CROATIA

PULA BUS RENEWAL PROJECTSUSTAINABLE URBAN MOBILITY PLAN

TERMS OF REFERENCE

1. GENERAL

The European Bank for Reconstruction and Development (the “EBRD” or the “Bank”) is currently supporting the City of Pula (the “Pula” or “City”) and Pula Promet d.o.o. (“PP” or the “Company”) for improvement of its public transport system through loan financing to the Company, a public transport company incorporated in Croatia, 86 per cent owned by the City with remaining ownership stakes held by four surrounding municipalities. Proceeds of the loan will be used to finance the modernisation of the bus fleet through the purchase of up to 20 CNG low floor buses (the “Project”). The Project will be backed by an updated Public Service Contract (“PSC”) and supported with a Municipal Support Agreement (“MSA”) between the Bank and the City.

Pula is the largest city in Istria County, with a metropolitan area of 90,000 people. The City has 57,460 residents (census 2011), while the metropolitan area includes Barban, Fažana, Ližnjan, Marčana, Medulin, Svetvinčenat and Vodnjan. Pula is the economic and political centre of the Istrian peninsula (County of Istria). The historic Old City of Pula is becoming increasingly popular as a day trip destination amongst holidaymakers in Istria for shopping and visiting museums and historical sites, including the ancient Roman Amphitheatre.

City and suburban transportation is currently managed by the Company, which has existed in its present form since 1996, but the City has a 100 years old tradition of running the public transport system in Pula. With 120 employees, the Company currently operates 34 buses covering the entire network of 8 urban lines and 5 suburban lines resulting in around 1.9 million bus kilometres per year and 3.6 million passengers annually. Commercial speeds of operations, however, are considered to be slower than desired at 16 km/hr, due to increasing congestion levels in the city centre, especially during the peak tourist season. Some element of this congestion delay time is due to motorists seeking parking spaces in the city centre area.

In 2003, the Company introduced a new BUScard system for ticket validation based on a contactless (magnetic) smartcard system. This advanced system was one of the first in the region and provides the Company with valuable management information on ticket sales, number of passengers per trip, customer profiles, use of routes per hour and day, turnover per driver, and has reduced the percentage of free riders considerably.

In addition, during 2007 the Company integrated the GSM tracking of the overall bus fleet enabling on-line monitoring of the speed and location of each bus. In 2012, video surveillance was established in every bus. The four cameras per bus were installed to monitor the efficiency of the ticket purchase system and to monitor customer’s safety.

The Company has its own fleet maintenance and fleet management department.

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The purchase of the new CNG buses will improve the reliability and quality of public transport services for users and the Company, by reducing fuels costs, reducing noise levels and improving air quality through reduced emissions and better fuel efficiency, in compliance with Regulation (EC) No 595/2009 of the European Parliament.

Pula Urban transport plans and strategies

The City identifies urban transport as a priority sector for development. One of the main problems the City faces is the heavy traffic during the busy tourist period between May and October, and the lack of parking spaces. The growing traffic congestion has an increasingly negative impact on the accessibility and environment in the City. The City’s focus is the improvement of public transport services in combination with traffic management measures to reduce the negative impact of growing car traffic in the Old City.

To address these issues, the Master Plan for Pula was prepared in 2007 followed by the Pula Sustainable Transport Strategy, both of which identified parking issues as a main obstacle in providing good transportation system.

Management of parking in Pula is the responsibility of Pula Parking d.o.o (“Pula Parking Company”), a company fully owned by the City. The Company manages street parking as well as some parking lots and has employed modern payment schemes, including mobile phone. Unfortunately illegal parking in the Old City is a common problem and only the police are entitled to issue fines for illegal parking.

The Master Plan covered road traffic and public transport on the city road network with transport modes integrating all roads in Pula, bus stations, bus lines with a timetable, pedestrian zones, and cycling lanes. The results of the model of demand are presented in two matrices containing a link between the origin - destination of all zones or matrix Private Network Transport (PRT-matrix) and matrix public network traffic (PT-matrix). External traffic (outside of region) is added in an additional matrix. The Master Plan was focused at providing improved infrastructure and increased network capacity. Expansion of this study to cover the greater metropolitan area (outside the city area) shall be required under this assignment.

The Pula Sustainable Transport Strategy was focused on parking improvements in the City and consisted of the following proposed measures:

1. Immediate measures to offer improvement to the severe parking situation.2. A larger amount of strategic measures to substantially improve situation after these

measures have been implemented over a period of some years.3. Supporting measures in the field of marketing and communication.

Immediate improvements included:

1. After new parking places have become available, remove parking places in the City centre, adding value to the City centre.

2. The City designates parking places where an extra floor would be acceptable from an urbanistic point of view, from this list:o Karolinao Željeznica stanica

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o Splitskao Stara Tržnicao Benediktinske opatijeo Pedagoški fakulteto Flanatičkao Santoriova ulica ( nova bolnica )o Premanturska ulicao Ex vojarna Karlo Rojco Ulica Svetog Polikarpa (in the close proximity to Gospe od mora church)o Mandrač – Valelungao Valelunga II (passenger terminal)

Strategic measures comprise:

1. Direct qualitative improvements (afterwards paying, implementation of a dynamic signing system).

2. Quantitative improvements, such as the provision of additional parking places in parking garages or in the form of a park and ride facility.

The current assignment shall build from the development and implementation of existing plans to develop a new Sustainable Urban Mobility Plan (“SUMP” or “Plan”) in accordance with current standards and to support priority actions in parking and traffic management systems and enforcement.

2 OBJECTIVES

The current study forms part of a comprehensive Technical Assistance package that aims to: support project implementation; to assist the Company in improving its operations, both financial and operational; to assist the Company and the City in updating the PSC in compliance with EU regulation 1370/2007 and to assist the City in the preparation of a Sustainable Urban Mobility Plan according to the new Croatian guidelines for the Sustainable Urban Mobility Plan development.

The main objective of this assignment is the development of a SUMP to ensure best-practice urban transport planning and in accordance with EU guidelines on SUMP preparation and international environmental practices and to support the City in implementing priority actions in parking and/or traffic management systems and enforcement. The SUMP will be implemented by the City.

The SUMP aims to create a sustainable urban transport system by addressing, at a minimum, the following objectives:

1. To prepare a plan for the transport urban sector in Pula, which would determine future priority investments in the sector;

2. To prepare a transport model to use as the basis for the assessment of the entire mobility plan;

3. To ensure the accessibility offered by the transport system is available to all, such that urban public facilities, including public transport, can provide services on an inclusive basis;

4. Increase the number of passengers in public transport5. Develop public infrastructure and parking system related to public transport

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6. Implement tracking and management of the transport management system (ITS- Intelligent Transport Systems)

7. Implement a unique (multipurpose city card) driving ticket and a modern information system for passengers

8. Organize cycling trails in the city and the public bicycle transport system9. To improve safety and security in all modes of transport and to reduce the number

of accidents;10. To reduce air and noise pollution, greenhouse gas (“GHG”) and other emissions

and energy consumption;11. To improve the efficiency and cost-effectiveness of the transport of persons,

including defined sources of underlying funding and financing for such activities.12. To elaborate a general and specific set of indicators, regarding the mobility, socio-

economic and urban development of the City, which will be monitored in evaluating the effectiveness of the SUMP associated with the established objectives;

13. To develop non-motorised modes and intermodal transport networks;14. Propose recommendations on Private Sector Participation (“PSP”) opportunities in

the provision of urban transport services in Pula;15. To support implementation of priority actions in parking and/or traffic

management.

