RAIL BALTICA CORRIDOR) - sam · Former “Corridor I” of the “Pan-European Transport...

TERMS OF REFERENCE

FOR

A FEASIBILITY STUDY FOR A STANDARD GAUGE SEPARATE

RAILWAY LINE

IN ESTONIA, LATVIA AND LITHUANIA

(RAIL BALTICA CORRIDOR)

2

1. Background ........................................................................................................................ 4

2. Current State of the Infrastructure.......................................................................................... 4

3. Objectives of the Feasibility Study ........................................................................................ 8

4. Subjects of Contract ............................................................................................................... 8

4.1 Organisational Issues Relating to the Study............................................................... 9

4.1.1 Project Management Structure ........................................................................... 9

4.2 Scenarios to be Analysed ........................................................................................... 9

5. Tasks..................................................................................................................................... 14

TASK 1: MACROECONOMIC AND SECTOR CONTEXT .............................................................. 15

1. Information for Demand Forecasts .......................................................................... 15

(i) Set-up of a knowledge base on macro-economic data ............................................ 15

(ii) Analysis of the demand for transport services on a 1435 mm gauge line in the

catchment area of the Rail Baltica.................................................................................... 15

(iii) Analysis of the supply of transportation services...................................................... 16

(iv) Prognosis of traffic flows .......................................................................................... 16

2. A potential “core business” for the 1435 mm gauge railway....................................... 17

TASK 2: TECHNICAL, REGULATORY AND ECONOMIC INVESTIGATION ................................... 18

(i) Technical constraints ................................................................................................... 18

(ii) Regulatory constraints ................................................................................................ 18

(iii) Economic constraints ................................................................................................ 18

(iv) Other relevant constraints.......................................................................................... 18

TASK 3: TECHNICAL PACKAGES ............................................................................................ 18

(i) Estonia ......................................................................................................................... 19

(ii) Latvia.......................................................................................................................... 19

(iii) Lithuania.................................................................................................................... 19

TASK 4: EVALUATION OF SCENARIOS.................................................................................... 19

(i) The reference scenario (business as usual).................................................................. 19

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(ii) Definition of options for new construction (do something scenario)......................... 19

(iii) Demand Analysis Methodology................................................................................ 21

(iv) Feasibility Analysis of Individual Scenarios ............................................................. 22

TASK 5: BEST FEASIBLE OPTION ........................................................................................... 23

(i) Economic Costs and Benefits ...................................................................................... 23

(ii) Risk Analysis.............................................................................................................. 23

(iii) Scenario Selection and Policy Reforms .................................................................... 24

TASK 6: COST-BENEFIT-ANALYSIS OF THE PREFERRED SCENARIO ON THE NATIONAL LEVELS

.............................................................................................................................................. 24

TASK 7: CONCLUSIONS AND RECOMMENDATIONS................................................................. 24

TASK 8: INVESTIGATION ON INTEROPERABILITY ASSESSMENT – COMPLIANCE WITH THE

INTEROPERABILITY DIRECTIVES............................................................................................ 25

TASK 9: IMPLEMENTATION ISSUES ........................................................................................ 26

6. OUTPUTS........................................................................................................................ 26

7. TIMING .......................................................................................................................... 26

8. REQUIREMENTS .......................................................................................................... 28

8.1 Personnel ................................................................................................................. 28

8.1.1 Key experts....................................................................................................... 28

8.1.2 Non-key experts ............................................................................................... 34

8.1.3 Support Staff .................................................................................................... 34

8.2 Office accommodation ............................................................................................. 35

8.3 Facilities to be provided by the Contractor .............................................................. 35

9. REPORTS ........................................................................................................................ 35

9.1 Submission and approval of reports ......................................................................... 35

9.2 Reporting requirements ............................................................................................ 35

10. Annexes to the specifications....................................................................................... 37

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1. Background The issue of an interoperable North-South railway corridor linking the Baltic Countries

(Lithuania, Latvia and Estonia) with Poland and subsequently with the rest of the EU rail

network (hereafter - “Rail Baltica”) can be seen as pivotal in the perspective of development

of the railway mode in the region. In a medium-to-long term horizon (beyond 2020) it can

provide a credible alternative to road and (within limits) air transport whilst enabling railway

to sustain its current levels of market share within the region. The geographical distribution of

population and economic activities in the Baltic region determine that such a corridor will

connect Warsaw, Kaunas, Riga, and Tallinn.

