average 33 trunk buses/hr peak hr and 10buses/hr off peak Average speed of 23km/hr for trunk and 17km/hr for feeder buses. Legend Kimara Kivukoni Kimara Kariakoo -Express Ubungo Kariakoo Ubungo Morocco Morocco Kivukoni Morocco Kariakoo Ubungo kivukoni -Express Termina l Depot

19 DART OPERATIONAL HIGHLIGHT Maximum capacity of phase 1 28,000 passengers per direction per hour Demand in-bound during morning hour at Jangwani 17,000 pax per hour Design Speed 60 km per hour Operational speed 23 km per hour Trunk buses with 160 pax 177 Feeder buses with 70-80pax - 128

20 DART KEY OPERATIONAL ASPECTS The DART system will utilize High Capacity Buses each with ability to carry 160 passengers, The Government is providing the infrastructure including bus depots, The government will contract operations to Service Provider. Existing public transport operators will stop the current service and be integrated into DART system.

21 PRIVATE SECTOR PUBLIC SECTOR KEY IMPLEMENTING ACTORS MoF, MoW & MoT PMO-RALG SUMATRA DCC TANROADS SERVICE PROVIDER (SPV) FUNDS ADMINISTRATOR THE SYSTEM DEVELOPMENT IS FINANCED BY A WB LOAN MANAGED BY MINISTRY OF FINANCE

22 PROJECT FINANCING Own sources/local Taxation: The DART project started with a single source, the Dar es Salaam City Council whose commitment to the Project attracted other partners the WB and UNEP. International Financing and Donor Agencies: WB, AfDB, JICA etc Private financing (potential source): Authorities like City/Municipal Councils are open to private finance initiatives The Public Private Partnership (PPP)

23 OPERATIONAL STRUCTURE Fund Manager Fund Management Agreement DART Agency Service Agreement Service Provider Transport Operator Bus Manufacturer AFCS Provider Telecom Operator Station Manager Cleaning and Maintenance Firm Security Firm

24 FORM OF THE SERVICE PROVIDER A counterpart Special Purpose Vehicle (SPV) arranged and established by the private sector Can either be a single entity or a consortium

25 ROLES OF THE PARTIES DART Agency Contract manager Coordination Supervision Service Provider Turnkey service solution to DART System Fund Manager Account management

26 INTERIM SERVICE PROVIDER (ISP) FORMULATION &OPERATION Harness local participation Formulate ISP company Sign ISP contract Procure buses Start ISP operations RATIONALE Preserve BRT infrastructure Build capacity Provide interim transport services

27 DESIGNS OF PHASE 2 & 3 ARE READY FOR DEVELOPMENT, MOBILISATION ONGOING Maktaba St. Bibi-Titi Rd., Nyerere Rd. Pugu Rd., Uhuru St. Length : 23.6 km Station : 30 Terminal : 3 (include kariakoo) Gerezani St., Kilwa Rd., Changombe Rd., Kawawa Rd. Length : 19.3 km Station : 26 Terminal : 3 (include kariakoo)

28 PHASE 2 TRUNK ROUTES

29 PHASE 3 TRUNK ROUTES

30 PARK AND RIDE DART is designed for all categories of riders Construction and provision of Park and Ride facilities is prerequisite within the vicinity of the terminals Appropriate sites have been identified, Private sector are encouraged to invest.

31 URBAN REGENERATION WITH BRT/DART PHASE 1: NEW BUSINESS CORRIDOR DEVELOPMENT ONGOING. 31

32 DART WILL BE THE SPINE OF THE PUBLIC TRANSPORT NETWORK FOR DAR ES SALAAM

33 REMARKS PUBLIC TRANSPORT REFORM WILL ENHANCE THE FOLLOWING: Increased efficiency through Reduce congestion. Reduction of emissions through reduced cars on the road, advanced technologies and cleaner fuels. Safe and reliable mobility in cities by providing integrated modes of transport; MT and NMT.

34 NMT facilities have been provided along the BRT corridor to attract/encourage road users to change to more environmentally friendly NMT system.

35 WHERE ARE WE? Dar es Salaam is set for improved services, Phase 1 operations planned to start in 2016, an interim service in 2015, Capacity Building for DART Agency to manage scope of the planned system operations. Mobilise for Phase 2 and 3 development, system designs are ready The Government of Tanzania is committed to provide essentials for the DART project to deliver better value for money through: Political support; Solid procurement process; Creating the right circumstances to strengthen coordination, vertically and horizontally.

36 DART AGENCY: An Executive Agency established to effectively plan, coordinate and facilitate the provision of urban transport facilities and services and to ensure improved traffic management in Dar es Salaam. The Agency aims at achieving the following major objectives: Establish and operate Bus Rapid Transit (BRT) system for Dar es Salaam; Ensure orderly flow of traffic on urban streets and roads; and Ensure effective Management of the Agency In line with its key role which is to establish and operate the Bus Rapid Transit (BRT) system for Dar es Salaam the focus has been placed on ensuring infrastructure development is smoothly implemented and system operators procured.

37 DO NOT BE DISCOURAGED

38 REMARKS Stakeholders participation and effective communication have been the key aspects for sustaining the developed vision and mission of public transport reforms in Dar es salaam City. The Government of Tanzania is committed to provide essentials for the project to deliver better value for money: Political support; Solid procurement process; Create the right circumstances.

39 BUS OPERATIONS ON TRUNK ROUTES The DART system will utilize articulated buses with minimum140 pax capacity running on dedicated lanes. Since there is no Sharing of routes with Daladalas, a single DART bus will displace about 5 10 Daladalas along the corridor together with fuming exhausts. Mobility and air quality will definitely improve along DART corridors and feeder routes.

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