The objective is to develop a SUMP for Pula that details a programme of phased investments for the period 2017-2030. The SUMP will be approved by a Project Steering Committee (“PSC”) and agreed with appropriate municipal and national authorities.

3 SCOPE OF WORK

3.1 General

The Consultant will prepare the Plan for the City, taking into account the following parameters:

Review existing studies, investment plans and documentation, as well as additional preparatory work being undertaken by the City, institutions, PP and private operators;

Review the Master Plan and Sustainable Transport Strategy prepared by the City and their underlying traffic models and analysis; assess the status of implementation of the plans and monitoring and coordination mechanisms;

Aim to increase the attractiveness and improve the accessibility and convenience of public transport and non-motorised vehicle use, in order to offer a real alternative to private car use;

Conduct a gender informed transport needs assessment to better understand service user needs in terms of public and private transport in the City, including the differentiated needs and patterns of use of men and women;

Analyse bus routes as feeder lines to trunk passenger transport systems; Increase the safety level of the transport network (all modes); Organise internal and external logistics in order to avoid freight transport within

the City, except for local deliveries in off-peak hours; Develop pedestrian areas; an integrated network of pedestrian footways should

cover the whole City, paying particular attention to the routes to/from universities, schools, hospitals, parks and important tourist and cultural points of interest, office centres, commercial centres, public institutions;

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Provide for full mobility in defined zones or corridors, where persons with physical disabilities can enjoy the same level of access and movement to able-bodied persons; facilitate the use of public transport for people with reduced mobility or specific target groups (women, retired persons, students, tourists);

Improve connections of public transport between railways stations/bus stations/ local airport/ and other major areas of interest such as residential, tourist and business areas to the City centre;

Decrease congestion levels and time on the major transport network and the penetrations from surrounding areas to the City centre;

Improve the availability of public transport routes and stops so that the maximum walking distance to a public transport stop would be reasonable and enrolled within a maximum 10-15 minutes walking isochrones, including the information system for passengers located both in the stations and transport vehicles;

Analyse specific exclusive routes for public transport vehicles in order to increase the frequency of services both during peak and off-peak periods;

Establish a comprehensive parking policy, including off-street parking and road-side parking; defining parking enforcement; promoting Park and Ride systems (car parking and continue to travel using public transport vehicles) to facilitate transfers from private car to public transport;

Plan road infrastructure for the medium (up to year 2025) and long term (up to 2030), setting up a coherent strategy for management and provision of roads and related infrastructure in accordance with the sustainable mobility policy and demand, correlated with the urban development strategies, the urban and spatial planning documents;

Provide a clearly identifiable road hierarchy, with a primary road network facilitating traffic fluency and particularly heavy traffic while avoiding the downtown area; facilitate the use of roads tangent to the dense urban area;

Explore PSP opportunities in the provision of urban transport services in Pula Support implementation of priority actions in parking and/or traffic management,

including preparation of feasibility study and implementation plan for adoption by City

Specific tasks

3.1.1 Inception phase

Initial consultations

The Consultant shall perform initial consultations with beneficiary and key stakeholders, notably parties identified in target groups. These consultations shall be intended to perceive problems with current transport system, aspirations for its improvement, proposed actions and plans and desired participation in study performance and outputs.

In order to ensure efficient stakeholder engagement, a kick-off meeting shall be held by the beneficiary to present study objectives and programme and role of consultant team.

Define the target geographical area

The Consultant will review the “study area” on which the Plan will be focused on. The study area for the Plan must contain the entire transport system, serving the whole urban and neighbourhood area. Whilst it is anticipated that this will comprise the metropolitan

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area of Pula, the Consultant will propose any amendment to the study area which may be required, for approval by the Project Steering Committee.

Target groups

The exact list of consultees and the communication management plan shall be agreed during the scoping stage of the assignment. At this stage, it is considered that the following groups should be consulted during the development of the Plan:

Pula City Council Pula Municipal Assembly National level authorities Public and private transport operators, including the Company; Trade and business companies located within growth poles and its area of

influence Transport system users; Relevant Non-Governmental Organisations (e.g. cycle lobby groups, transport

user forums); Funding partners (International financing institutions; commercial banks etc) Other stakeholders affected, directly or indirectly, by the Plans.

Project Steering Committee

The PSC shall be established to oversee performance of the assignment and ensure transfer of implementation of the SUMP to the responsible authority.

For the duration of this assignment the PSC will facilitate the Consultant to work in the community, providing relevant data/statistics, coordination with other ongoing studies and initiatives, making comments and suggestions for improvement on the Consultant’s iterations of the Plan, assist with the implementation the stakeholder engagement process, and, approving at relevant times, as stated below. The PSC will have the following indicative members: delegates from the City, the Company, private transport operators and representatives of civil society.

Develop a Stakeholder Engagement Plan (“SEP”) for the Project

The Stakeholder Engagement Plan for the SUMP will cover the full range of activities that are planned for the SUMP, and will enable all stakeholders to understand how to obtain information on the Project, and how to provide inputs.

The preparation of the SEP should include, but not limited to, the following:

Identify, categorise and prioritise key stakeholder groups, which should include groups that may have particular needs, which may include, for example, the disabled, elderly, unemployed, youths or women;

Provide a strategy and timetable for sharing information and consulting with each of these groups;

Provide a list of specific locations and methods of information to be made available (e.g., names of specific newspapers, radio, TV programmes, smartphone applications, website details, hotline numbers, street addresses of information put in libraries or offices) and contact information for responsible company representative. Stakeholders should be able to comment on whether these are

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accessible or make suggestions for additional, alternative locations and/or methods;

Describe resources and responsibilities for implementing stakeholder engagement activities;

Describe how stakeholder engagement activities will be incorporated into a Company’s management system.

The list of consulted persons, and the communication management plan, shall be agreed at the scoping stage of the assignment by the PSC. The Consultant should engage with, at a minimum, the following groups:

Pula’s local authorities; Trade union (TU) representatives in the public transport segment; Private transport operators; Transport system users (men and women); Relevant Non-Governmental Organisations; Other stakeholders affected, directly or indirectly, by the Plan including

businesses.