The European Commission initiated in October 2001 a revision of the TEN-T guidelines.1

This resulted in the adoption by the European Parliament and the Council in April 2004 of

Decision n° 884/2004/EC amending the Community guidelines for the development of the

TEN-T. These dedicate particular attention to the development of trans-national infrastructure

projects providing a response to the growth of international traffic whilst promoting cohesion

within the EU, notably in the sections of the pan-European corridors situated on the territory

of the new Member States as well as to the concept of “motorways of the sea”. Within this

Decision the Rail Baltica axis Warsaw-Kaunas-Riga-Tallinn has been identified as the priority

project n°27, with the following timeframe:

• after 2010 - Warsaw-Kaunas;

• after 2015 - Kaunas-Riga;

• after 2020 - Riga-Tallinn.

2. Current State of the Infrastructure Location and Other Transport Infrastructure. Former “Corridor I” of the “Pan-European

Transport Network”, was a corridor starting in Helsinki and running through Tallinn, Riga,

Kaunas to Warsaw with a branch line through the territory of Kaliningrad up to Gdansk.

Corridor I was crossing in Kaunas the alignment of Corridor IX that runs in the East-West

direction in Lithuania. Corridor I (see map below) built upon three main components, as

follows:

1 (http://europa.eu.int/comm/ten/transport/revision/legislation_en.htm).

5

� the road corridor (Via Baltica) from Tallinn to Riga, Kaunas and Warsaw.

� the rail corridor (Rail Baltica) from Tallinn to Riga, Kaunas and Warsaw. � the branch IA of Corridor I from Riga to Kaliningrad (Russia) and Gdansk (Poland). In

particular:

– the road branch crosses the Lithuanian/Russian border at Panemune/Pagegiai

running to Kaliningrad and then crosses the Russian/Polish border at Grzechotki and

ends in Gdansk;

– the railway branch crosses the Lithuanian/Russian border at Pagegiai/Sovjetsk goes

on to Kaliningrad and then crosses the Russian/Polish border in

Mamonovo/Braniewo and ends in Gdansk.

6

The second map below shows the alignment of the Rail Baltica Axis (PP 27) in

Estonia, Latvia, Lithuania and Poland, as defined by the current TEN-T Guidelines

(Decision n° 884/2004/EC)

7

Length and Conditions of the Existing Rail Baltica:

� Estonia. The extent of Rail Baltica within the Estonian territory is 297 km. The line is

double track in the section from Tallinn to Tapa and electrified from Paldiski west of

Tallinn to Aegviidu. Outside this section the line is non-electrified and mostly single track

to Tapa, Tartu and the Estonian/Latvian border (Valga).

� Latvia. In Latvian territory, the Rail Baltica runs from Valka (Latvian/Estonian border) to

Riga-Jelgava and the Latvian/Lithuanian border (Meitene) in an extension of 248 km. The

line is partly double-track and partly single-track. The line is in relatively good condition.

� Lithuania. The Rail Baltica in Lithuania comprises two main sections (96,5 km from

Polish border to Kaunas and 207,54 km from Kaunas to the Latvian border). The gauge is

1520 mm with exception of the section Sestokai-Polish border (21.8 km): there is a single

track double gauge line from Sestokai to Mockava and a European gauge line of 1435 mm

from Mockava to the Polish border. A pilot automatic gauge change facility was installed

at Mockava station in September 1999 which has undergone operational tests. From 1993

to 1998, a total of 155 km of tracks (within Corridor I in Lithuania) were renewed using

loans from international financial institutions. A number of decisions of the Government

of the Republic of Lithuania and of the European Commission have been taken about the

construction of a new European gauge railway line from Polish and Lithuanian state

border to Marijampole with the connection of this new line with existing 1520 mm line.

� Poland. The Rail Baltica runs from the Lithuanian/Polish border (Mockava) to Bialystok

and terminates in Warsaw. Its length is of 340 km. The line is single-track up to Bialystok

and continues double track and electrified to Warsaw. The entire line is to be upgraded to

double track and for speeds up to 160 km/h up to 2010. The gauge is a European gauge

(1435 mm).

Main Problems:

� Low North-South Traffic Flows. The rail traffic flows in the Baltic States in North-South

direction are currently extremely low as most of the rail traffic develops in the East-West

direction due to the intensive trade relations with Russia. In this regard, it is worth quoting

the following statement from the TINA report2: “discussion has been launched about how

to consolidate the railway market share of existing traffic which is and will remain at

modest level for another few years. It is necessary to seek short and medium term

improvements in areas other than infrastructures”.

� Railways Interoperability. The scarce use of railways for international transport in the

axis North-South is also due to interoperability problems raised by the difference of gauge

between the networks of the Baltic States and those of Germany and Poland. In this

context, a clear dichotomy exists between the traffic North-South and the traffic East-

West with Russia as the latter is clearly favoured by the adoption of the 1520 mm gauge

2 See TINA-Transport Energy and DG Energy and Transport, European Commission (2001) Status of the Pan-

European Transport Corridors and Transport Areas. Development and Activities in 2000 and 2001. Final Report. Vienna.

p.27.