Secondary data review

The Consultant will collect secondary information about current urban-planning (including the previous transport plan and strategy prepared by the City), socio-economic data and other basic information concerning the target groups, including local commercial and industrial activities and their development perspectives in the medium and long term. Socio-economic data (including information concerning household sizes, average expenditures for essential goods) is to be obtained from local sources. Where it exists, age and sex disaggregated data should be presented.

3.1.2 Diagnosis of urban transport system

General Background Review of previous studies, strategies, and plans, notably Pula Masterplan and

Pula Sustainable Transport Strategy, other existing, ongoing and planned studies and reference documents (Annex A). Extent of implementation progress should also be assessed;

The forecast population and employment by areas until 2030 to be provided by the City;

Other demographic and socio-economic data as provided by the City (e.g. number of households, car/motor bike/mopeds/ ownership, GDP, freight traffic transported and traded. Where possible, age and gender disaggregated data should be collected);

Review of urban planning in the agglomeration and forecasted developments, regarding the functional expansion / decreasing of the inside territory, increase/decrease of the land use densities, building restrictions;

Institutional framework Review of the legal and institutional background and structure:

- Parties involved in urban development planning;- Parties involved in transport infrastructure construction and maintenance

and their financing;

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- Parties involved in public transport organisations, transport authorities, licensing/contracting procedures, legal status and organisation of operators (both public and private), public transport infrastructure and fleet ownership;

- Responsibilities for transport policy, network planning and operations, fares determination, ticket sale, fare collection;

System of financing public transport investments and operations, including City compensation for public service obligations and social fares;

Review of any proposed institutional reforms, namely regarding integrated transport authority for Pula municipal area for coordination of studies and investment in major transport infrastructure, organizing public transport network, defining public service obligations, and contracting public transport services. The review would comprise designation of roles and responsibilities, capacity requirements and required legal and regulatory arrangements.

Road infrastructure Assessment of road infrastructure network: main statistics, condition, development

projects (review of projects of new road infrastructure expected to be built before year 2030). Road infrastructure analysis should include how traffic management and parking is managed.

Parking Supply: inventory of parking spaces by category, distinguishing between on-street

and off-street, public and private availability, parking restrictions (e.g. time of day; duration, private etc.), using a detailed and logical geographical division of streets and districts;

Tariffs: schedule of parking charges, by type of parking, and by location; Occupancy: peak and off-peak parking space occupancies by section/district, by

key time periods (e.g. daytime peak; night-time peak); Duration: distributions of parking duration, by section/district, by time of day; Land use: detailed land use data related to each street section and district; Purpose: distribution of parking purposes (resident, visitor, worker, business etc.),

by section/district; Waiting & Loading: inventory of waiting and loading restrictions and facilities

(deliveries);

Transport services Assessment of the organisation of pedestrian and recreational areas in terms of

quality and quantity of services provided; Assessment of the organisation of public transport (including taxis) in terms of

quality and quantity of services provided, to include an assessment of the role of public and private operators, and whether there is a proper level of regulated competition amongst the various operators, with a particular focus on practices and opportunities for improvement to the use of competitive route tendering approaches that involve a mix of both public and private sector operators;

Assessment of the quality and quantity of public transport stations (bus stops), as well as safety including data on street lighting and strategic orientation of new stations (shelters and platforms, information and taxation systems), ways of financing their supply, installation and maintenance;

Evaluation of the quality and quantity of transport infrastructure in urban public spaces (streets, sidewalks, squares, pedestrian zones, bridges, overpasses under/over-terrain, walkways, parking lots, etc.), including the presence of urban

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public utilities for public transport stations (public lighting, protection and storm water drainage, cable broadband, etc.);

High-level assessment of urban transport systems (metro, bus, cable car etc): infrastructure, depot, fleet (number, type, age, condition), operations (routes, frequencies), traffic (passengers, passenger-km), management and financial situation, operating costs (per vehicle-km, per passenger-km), capital expenditures, fares, fare revenues and major operating ratios (traffic revenue with and without compensation/operating cost), financial sustainability, human resources dynamics, frequency of incidents/accidents, measures of accessibility for people with disabilities, cyclists, energy efficiency, increasing of security;

Evaluation of private bus/ van and taxi companies, both formal and informal: fleet (number, type, age, condition, degree of comfort), cost per km, taxi stations location - allowed and disallowed, dynamic licensing - licenses issued/withdrawn, etc.;

Estimate trends in the level of motorisation in urban area and its area of influence (correlation of the tendency to purchase cars and evolution of mobility from 1990 to 2030 estimation of growth) based on GDP projections and other socio-economic and behavioural factors;

Assessment of the transport requirements according to the specific area (commercial, industrial, educational, housing, tourism / recreation, etc.);

Gender assessment of transport services identifying how men and women use different transport services for different purposes, analysing men and women’s attributes and perceptions about a quality transport services, identifying men and women’s priorities for transport services investment within the scope of what it is envisioned in the SUMP;

Identification of international best practices in gender awareness and safe transport services at the municipal level.

Transit Calculation of saturation rates in peak periods at critical road junctions and/or

measurements of vehicles speeds, for detecting the most important directional road/street/ring road sections;

Institutional and legal assessment of the resources involved in the management of traffic and public transport in the City, the financing of public transport and the feasibility of creating a Transport Organizing Authority for the City.

Intelligent transport systems and fare collection Definition of current tariff policy, fare structures, pricing schemes for public and

private operators and service providers (tolls, parking etc) Appraisal of revenue generation procedures, including legal framework,

regulation, institutional set-up and procedures Identification of existing ITS system architecture and institutional set-up, including

e-ticketing, vehicle fleet management, real-time information, traffic management, parking management and payment etc

Review of possible ITS systems for improved transport integration, information, fare collection and parking, benefits of ITS for improved ridership and collection ratios;

Assessment of the general and intelligent systems for traffic management (infrastructure works and provision of specific equipment for traffic management);

The above activities shall be undertaken with the purpose of developing a comprehensive picture of the current situation, identifying gaps, opportunities and potential synergies.

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The Consultant shall liaise closely with other studies (see Appendix A) to ensure efficient data management and survey deployment.

3.1.3 Prepare and calibrate a transport model

The representation of transport demand is the most important step in the analysis and modelling of transport systems since the design and the successive construction of transport infrastructures derive from the need to satisfy mobility demand at an adequate level of quality.

Where possible, the transport model shall be developed from the existing model within the Master Plan (2007.) to benefit from previous data sets. It shall be updated based on available data, including national census data, transport household survey and/or traffic surveys, including under this assignment. The Consultant shall ensure the integration of this data into the transport model, including all required coordination with consultant or relevant authority.

Data requirements

The Consultant shall review existing information available for the purposes of modelling the transport system, identify deficiencies in existing information and arrange for the collection of data to fill in identified gaps. It is expected that the Consultant may fully exploit ridership data from the existing electronic ticketing of the Company although a data collection effort may be needed for and passengers on private networks in the municipal area.

Such additional data to be collected may include, but not be limited to:

Origin & Destination Surveys, to determine passenger movements across multiple transport modes;

traffic surveys: count of vehicles, by different categories, on road sections and at road junctions;

counts of buses on road midblock, at intersection, at terminus or other points of interest;

pedestrian / cycle movement surveys; vehicle speed surveys with measurement of vehicle speeds by hand-held radar

device; user surveys for mode preference, behaviour patterns; car park surveys to determine accumulation and length of stay of each vehicle; stated preference surveys for new service provision, value of time estimations.

The surveys shall be so as to fully update the existing transport model, allow its calibration from transport household survey data based on extensive demand data obtained and provide a comprehensive model for estimation of traffic flows on all traffic modes under multiple demand and supply side scenarios.

The Consultant shall, as part of the Inception Report, detail existing transport model characteristics and requirements for update, diagnosis of additional available network, demand data (including census, household survey, bus data etc..) and propose survey programme and budget for required data collection, in accordance with data availability from other ongoing studies. The Consultant shall be required to procure this data and assume responsibility for additional data collection activities.

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The transport model shall be used as the basis for the assessment of the entire mobility plan. The transport model shall conform to the requirements in Appendix A and B as summarised below:

Be compatible with all data and outputs from the existing traffic model (2007). In the event that a different model is proposed by the Consultant, this shall be agreed in advance by the beneficiary, based on justification of model choice by the Consultant (inception phase)

Use internationally accepted traffic modelling software (the software package needs to have multimodality and intermodal capability, full integration with micro simulation packages to allow potential more detailed analysis, GIS interface, simulation and any other feature which would be required for delivering a urban transport model);

Consist of a four stage macro simulation multimodal model, calibrated and validated to accepted international standards (some micro simulation may also be required e.g. in assessing the efficiency of one-way street systems, junctions, or the interaction between different transport models so the modelling methodology and software used should also facilitate this);

Include consideration of the following ways to travel: pedestrian (pedestrians and cyclists separately, pedestrians and cyclists areas), roads (separate car, HOV and bus matrices to be produced);

Enable modal choice between transport modes based on time and level of service parameters and calibrated with respect to real observed choices and survey results

Be suitably calibrated in accordance with original 2007 model data and recent data, using relevant calibration parameters as explained clearly in the traffic modelling report. The model shall be systematically checked and adjusted throughout scenario analysis to ensure the most representative situation of transport demand with full responsiveness to demand-side and supply-side changes.

Represent the travel patterns (matrix and GIS) in the base year of 2017 and in forecast years 2020, 2025 and 2030.

The Consultant will provide 24 hour matrix and peak time model matrix for the City .

In addition, the Consultant will provide appropriate training to the appropriate City staff for the application of the model in subsequent work. This training shall comprise the following elements:

to provide a fundamental understanding of transport modelling, objectives and outcomes expected of them, key risks and challenges, and how models are used in the development of strategies and appraisal of project. This training should be undertaken over 2 days;

on the management of the project preparation processes, covering objectives, analysis tools (software packages), alternatives analysis, preliminary appraisal and detailed project appraisal. This training should be undertaken over 2 days;

more detailed training for end-users of the transport model. This should cover opening the models, selection of predefined scenarios, extracting data from existing model scenarios, making minor network and matrix changes, running the model, scenario management and reporting. This training should be undertaken over 2 days;

all training shall use material prepared by the consultant, and shall include the provision of hand-outs and other relevant material for delegates. Interpretation

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shall be provided where training is undertaken through a language other than Croatian. Training of the three modules described above shall take place at appropriate stages during the Project and a there shall be a gap of between 1 and 4 weeks between each module.

The Consultant shall provide terms of reference for the maintenance and operation of the transport model:

The Consultant shall provide terms of reference for an ancillary 5-year service yearly contract for maintenance and operation of the transport model.

The services shall cover the maintenance of the transport model as well as performing traffic modelling and Cost Benefit Analysis of proposed transport projects (including project option analysis) for the municipality services (total of five appraisals - i.e. transport modelling and Cost Benefit Analyses to appropriate national/international standards).

A separate financial offer shall be included with the tender for this contract based on unit rates. The applicants shall confirm that unit rates provided are applicable for the entire 5-year period (in which the consultant will maintain the transport model). The contract for maintenance and operation of the transport model may be under a separate contract with the City, signed at a later stage of study implementation.

The applicants will provide, during and after the end of the assignment, all the necessary information, data, digital maps and material for communication and public consultations purposes. The beneficiaries will have the responsibility to arrange communication and public consultation events.

3.1.4 Develop comprehensive scenarios for urban transport development

Scenarios shall be developed to represent policy and investment decisions which may be available to Pula municipality in the definition of its sustainable transport choices. These scenarios shall influence the rate and scale of transition to sustainable transport modes and the level of investments and reforms required. They shall comprise both demand-side scenarios determining transport demand, including transport pricing, socio-economic development, urban expansion etc., and supply-side scenarios for transport provision choices, including new transit corridors, integrated transport systems, improved service levels, parking provision.

Identify transport actions and projects: Prepare a list of ongoing, committed and planned projects within the study area, as

indicated by the City and other related bodies (including national), ensuring integration and compatibility with national and regional level planning and local connectivity.

Identify additional projects in response to traffic issues and bottlenecks identified, to comply with policy agenda defined in the study (e.g. maximum distance from public transport service) and additional actions to improve transport network and service levels, comprising local, city-wide actions and/or policies, potentially including multi-actors (notably road safety).

Whenever feasible, low cost infrastructure investments will be proposed (e.g. the opening of short sections instead of building new continuous itineraries throughout the city in order to reduce congestion, particularly for heavy traffic, on existing city roads). The projects/interventions may include but shall not be limited to the existing plans of the municipality. The Consultant is required to make and present its own professional assessment of existing and future transport deficiencies and

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then propose appropriate remedies to identify transport needs and to promote multi-modality.

Review costing, project benefits, study preparation status of projects

Define supply-side scenarios

Based on simplified multi-criteria framework, professional assessment of the Consultant and consultations with beneficiary and stakeholders, the Consultant shall perform initial-level screening of transport actions and projects to identify those projects retained for supply-side scenarios. Appropriate packaging of projects shall be proposed in line with traffic demand, transport needs and policy objectives.

Define demand-side scenarios

These scenarios shall reflect items both inside and outside the control of the municipality, including:

Socio-economic development in Pula and Croatia (GDP growth; car ownership; wages etc)

Urban development in Pula (population increases; new development areas) Transport pricing (fuel price; public transport fares; parking)

The Consultant shall agree with the Client on a base line option for demand-side scenario (expected scenario) and a lower and higher estimate for sensitivity purposes.