8

as standard in the Baltic States (viz. interconnection with the 1520 mm gauge of corridor

n° IX3).

� Competing Road and Air Transport. The investments of the last years into road

infrastructure of Via Baltica – the road parallel to Rail Baltica allows a smooth and easy

use of this mode of transport. Nowadays costs for road transport are too low for

encouraging forwarders to use the rail mode. Besides, the road route is shorter than the

existing railway line, which considerably prolongs the distance of route by rail, especially

in Riga-Tallinn direction. Investments into the major airports and the establishment of low

cost carriers have also created fierce competition in the long distance passenger segment.

3. Objectives of the Feasibility Study The Rail Baltica project aims at ensuring a safe, fast and high quality connection between the

Baltic States and the major economic, administrative and cultural centres of Western Europe.

Interoperability with Polish and German networks is an important aspect of the project as a

whole because with the present 1520 mm gauge route the Baltic States are unable to make

much use of the route for international traffic in the north–south direction.

The main objective of this feasibility study is to identify the most desirable feasible

development option for a 1435 mm gauge line in the Rail Baltica corridor evolving from a

“top-down” transport strategy covering all the three Baltic States and an EU-wide rail network

rationale.

The role of this project - Feasibility study of a new 1435 mm gauge line of Rail Baltica

section Marijampole-Riga-Tallinn - is to deliver a comprehensive decision base for the

construction of a new 1435 mm gauge line. The studies will focus on detailed and quantitative

analysis of various issues identified for further research within "Feasibility Study on Rail

Baltica Railways, January 2007", financed by Directorate-General for Regional Policy (see

annex II).

The final objective of this study is to give a complete and substantiated picture for the

authorities of the 3 Baltic countries and the EU if the project seems viable enough to

justify a more detailed analysis on the respective national levels and to propose a

possible period for implementation of further studies at the national levels.

4. Subjects of Contract These terms of reference aim at describing the key steps and analyses underpinning a

feasibility assessment and of the Rail Baltica corridor on a comprehensive level. Because of

the specific nature of Rail Baltica as an isolated system, the viability of each national part

depends on the viability of the total line.

3 Corridor IX starts from Helsinki and goes on until Petersburg. Then it splits in two: one branch goes on to Moskva

whereas the other goes on to Kiev. Here the corridor splits again: one branch goes to Odessa and the other goes to Chisinau

(Moldova), Bucuresti (Romania), Dimitrovgrad (Bulgaria) and then ends at the Aegean Sea in the Greek port of

Alexandroupolis. Finally, there are also two additional links from the Baltic Sea: one in Kaliningrad and the other in

Klaipeda. Both branches continue until Vilnius and from here to Minsk.

9

4.1 Organisational Issues Relating to the Study

4.1.1 Project Management Structure

The organisational scheme of the study has to take into account that it will be conducted in 3

countries. The Contractor is required to propose a Project Management Structure which is

adequate to that scheme to ensure a smooth and efficient conduct of the Study.

4.1.2 Steering Committee

The study will be supervised by a Steering Committee which will include representatives of

all stakeholders, e.g. the government departments in charge of railway transport including

regulatory bodies, the railway infrastructure companies and the railway operating companies

of each of the 3 countries.

The Steering Committee will be established before the preparation of study will start, by

common agreement of all stakeholders.

The main functions of the Steering Committee include supervision of the work of the

Contractor during the preparation of the Study, appointing responsible persons in each of the

participating countries in order to communicate the technical matters that are applicable to

each particular country, carrying out common meetings in order to discuss the contents of the

reports submitted by the Contractor, approval of the reports submitted by the Contractor in

terms provided by te TOR and the Contract, approval of change of experts, if such shall take

place during the performance of the Study, providing the Contractor with the information

necessary for performance of the Study as provided herein. Co-operation between the

Steering Committee and the Contractor once the Study is started is described in more detail in

the Contract concluded between the Contractor and the representatives of all 3 Baltic

countries.

4.2 Scenarios to be Analysed

1. if a separate 1435 mm gauge line is economically and financially viable (according to

EU guidelines)

2. whether it is more advantageous to build the 1435 mm gauge line along the existing

1520 mm gauge line or on a new alignment,

3. whether it is more advantageous to build the dual gauge track 1435/1520 mm on the

existing line or on a new alignment

4. whether electrification of the line is justified (taking into account the situation south of

Kaunas)

5. which costs and benefits would be generated for each of the concerned countries

These issues have to be dealt with separately for the sections Marijampole-Riga and Riga-

Tallinn as stand-alone projects and for the total line from Marijampole to Tallinn.