Assess and prioritise comprehensive transport scenarios

Develop the outline of minimum three comprehensive transport scenarios of a comprehensive Plan (including a do-nothing scenario), based on distinct overall strategies and assess their pros and cons. The various options should present a comprehensive and coherent combination of both demand-side (transport pricing policies) and supply-side alternatives for restructuring the networks and general traffic management/developing the public transport, pedestrian and cycle networks, car sharing, car club schemes. Also, in addition with the provisions and regulations of urban plans, pedestrian and bicycle networks are established in relation to the functions of the city;

Consider strategic and policy issues related to vehicle technology as alternative to the traditional diesel buses and, bio fuel buses;

Identify the potential impacts of each of the three options; Consider the impact of the different infrastructure schemes on the environment

(Strategic Environmental Assessment1). The draft schemes should be made available to competent authorities and to the public for an effective opportunity, within appropriate time frames, to express their opinion before their adoption;

Evaluate each of these scenarios as combined intervention packages in the transport model (and applying demand-side scenarios for each, as appropriate) and based on a prioritisation framework including Multi-Criteria Analysis and Cost Benefit analysis, using objectives and appraisal and prioritisation framework, as agreed with the beneficiary within three months of project inception.2

1 Strategic Environmental Assessment is described in Annex I of Directive 2001/42/EC of the European Parliament and of the Council, dated 27 June 2001

2 The Consultant will also be required to appraise the final chosen suite of measures and to provide information relating to the value-for-money and impact of the entire set of the proposed programme.

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Different options should specify potential gender impact as per findings of gender assessment, to be considered during the Multi Criteria Analysis.

On the basis of the above priority list and any other relevant factor (policy, constraints, affordability, environment etc.), the Consultant shall recommend an alternative:

On that basis, submit a prioritized list of projects / interventions until 2020, 2025 and 2030 and further and staged Action Plan and related measures

Present the alternative plans to the Project Steering Committee set up at agglomeration level for selecting the preferred scenario, together with Consultant’s appraisal and recommendations.

3.1.5 Prepare a comprehensive Sustainable Urban Mobility Plan

The Plan shall comprehensively cover infrastructure, operation, regulatory and policy measures. To that end the Consultant shall:

Develop the selected transport scenario alternative, including a hierarchy of the roads, one-way systems, heavy traffic itineraries, exclusive right of way for public transport, pedestrians and cyclists, street regeneration, intersection rearrangement, new or modified traffic light equipment, traffic control implementation or overhaul involving public transport priority at traffic lights, on-street parking regulations, and suggest various TMS (Traffic Management System) and/or ITS (Intelligent Transport Systems) components. This will mostly concern major roads but some secondary roads may be considered as part of the scheme if they are to be utilised by the public transport vehicles. Special consideration should also be given to areas of large attraction of travellers, outside the City Centre, such as universities, hospitals and areas of high commercial activity. The Plan should consider the mobility of primary and secondary school pupils and university students, proposing some dedicated services; the Plan will also include elements for women, elderly and disabled mobility travel;

Identify the necessity for replacing rolling stock; Make proposals for TMS and ITS investments to maximise capacity of the

network and manage real time information – PIS (Passenger Information System in vehicles and at shelters), electronic ticketing, integration of fares between distinct public transport modes and other services to the users of the overall network.

Based on the agreed scenario and combined intervention package, the Plan shall define the comprehensive policy and investment actions to ensure delivery of an improved transport system, including:

a) Institutional organisation:- Description of planned institutional structure, investigating the opportunity of a

formal set-up of a Transport Authority at agglomeration level or strengthening the capacity of the City transport department with regard to transport planning and oversight of public transport operators;

- Definition of the role, legal status and contractual relationship between key stakeholders.

b) The Public Transport System:- Proposals of modifications and extensions of the public transport network;- Rolling stock acquisitions;

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- Estimation and schedule of the investment cost to reach the desired level of service;

- Estimation of investment and operating costs for the various actions associated with the restructuring of the public transport network and rolling stock acquisition;

- The provision of advice on the best use of publicity in/on the public transport vehicles and shelters, including the possibility to have public transport shelters provided and maintained by independent companies, against revenues from advertising;

- The provision of advice on marketing and communication strategy to promote the use of public transport and enhance its image within the population.

c) The pedestrian and cycling networks- A consistent development of pedestrian areas (particularly within the city centres).

This should be viewed in a wider perspective of protecting the historical and cultural heritage and improving the quality of life in the urban environment;

- Restructuring/developing of appropriate pedestrian routes (sidewalks protected from vehicle traffic and parking);

- Developing a consistent network of safe and sound cycle lanes (paths) in accordance with international best practice;

- The identification of important nodal points where interchange of modes of transport can be achieved - Bike and Ride facilities for instance;

- The estimation of investment and maintenance costs for the various actions associated with the restructuring of the pedestrian and cycling networks.

d) The road system and parking policy- Light infrastructure improvement which could significantly enhance transit

condition in the area, particularly through relieving some specific black spots common to car traffic and public transport traffic;

- TMS and ITS detailed description (hardware, software – comparison of major TMS and ITS systems existing in Europe, indicative number of crossroads to adapt) and cost estimate;

- Proposal for a comprehensive parking policy with implementation stages, including regulation of parking in terms of facilities, charges, temporary roll, penalties and enforcement. The parking policy could include the possibility of implementing Park and Ride systems at some specific interchange points with public transport.

e) Analysis on roles for the public and private sector in service provision- Within the Plan to be proposed, an analysis should be made on how the

public and private sector entities, such as operators or service providers, can play a role in the provision of the urban transport system. This should include an assessment of the appropriateness and assessment of potential obstacles and solutions for private sector participation in: i) the urban public transport operations (either through direct competitive route tendering, or through the use of delegated management contracts whereby city-owned rolling-stock is leased out long-term); ii) parking management systems, for both on and off-street infrastructure and management; iii) integrated ticketing (automated fare collection) systems, especially with regard to design-build-operate–maintain (“DBOM”) or Private and Public Partnership (“PPP”) approaches; iv) traffic management and street lighting, also under DBOM or PPP schemes; v) road rehabilitation and maintenance to be carried out under performance-based contracting approaches; vi)

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commercialisation of the bus terminal by contracting and vii) outsource the cleaning and security of vehicle fleet.

f) Gender Impact. Assessment of the gender impact of the new system proposed, benchmarked against international best practices in gender awareness and gender based violence free transport initiatives at the municipal level.

Other components of the Plan: Proposals for a better public transport system to link the city centre to the airport -

if the case; this will include vehicle specifications and fleet and identification of the downtown terminal;

Specify depots, workshops, terminals and interchange requirements and estimate their cost.

3.1.6 Road Traffic and Public Safety

The Consultant should ensure that the Plan incorporates all appropriate road traffic safety measures according to best practice standards. Road traffic and Public safety components should be assessed by competent auditors and any mitigation/improvement measures should be incorporated into the project.

Review of all components of the Plan (transport systems, road designs, pedestrian areas, transport and cycling routes, use of public modes, etc) in line with the international standard and practices3, including the following tasks without limitation:

Verify compliance with applicable Croatian standards and laws and state-of-the-art standards on Road Safety;

Identify any features of the Plans that could be added, removed or modified to enhance the safety for users during operation;

Identify any road safety aspect during construction which may require particular planning or temporary safety measures;

Recommend cost effective measures to the design for the project works to enhance the safety for users during construction and operation.

The Consultant is asked to assess the capabilities in the City to ensure competent and adequate integration of the Road Traffic and Public Safety principles and requirements into the Plan implementation and assess if the cities and the companies that will implement the Plan and operate public transport services need to have enhanced road traffic and H&S management systems. The Consultant will look also into the possibility that the project can make tangible contributions in these aspects, possibly including: (i) improved regulation and enforcement supported by capacity building efforts; (ii) awareness raising campaign, (iii) development of training courses for drivers, and (iv) private sector involvement in the road safety initiative.

The Consultant should assess public safety and security issues and the impacts on stakeholders, including those with disabilities and to promote accessibility as one of the integral elements of sustainable urban transport systems.

3.1.7 Strategic Environmental Assessment (“SEA”)

3 For example, EU Road Safety Directive, ISO standard 39001:2012 Road traffic safety (RTS) management systems

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Before working on the SEA component, the Consultant will liaise with the relevant EBRD experts to discuss preparation of the SEA and the associated public consultation process.

SEA procedure for the Plan

The Plan will be subject to SEA procedure according to the Croatia Law on Environmental Impact Assessment for setting up the environmental assessment procedure of certain plans and programmes

For this purpose the Consultant shall:

Assist the beneficiary during the SEA procedural stages; Prepare the initial documentation necessary for SEA notification; Prepare the Environmental Report for the entire project pool in accordance with

national legislation, if required by the environmental authorities.

The Environmental Report shall identify, describe and assess the likely significant environmental effects of implementing the Plans, as well as the reasonable alternatives of the Plan, taking into account the objectives and geographical area. This environmental report shall also include information related to appropriate assessment and trans-boundary impact, if appropriate.

The Environmental Report shall be prepared by an environmental or legal specialist who should comply with the national legislation (including the Law on Environmental Impact Assessment) on the conditions for carrying out environmental protection studies.

The Environmental Report shall be intelligible to decision-makers and to the general public. It shall include information requested by the applicable laws on Environmental Impact Assessment in Croatia and other EU guidance or best practice.

The Consultant shall also:

Participate at working group meetings and prepare necessary supporting documents;

Evaluate the comments and inputs from the working group participants and include these into the Environmental Report, if the case;

Assist the beneficiary during the public debate and prepare necessary supporting documents for the public debate, evaluate comments for the public and provide related input to the Environmental Report;

Prepare the final version of the Environmental Report.

The final Environmental Report shall also include:

reporting of the review process and indication of how the findings of the assessment and the review have been accounted for in the investment plan;

an environmental action and monitoring plan in accordance with the Croatia Law on Environmental Impact Assessment.

3.1.8 Financing the Plan

A detailed cost estimate of the Plan will be prepared, accompanied by a multiannual schedule of disbursements with expected sources of funding, by stages, chapters and

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activities. The Consultant shall investigate for that purpose current and expected future Governmental and Municipal resources available for investment in the transport sector. The Consultant shall also assess the expected external funding sources, including taking into account the utilization of European funds.

For this task, the Consultant should also analyse the creditworthiness of the City in order to test its ability to co-finance part of the capital expenditures or obtain loans and its ability to provide on-going service compensation to TU. This will require preparation of a financial model that should include at least the following:

City’s budgetary revenues of the past 3 years and their projection up to 2030; List of City’s budgetary expenditures of the past 3 years and their projection up to

2030; City’s capital expenditures of the past 3 years and their projection up to 2030; City’s debt absorption and debt service (principal and interest) over the last 3

years, absorption and debt service projections up to 2030; Calculation of annual and cumulative cash flow of the City’s (operating surplus

less debt service, capital expenditures plus new debt + cash of previous year); Ratio analysis including at least the following: Operating Surplus to Debt Service

Ratio, Total Debt Outstanding to Total Revenues, Total Debt Service to Total Revenues, CAPEX to total Revenues, Operating Surplus to Total Revenues.

o Possibility to utilize EU funds

Any shortfall of revenues might be compensated by additional revenue generation, eg parking charges. Simulations shall be carried out by the Consultant to find equilibrium in conditions that would remain politically acceptable to the City of Pula and associated communities.

The financing plan shall also assess additional sources of revenues, such as special tax districts, land-value capture, tax increment financing, or similar mechanisms suitable for the Croatian legal and fiscal context. The assessment should include determination of potential fund amounts, legal/regulatory constraints and viability for further development.

This Task will be finalized by the delivery of an Action Plan for the short term (until 2020), medium term (until 2025) and long term (until 2030). For each action shall be displayed in a table:

short description of the action; cost estimate for each implementation period and overall; main sources of funding (tentative); stakeholders.

The Consultant will provide a set of indicators for monitoring and evaluating the implementation phase of the Plans, specifying the value performance interval.

The Action Plan shall make a distinction between major projects (costing above EUR 25 million) and non-major projects (costing below EUR 25 million).

3.1.9 Support priority actions in parking and traffic management systems and enforcement

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The Consultant shall support the City in implementing priority actions defined in the short-term action plan of the SUMP in parking and traffic management which may include parking garages (underground and/or multi-storey above ground), park and ride schemes and/or systems improvements (eg introduction of new parking meters, traffic control systems).,

The Consultant shall identify 1-2 pilot projects for immediate implementation in parking and/or traffic management systems, which shall include related enforcment measures to ensure project effectiveness and possibly wider application at city level.

The Consultant shall complete technical definition of project to feasibility study level, including identification of feasible locations, by sector/district, taking into account sites already identified by the City. The Consultant should check the feasibility of the sites/locations, taking into account: current land use; land ownership, suitability of road access, environmental impacts etc. The Consultant should ensure that proposed facilities are within acceptable walking distances of users' needs/origins and destinations. The output shall be a technical assessment and project brief with functional characteristics of system, maps and reference documents..

The Consultant will propose most suitable implementation option, including: (a) adopting present system with City and the Traffic Police; (b) tendering and selecting a private sector joint venture partner for City under dedicated provider; and (c) tendering and awarding an operating lease-DBOM or concession, with or without take-over of City staff and assets.

The Consultant carries out a preliminary financial analysis of the pilot project, including sensitivity tests (e.g. capacity, capital costs, financing costs, operating and maintenance costs, tariff regime). The Consultant will also:

(a)specify optimal financing and operating structures for the proposed project;

(b)define the role of the public sector (the City), including possible financial contributions (e.g. land; tax-related contributions);

(c) elaborate tendering and contracting strategies for private sector participation in the sector, including use of market sounding exercise as appropriate (5-10 potential providers);

(d)review all legal and institutional aspects for private sector involvement and enforcement measures, address possible impediments and draft amendments to the legal framework, as necessary4;

4 For parking schemes, this may include the following: issuing of fines for non-payment of on-street parking fees; installation of parking equipment; appointment of authorised personnel, recognised by the courts, to issue fines; penalty progression; statutory collection of fines through the courts; prohibition of free on-sidewalk parking; establishment of residents' parking schemes.