The scenarios to be analysed on this level are summarized in the following matrix:

Section Marijampole- Section Riga- Total line

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Riga Tallinn Marijampole-Tallinn

Build a new 1435 mm

gauge single track line

(mostly) alongside of the

existing 1520 mm gauge

line

Build a new 1435 mm

gauge line with an

alignment independent of

the existing 1520 mm

gauge line

Advantages/disadvantages

of building dual gauge

track 1435/1520 mm on

the existing line or on a

new alignment

The assessment has to be done in increments against the BAU (business as usual) scenario

which is based on the following features:

• the existing 1520 mm gauge line from Marijampole to Tallinn has been upgraded to a

design speed of not less than 120 km/h all the way with the standard as described in

package 1 of the COWI study

• the 1435 mm gauge line has been extended from the PL/LT border to Marijampole

with the standard as described the COWI study

• the foreseeable modernisation scenarios of the competing ports and railway freight

flows in East-West direction have to be taken into account

• the foreseeable modernisation scenarios of the road infrastructure have to be taken

into account

• the development of Riga International Airport hub including its envisaged rail

connection has to be taken into account

• the foreseeable development of logististics/multimodal centres

For the independent alignment scenario the alignment options can be limited to those

identified so far (see maps below).

Estonia:

11

Independent alignments are the green and blue lines

12

Latvia:

Independent alignments are the solid lines

13

Lithuania:

The level of detail of the analyses is to be limited to aspects important for creating a sound

basis for the decision:

• whether to build a separate 1435 mm gauge line at all and if yes,

o alongside the existing 1520 mm gauge line or independent of it, and if

independent

o across which border crossing points.

• Whether it is more advantageous to build dual gauge track 1435/1520 mm on the

existing line or on a new alignment.

The alignment alongside the existing 1520 mm line is to be considered the first choice

wherever possible only to be left if there are substantiated reasons.

The main issues to be focussed are:

• Transport demand and supply based on the core business identified for Rail Baltica,

14

• The overriding standards of the infrastructure as well as the organisational (e.g. will

the line be operated by the national companies or will there be a separate body

operating the whole line) and operational basic features (e.g. how many passenger

trains per day is to be operated in which section of the line).

• Environmental aspects,

• Costs for land acquisition and construction. The cost estimation can be limited to an

average per km cost specified for different topographical situations.

• Possible EU funding and other funding (e.g., public private partnership schemes).

• Cost-benefit-analysis to determine if a new 1435 mm Rail Baltica is economically

viable and a multi-criteria-analysis to support the decision for the most advantageous

scenario.

• Break-down of costs and benefits to the national level

To support the governments in Estonia, Latvia and Lithuania in their decision making, a

technical package is added for each country. This goes in more technical detail concerning

major access points to Rail Baltica within the section Marijampole-Riga and Riga-Tallinn.

The functioning of these will be decisive for the actual access of the projected possible traffic

to the 1435 mm line. In addition, major support areas of the 1435 mm railway have to be

looked at in more depth, especially to determine the location and size of land to be reserved.

This is also a major objective for looking into the access points besides making sure that they

can perform in the way the traffic forecast assumes.

The package for Estonia encompasses the details of the connection of the 1435 mm line with

the Tallinn Airport and nearest major ports of goods and/or passenger and propose the most

reasonable (considering economical and social aspects) solution for the line in the area in

Tallinn or near municipalities, including the issue of connection with existing railway

network. In addition the connection point between 1435 mm line and perspective Tallinn-

Helsinki tunnel has to be analysed.

The package for Latvia encompasses the details of the connection of the 1435 mm line with

the port, airport and main station of Riga, including the issue of a stabling and maintenance

facility. In addition, the issue of a logistics centre in or near Riga has to be analysed.

The package for Lithuania encompasses the details of the connection to the line south of

Kaunas and the access to the main station as well as the issue of one or more logistics centres,

the main functions of which will be a road/rail and/or rail/rail interface for the traffic from

Russia/Belorussia to Poland and further to the south and west.

5. Tasks

The COWI study has already laid a basis for the following tasks. Therefore, the Contractor

can review the results of the COWI study and use information from other past and ongoing

studies related to the Corridor I. However, the COWI study and other studies are intended to

serve only as a source of information. The study has to be conceptually new and much more

detailed and substantiated. At any rate, this study must not be an analysis of previous studies.

15

A list of recent studies is provided in Annex II. Studies are available from the respective

Commission services, as indicated in the Annex II.

TASK 1: MACROECONOMIC AND SECTOR CONTEXT

The ultimate objective of EU Regional Policy is to promote growth in assisted areas through

investment projects. As a result of such assistance higher levels of cohesion between new

Member States and the rest of the EU are to be expected. This will lead necessarily to new

intra-Community trade flows with a consequent re-orientation of major transportation axes in

the region. It is in this context of change that appears important to maximise the opportunities

for rail transport to revamp its competitive profile.

This task should deal with the prognosis of the macroeconomic evolution in the region and of

its impact on the forecast demand for, and supply of, transport services. Analyses should be

referred to the time horizon equal to 30 years beginning with the assumed start of

construction. In this context, the Contractor shall identify and characterise from a qualitative

and quantitative manner the reference macro-economic scenarios that are to be used as the

basis for carrying out the transportation studies. The latter shall include the quantification of

the factors influencing demand for, and supply of transportation services. To this end, the

Contractor shall ensure the constitution of an appropriate knowledge base of the relevant data

on which to base such prognoses. In particular, this task will include:

1. Information for Demand Forecasts

(i) Set-up of a knowledge base on macro-economic data

This knowledge base shall include all the relevant data relating to demography and economic

activities deemed necessary to delineate the reference macro-economic scenarios

underpinning the traffic analyses on the Rail Baltic transport axis.

– Relevant information on demographic factors (density and age structure of the population,

geographical distribution, income distribution, cultural aspects) as well as on the patterns

of behavioural and professional activity including aspects such as employment,

commercial/shopping, educational and recreational facilities including current and

expected trends;

– Identification of the major economic activities and productive areas including information

on service facilities (like tourist centres), industrial and agricultural production or

collection centres, type and segmentation of products, characterisation and

origin/destination of the traffic flows, along with their current and potential development

perspectives.

(ii) Analysis of the demand for transport services on a 1435 mm gauge line in the

catchment area of the Rail Baltica

The catchment area has to be looked upon from a wide perspective encompassing besides the

Baltic countries themselves Finland, CIS countries on the one hand and Central and Western

Europe on the other. This should focus on the estimation of traffic

• induced,

• diverted from road or air or sea

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• diverted from 1520 mm gauge rail

by the 1435 mm gauge Rail Baltica because of

• higher transport quality caused by the new infrastructure as compared to the

(upgraded) existing 1520 mm line (everything else like quality of rolling stock

being equal)

• avoiding the transfer of passengers and freight at the 1520 mm and 1435 mm

gauge interface in Marijampole or Kaunas (it is to be noted that any rail traffic

not directly going to/from points on the 1435 mm line has still to go through a

gauge changing terminal).

• possibility to attract more market players (Railway undertaking) due to lack of

interoperability problems.

This traffic is to be derived through the development of origin-destination matrices and the

factors influencing the selection of the transport mode.

(iii) Analysis of the supply of transportation services

This should address the characterisation of the offer of transport services across the different

modes (including road and, where relevant, air and maritime transport): this should include

the characteristics of the services provided and their associated qualitative and quantitative

performance metrics – viz. transport volumes, transit time, availability, punctuality, comfort,

quality of pre-trip, on-trip and post-trip services and assistance, available and utilised

transport capacity, state of the infrastructure facilities – along with current and foreseeable

tariffs and all relevant elements affecting generalized costs of transport4. Particular emphasis

is to be given in this context to the current and foreseeable state of development of the

infrastructure of the relevant modes of transport and, in particular, of the railways. The

location of the current infrastructure should be shown through maps including the relevant

elements required for demand forecasts as well as information regarding the scope and timing

of planned/foreseeable major interventions – viz. new builds, upgrades, reconstructions or

major maintenance operations.

(iv) Prognosis of traffic flows

This general analysis should finally lead to a forecast of the evolution of traffic flows on a

1435 mm gauge line in the considered time horizon, as well as to a segmentation of the

demand in terms of type of service and its local, regional or international allocation. This

basic information, together with the benchmarking of rail services with other public or private

transport alternatives, and the consideration of other external factors (such as public service

obligations), should create a sound basis for the identification of those market segments that

4 As defined at p.30 of TINA Secretariat Vienna. European Commission Directorate General VII. Phare. European

Commission Directorate General IA (1999) TINA Appraisal Guidance. Socio-Economic Cost-Benefit Analysis. October,

“Generalised cost is an amount of money representing the overall disutility (or inconvenience) of travelling between a

particular origin and destination by a particular mode. In principle this incorporates all aspects of disutility including the time

given up, money expenditure and other aspects of inconvenience/discomfort. In practice, the last of these is usually

disregarded, but should be taken into account in projects such station or airport terminal remodelling where they are critical

to justify it.” For these and other technical terms the reader may refer to the same publication.