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The Consultant will prepare an Implementation Plan, including project packages (with estimates costs, tendering and contracting arrangements, financing structures etc.), recommended changes to the legal framework and enforcement regime, implementation schedule, and organisational responsibilities. The plan shall encompass the required measures and actions for adoption by City authorities.

4. IMPLEMENTATION ARRANGEMENTS AND DELIVERABLES

4.1 Implementation Arrangements

The total duration of the Study should not exceed 12 months including time to obtain decisions by the Project Steering Committee and other relevant stakeholders, at various milestones such as approval of the Sustainable Urban Mobility Plan and observations on the Draft Final Report. Some tasks may be performed while the Project Steering Committee is reviewing and discussing the Consultant’s proposals.

The Consultant will work on a day-to-day basis with the local authorities in charge and will report to the City. In addition, the Consultant shall keep EBRD’s Team (Ivana Milicic (milicici@ebrd.com) in the EBRD’s Zagreb Resident Office and Ian Jennings (jenningi@ebrd.com) in EBRD London fully updated of the progress of the assignment.

The Consultant will supply all necessary computer hardware and software required to deliver the services, together with the necessary office equipment.

The Consultant will be responsible for arranging their own transport, accommodation, communications, materials, printing and report preparation etc. (the Consultant will be responsible for the cost of connection time for calls/faxes/internet).

The City will provide serviced and furnished office accommodation for the Consultant, plus suitable office space for meetings, together with access to all relevant information, reports, maps, studies, legal documents etc. (in the original language), at no cost to the Consultant.

All available project information, reports and documents will be made available for the Consultant by the City.

The Consultant shall provide to the City all project files of the traffic model and project assessments (multi-criteria analysis etc) as well as specific software licence for the traffic model for the duration of the assignment and for two additional years of software licence including maintenance

All documentation will remain the property of the City after completion of the assignment. The Consultant shall not publish, use or dispose of this documentation without written consent of the City.

4.2 Donor Visibility

Given the assignment is funded through the EBRD’s donor funded technical cooperation programme, the Consultant will be required to support the City to ensure visibility of these resources. Support on these visibility aspects can be obtained from the Bank’s Communications Department. Measures could include but not be limited to:

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All documents produced by the Consultant should mention donor support and bear the logo of the donor, when appropriate;

Donor support to the project should be acknowledged in any public communication (press releases, launch of facilities);

Local representatives of donors should be invited to any public event organised to promote the project (press conferences, inaugurations, possibly stakeholder participation programmes).

Please contact Lucia Sconosciuto (email: SconoscL@ebrd.com; tel: +44 20 7338 8155) for further information on donor visibility only. Some donor visibility guidelines can also be provided by the Bank to the Consultant at the start of the assignment.

4.3 Reports and Deliverables

The Consultant will provide the following reports (draft and final versions), in hard and electronic (Word and PDF) copies in English and in Croatian (3 in English and 6 in Croatian). The Consultant is responsible for all translation of reports and documents as required:

6 weeks after the commencement of services, an Inception Report providing a review of available data and documents, a planning of the study (schedule of tasks and schedule of the experts, showing periods spent in Pula and periods spent at the Consultant headquarters). This report shall include output of task 1, including the description of data availability, including as available from other studies, proposed model software and proposed survey programme for data requirement (to be agreed with the Company). It shall include minutes of project kick-off meeting with PSC.

Four months from the start of the Study, the Diagnosis, Transport Model and Comprehensive Scenarios report, including all outputs from tasks 2 to 4, comprising urban transport sector analysis, model development (data collection, model build, calibration and validation) and definition and recommendation of comprehensive scenarios for urban transport for approval by Project Steering Committee. The draft Strategic Environmental Assessment report shall also be submitted at this time.

Six months from the start of the Study, the Draft Sustainable Urban Mobility Plan, comprising all outputs of tasks 3-8, including the draft SUMP with Draft Action Plan for investments in the short, medium and long term, road traffic and public safety and financing plan. This report shall include identification of priority actions to be supported (under task 9). This report shall be presented to the Project Steering Committee at a Workshop.

Nine months from the start of the Study, or within one month from receiving from comments on the Draft SUMP, the Final Sustainable Urban Mobility Plan. In parallel, public hearing on the draft SEA Report should have taken place. Comments from the public and NGOs5 will be taken into consideration for the finalization of the SUMP and SEA.

5 NGOs: Non-Governmental Organizations21

Nine months from the start of the Study, the Draft Report on priority actions including feasibility study/financial analysis and implementation plan (task 9) and Draft Report of the assignment

Ten months from the start of the Study, the Final Report on priority actions and Final Report of the assignment.

All reports, except for progress reports, will include an executive summary summarising the main findings, analysis, points, recommendations, etc.

5. CONSULTANT PROFILE

The Consultant should ensure that the appropriately qualified experts are available, as required, for each of the different tasks outlined above. It is expected that the assignment will be led by an appropriately qualified manager with experience in the urban transport sector and in implementing the key areas of this assignment, accompanied by both key and supporting experts.

The Consultant must set up clear communication lines with the beneficiaries, so that they are able to draw on the support of the Consultant as required. The Consultant is required to provide the beneficiaries with independent, impartial, technical, cost, strategic, management and financial advice, and as such will not be permitted to have a commercial interest in any other contracts or agreements for the Project.

The Consultant Team will include the following expertise:

Team Leadership / Transport Planner Public Transport Operations Specialist Traffic-Parking Specialist Transport Modelling Expert ITS Specialist Financial/PPP Specialist Legal Expert specialised in Public Transport Environmental and social Expert Marketing and EU Funds expert Urban Transport Young Professional (2)

Any expert proposed by the Consultant may take charge of another of the required specialties if he can provide sufficient references in similar projects.

The Consultant should encourage participation of national experts, either as main experts if they have the necessary skills and/or in a support role to the main expert.

The Team Leader should have: A background in Engineering and/or Transport Planning/Transport Economics

with a minimum of ten years of experience in consultancy, including in similar contexts, in urban development projects.

Experience on the planning of public transport networks. Experience with developing and implementing a Stakeholder Engagement Plan Already led a consultant team on one or several projects in the transport and urban

mobility planning field.

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The Public Transport Specialist should have: Preferably a minimum of ten years’ experience in a public transport company

and/or consultancy assignments in public transport operations.

The Traffic Engineer-Parking Specialist should have: Preferably a minimum of ten years’ experience in his field (traffic engineering,

traffic management, parking schemes, traffic control) particularly in an urban environment.

The Transport Modelling Expert should have: Preferably a minimum of five years’ experience in operating four-step traffic

model software, including in an urban environment.

The ITS specialist should have: Preferably a minimum of five years’ experience in ITS systems design and/or

application for urban transport systems.