17

would be considered to hold the best perspectives for a sustainable medium-to-long-term

development of traffic on a 1435 mm gauge line..

For each of the market segments earmarked above sensitivity studies are to be carried out to

estimate the elasticity of the demand in regard to transport generalised costs, i.e. those main

factors and parameters that ultimately will influence the take-up of rail services on the 1435

mm gauge line by customers. In this context, particular attention is to be devoted to:

– Passenger Transport: analysis of elasticity of demand for changes in price, time,

frequency, and quality of service for local traffic, international traffic, and transit traffic.

– Freight transport: elasticity of demand per clusters of products and types of logistic

services (viz. wagon-loads, full train loads, combined transport). In particular it shall be

required to study combined transport issues and its development prospects. The specificity

of the transport of dangerous goods should also be taken into account if deemed

appropriate.

All these elements should be finally aggregated in a “preferred to” set of 1435 mm gauge

railway transport services including the identification of those essential service requirements

(e.g. in terms of cost, time, quality, customised and value-added services) that are deemed

essential to fulfil current and future customer demand.

2. A potential “core business” for the 1435 mm gauge railway

The evolving macro-economic situation of the regions located on the Rail Baltica axis

together with the consequent changes that are to be expected in the patterns and

characteristics of traffic flows, the changes in the preferences of the clients and the

organisational transformations that are undergoing the railway operators, all compound to

significant impact on the railway business. These factors will ultimately affect the type and

characteristics of railway services that are to be provided by railway operators, their

commercial, logistics and operational policies in order to provide a timely and competitive

response to the market needs.

It is therefore necessary for railway companies to re-engineer or adapt their organisational and

operational processes and facilities in order to sustain a competitive stance in the

transportation market at large. But such restructuring effort has to be done within a

constrained framework in terms of available financial resources. This ultimately requires a

concentration of these resources on those market segments where railways can sustain a

competitive ground in regard to the other transport modes. The identification of such a “core

business” is therefore of primordial importance in the context of defining the type of services

to be provided and the characteristics of the infrastructure facilities enabling their

implementation.

The studies and analyses performed in previous paragraphs should lead ultimately to a

definition of the segmentation of transport services (e.g. long-distance passenger transport

high-speed/conventional, international freight transport using hub-and-spoke or more

traditional operational models) that are to constitute the “core business” for the 1435 mm

gauge Rail Baltica operation. It is to be taken into account that any traffic with origin and

destination between Talinn and Kaunas can only be considered a “core business” for the 1435

mm gauge if the transport quality is perceivably higher than on the competing and already

existing 1520 mm gauge line.

18

The definition of such core set of representative services is essential in order to establish the

“overall reference requirements” for the infrastructure (e.g. commercial speed, capacity,

levels of reliability and safety, interoperability) as well as for its operational and supporting

systems (e.g. rolling-stock, traffic management systems, information management systems,

logistic and operational facilities) that are deemed necessary in order to enable their

implementation.

TASK 2: TECHNICAL, REGULATORY AND ECONOMIC INVESTIGATION

The work under this section will aim at performing the identification of the main Community

and national laws and regulations as well as prevailing economic constraints that a railway

infrastructure project of the trans-national nature as the Rail Baltica would be confronted with

for its implementation independently from its final configuration. The objective will be to

infer the main clusters of constraints that can impact on the options for the 1435 mm gauge

Rail Baltica.

(i) Technical constraints

This concerns in particular the technical feasibility of adding another track to the existing line.

(ii) Regulatory constraints

This covers any constraints arising from national and EU prescriptions of law or from

decisions already taken by the relevant authorities – e.g. land-use planning, environmental

requirements, land acquisition requirements - that could impact on potential new builds of

infrastructure along the Rail Baltica axis. In particular, the analysis of the existing and

emerging interoperability requirements under the EU Directive on the Interoperability of the

Trans-European Conventional Rail System (2008/57) should be properly accounted for.

(iii) Economic constraints

Economic constraints should be identified by comparing the inputs necessary to implement a

project of this nature (e.g. in terms of technology, qualified labour and capital) with their

perceived market availability.

(iv) Other relevant constraints

These should include any other political, cultural or business aspects – e.g. competition

amongst national railway organisations - that might hamper the development of any future

trans-national project independently of its effective design.

TASK 3: TECHNICAL PACKAGES

The areas listed below have to be located and designed as follows:

– Layout of the railway line and (where applicable) access roads in scale 1:50000

– Layout of the railway stations, logistics centres and maintenance and stabling areas in

scale 1: 10000

For the logistics centres a detailed description of the workflows has to be added.

19

(i) Estonia

Analyse access options of the 1435 mm line to

• Tallinn Airport and nearest major ports

• Existing railway network

• Perspective Tallinn-Helsinki tunnel

(ii) Latvia

Analyse access options of the 1435 mm line (as formulated in the scenarios referred to 4.2

above) to

• The port of Riga

• Riga airport

• Riga Passenger Station

Identify and analyse options for a logistics centre in or in the vicinity of Riga with rail/rail and

rail/road interface including rail and road access.

Identify and analyse options for a stabling and maintenance area in or in the vicinity of Riga.

(iii) Lithuania

Analyse access options of the 1435 mm line to Kaunas main station.

Identify and analyse options for a logistics centre.

TASK 4: EVALUATION OF SCENARIOS

Based on the representative set of railway services embodied in the concept of “core

business” and its associated “overall infrastructure requirements” as established in Task 2

this section will address the evaluation of the strategic options for the development of the

infrastructure of the Rail Baltica elaborated in the matrix in section 4.2 above. Such

characteristic set should evolve from an incremental analysis based on comparing the BAU

(business as usual) and the do-something scenarios set against a degree of fulfilment of the

panoply of rail services included in the “core business” concept.

(i) The reference scenario (business as usual)

The business as usual alternative is to be considered as the reference scenario for comparative

purposes. It is expressed by the features listed in section 4.2. Economic costs and benefits we

wll as strategic options should be elaborated for each scenario.

(ii) Definition of options for new construction (do something scenario)

Based on identification of the core market segments for passenger and freight transport

evolving from Task 2 this task aims at developing and refining such analyses for a set of

different transport service scenarios. For each individual service scenario the Contractor is

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expected to address the following underpinning issues in a stepwise and iterative manner:

Characterisation of the intended transport offer to passengers and freight customers together

with its main performance indicators (viz. in terms of transit time, frequency of connections

and reliability of service, availability of specific logistics or value-added services). This

should provide the necessary indications to establish the requirements for the infrastructure

and supporting systems based on a market-pull rather then on an infrastructure-push

perspective. Special emphasis is to be put on the issue of the location of logistics centres for

transferring freight from the 1520 mm network and from road to the 1435 mm line.

Refinement of the traffic forecasts set against the specific transport offer under consideration.

This should evolve from the methodological approach delineated below in paragraph (iii)

Demand Analysis Methodology.

Outline of a concept operation plan, including general recommendations for traffic

organisation – e.g. categories of trains and travel priorities – estimation of end-to-end duration

of trips, necessary traffic throughputs. This information shall provide the necessary elements

to enable the definition of the configuration and sizing of the main infrastructure components.

Definition of the configuration and sizing of the main infrastructure components that will

constitute the expected bulk of the investment; track and civil engineering structures (e.g.

bridges and tunnels); operational facilities (stations, maintenance depots, freight interchange

stations); power supply system; railway signalling and telecommunication systems; IT

systems relevant for support of operational and logistics management), other safety and

security systems. This exercise should take into account those legacy assets on which the

selected configuration is to be built upon or that can potentially be included therein.

Establishment of a project implementation schedule defining the phasing and timing of a

strategy of implementation. This should address issues such as synchronisation of project

works across borders, potential for trans-national call for tenders, interface problems.

Moreover, a global qualification of the major risks that are perceived to be associated to the

proposed implementation should also be included.

Valuation of the total Life Cycle Cost (LCC) associated with the selected configuration for

the reference 30 year time period. The calculation of LCC shall address the whole life cycle of

the project, including investment expenditure and thereafter operation and maintenance costs

and as well as the costs of additional modernisation works that might be deemed necessary

over the lifetime of the project. The different elements that compound the LCC shall be

clearly identified together with any hypotheses (e.g. valuation heuristics based on past

experience) underlying the cost evaluation.

Evaluation of the benefits covering not only the direct financial and economic aspects of the

options (e.g. savings on operating costs trains, savings on time and maintenance costs,

enhancement in the throughput of the line, improvements in the service quality) but also those

benefits arising from the potential impact of the projects on the sustainability of the transport

system, health and safety of populations, natural environment, land use, job creation during

construction and operation as well as any other relevant qualitative or quantitative aspect.

Description of potential environmental assessment issues. The Consultant is required to

develop the report on environmental screening for the priority option [g.b. scenario, etc.]

chosen and to submit the conclusion on the screening result in the final version of the

feasibility study. The environmental impact assessment (EIA) is a procedure for the

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identification of the material adverse environmental impacts, which could or should be related

to a project. The main areas of the EIA of the railway modernisation project may be

summarised as follows:

• prior to the implementation of the project, to identify, describe and assess possible

project impacts on the society.