The Financial/PPP Specialist should have: Preferably a minimum of ten years’ experience in financial modelling of

infrastructure projects, including PPP schemes

The Legal Expert should have: A minimum of ten years’ experience as a lawyer, including a minimum of five

years in public/private partnership in the public transport field, preferably in Europe.

The Environment and social Expert should have a: Preferably a minimum of five years’ experience in social and environmental

assessment, preferably in Europe, in particular referring to Strategic Environmental Assessment, assessment of the effects of certain plans and programmes on the environment (Directive 2001/42/EC) and Environmental Impact Assessment (Directive 85/337/CEE as amended)

Marketing and EU Funds expert: Preferably a minimum of five years’ experience in marketing activities in public

institutions, preferably in the sector of sustainable traffic/energy/ environment protection.

Experience in the development, implementation and evaluation of projects financed by EU funds.

The Urban Transport Young Professional (UTYP) (2): Should be Croatian nationals and recent graduates with at least a 4 year university

degree in engineering, planning, or other equivalent technical field related to the energy efficiency and sustainable development. Recent is to be understood as having graduated within the last 3 years from university.

Are intended to be hired by the consulting firm, and incorporated fully into the production of the SUMP. The objective is for deep knowledge transfer to occur between experienced professional consultants and the UTYPs, with the objective of passing at the end of the SUMP preparation project over to the beneficiary municipality for a period of 2 years as a municipal staff.

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Are provided an opportunity to start their career in the transport sector with a very solid real- world experience, while also committing to work in exchange for the municipal public sector for at least two years.

It is intended they may provide useful support for survey preparation and monitoring, project analysis, local coordination and logistics etc.

Will be selected on a competitive basis by the Consultant. Candidates may be provided by City and/or Bank or third parties to expedite selection for project start-up.

All experts should have good reporting skills in English (knowledge of Croatian language will be considered an advantage, particularly for the Team leader, the Legal Expert and the Environmental Expert) and be computer literate.

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APPENDIX A: Existing documents

Pula urban transport

Pula Masterplan (transport), 2007 Pula Sustainable Transport Strategy, 2010

SUMP reference documents

European Commission (DG Move) has produced several reference documents on sustainable urban mobility released which should be consulted for best practice guidance for preparation of the SUMP:

European White Paper on Transport – “Roadmap to a Single European Transport Area - Towards a competitive and resource efficient transport system” - EC 2011

Green Paper on European Urban Transport, EC 2007, EP 2008 European Plan for Urban Mobility 2009-2012, EC 2009 European Action Plan for Freight Transport Logistics – 2007 Directive 2010/40/EU - on the framework for the deployment of Intelligent

Transport Systems (ITS) in the field of road transport and for interfaces with other modes of transport, EP and the Council of European Union, 2010, Government Decision No. 835/2011.

The elaboration and implementation of Sustainable Urban Mobility Plan guidelines ( http://www.mobilityplans.eu/docs/SUMP_guidelines_web.pdf )

A European strategy for mobility with low emissions, COM (2016) 501 final, as of 20.7.2016

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APPENDIX B: Model Specification

The transport model should be a multi-modal 4-stage model that should include the following:

The following transport modes: private car, freight, public transport (bus), public transport (taxi), use of bicycles and motorcycles/cars represented as separate matrices within the model.

It should disaggregate the demand matrices according to three trip purposes; business, commuting and other.  This disaggregation shall not be lost during the model calibration procedure.

The models should be developed for two time periods; weekday AM Peak Period (Average hour between 07:30 and 09:30 or whatever the two busiest hours are in the specific city), and weekday Inter-Peak Period (Average hour between 12:00 and 14:00).  In addition, a function developed through regression analysis shall be used to estimating flow for the following periods; Annual Average Weekday (24-hour) and Annual Average Day (24-hour).

The calibration and validation of the model shall be in accordance with recognised guidelines on model development for urban projects (e.g. WebTag).

The transport models shall be prepared for an agreed base year, and three forecast years to be agreed at inception stage.

The road network shall be represented in the model in a way that reflects the actual layout of the actual road network (i.e. the model shall represent the actual geometry of the network).  The model shall include all those roads which provide for traffic associated with the urban transport network, but excludes access roads where no through-movement is possible.  The road network shall include the coding of junctions which includes the method of operation; traffic signals, roundabouts, priority junctions or merge/diverge.  For signalised junctions, the coding should include the quantification of delay through junctions as part of the generalised cost calculation.  The model should include a mechanism for optimising traffic signals, and for including vehicle-actuation where this is included in the final recommendations.

The public transport network shall be coded to include all infrastructure that supports existing transport services.  This should include railway/light rail networks and bus-only roads as appropriate.  The network shall also include all public transport stops/stations.

Public transport services shall be coded based on assumed frequencies and serving those stops/stations that are included on the existing timetables.  A mechanism for coding taxi operations should be proposed by the consultant.

The model should include the ability to test road user charging proposals through the allocation of appropriate charges at required locations within the modelled network.

The transport model should be compatible with GIS.  All links and zones in the model should have the functionality to include additional fields which will describe physical, demographic and technical details on that zone or link.  This information should be exportable to excel fines and shapefiles for viewing by the client and its representatives.

The model should provide the following outputs:- Passenger flows on public transport links, by time period, and trip purpose;- Passenger flows on public transport routes, by time period, and trip purpose;- Vehicle flows on road links, by time period, and trip purpose;- Freight volumes (in vehicles) on road links, by time period;

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- Network total aggregate travel time and travel distance, by time period, travel mode and trip purpose;

- Network emissions (Greenhouse Gas and Non-Greenhouse Gas);- Passenger boarding and alighting volumes at public transport stops/stations,

by time period, and trip purpose;- Interchange passenger volumes at public transport interchanges;- Total origin and destination flows by zone, by time period, trip purpose and

travel mode. The model should be able to produce these indicators for a range of

interventions, which shall not be limited to:- New road links or revised junction layouts;- Change in link speed or capacity;- Modification of public transport routings, speeds and/or service frequencies;- Changes in the location of public transport stops/stations;- Alternative land use inputs;- Provision for integrated public transport fares;- Improvements in public transport rolling stock, stop/station improvements and

passenger information;- Improvements to walking and cycling conditions and/or policies.

The model should also be capable of undertaking select link analyses as a standard function within the modelling software.

All analysis associated with modelling a defined scheme should be undertaken within one software package.

A process for the development of Local Area Macrosimulation Models from the City Model must be available within the modelling software chosen, in order to support the development of Local Models for the detailed impact assessment and evaluation at project level.

The macrosimulation models must be capable of providing the input to microsimulation models for specific areas within the study area – a clear and automated means of transferring network and demand data to microsimulation models must be available.

The Transport Model shall be fully scoped for agreement in a Transport Modelling Plan.  The Transport Modelling Plan shall represent the detailed methodology for model development tasks.  This shall include a detailed specification for transport surveys, the processes proposed for matrix/network development, proposals for model calibration/validation, and sense checking.

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