• to facilitate the optimisation of design solutions of the project by the identification of

the possible environmental impacts, both negative and beneficent, during the

construction and operation.

• to identify and compare alternative measures to achieve project objectives thus

facilitating the choice of the most acceptable alternative.

• to offer the measures for the mitigation of any negative environmental impacts as well

as to maximise any results beneficent for the environment.

All the EIA-related tasks of the respective project, shall be fulfilled in compliance of the

Terms of Reference, the national legislation and the legislation of the European Union on

environmental impact assessment:

The report on environmental screening shall comply with national environmental impact

legislation and the EU environmental legislation; mainly, the EIA directive (85/337/EEC, as

amended by 97/11/EC) and the directive on the freedom of access to information on the

environment. The economic activities are allocated in this legislation as follows:

• the projects, for which EIA is mandatory (Annex I of the law on EIA), i.e., the

projects, for which the full EIA is always mandatory; and

• the projects, for which the screening for the mandatory EIA (Annex II of the law on

EIA), i.e. the decision if a full environmental impact assessment is necessary for the

object depends on the decision of a relevant authority based on the analysis made

during the screening process.

In the event of the EIA legislation is amended, the works shall be performed in compliance

with the new valid legislation.

(iii) Demand Analysis Methodology

Traffic forecasts for each scenario should be identified through an ad hoc demand analysis

based on the identification of the:

� Study Area. The area impacted by the project should be identified. This should include

only those areas whose costs and benefits are relevant for selecting the scenario. Networks

in particular should be described in terms of distances, quality, capacity, and speed/flow

relationship. Network changes due to the project option should clearly be included.

� Current Demand. Current demand should be identified by considering (a) origin-

destination matrices from models allowing for trip generation, distribution, modal splits,

and assignment; (b) a base-year traffic assigned to the transport network and validated

against traffic flows.

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� Diverted and Induced Demand. The choice of a specific model to calculate diverted and

induced demand should be justified on the basis of any data available concerned with how

competing modes may respond to alternative investment options. The relevant model may

include changes in trip generation, distribution, mode split, and assignment.

� Forecasted Demand. Demand forecasts over the entire project time horizon should be

made at least by using (a) elasticity estimates to generalised costs and income, and (b)

forecasts of population and economic growth. Eventual bottlenecks on the railway

infrastructure should be considered when forecasts are made.

In addition, traffic forecasts should

� consider any relevant classification (i.e. categories) of passenger and freight traffic;

� identify demand for railways services for the most important sections (as identified by the

main traffic flows) and for the entire line;

� refer to the entire project time horizon that is 30 years.

(iv) Feasibility Analysis of Individual Scenarios

For each of the scenarios analysed in the previous paragraph the Contractor shall identify

potential constraints that may endanger their implementation as well as appropriate mitigation

measures that might be applicable to the problem in hand. Special emphasis should be given

in this context to the demonstration of the financial feasibility of the project. For this purpose

the Contractor shall identify how the Life Cycle Cost (LCC) of the project may be covered by

adequate sources of financing.

Since part of the investment costs are expected to be financed by the Cohesion Fund, a

financing plan should be derived by using the financing gap method.5 The related calculation

should be made through the following analyses:

� the financial profitability of the investment;

� the project financial sustainability;

� the financial profitability of national capital.

Where loans are needed, the Contractor shall verify the actual possibility of borrowing money

and its actual cost (i.e. loan interest rates). In addition, the level of tariffs should be assessed

in terms of people’s ability to pay (affordability) for the related services. This may be done by

considering eventual differentiation of fares/tariffs and the existing and forecasted level of

income and income distribution.

The expected average EU co-funding rate shall be found by

- identifying the difference between the discounted investment costs and the discounted net

revenues (i.e. the financing gap);

5 According to this method, the Community subsidy is determined by multiplying the eligible cost by the ratio of the

"financing gap". It is equal to the share of the present value of the investment cost not covered by the net present value of the

net revenue: (C-R)/C where C is the present value of the total cost of investment and R the net present value of the net

revenue. Greater details on cost-benefit analysis can be found in the guidelines to cost-benefit analysis of investment projects

now available on the web-site:

http://ec.europa.eu/regional_policy/sources/docgener/guides/cost/guide2008_en.pdf

23

- identifying national and regional government contributions;

- calculating loans considering their actual cost;

- considering eventual sources of private capital; and

- considering that EU grants may allow to guarantee a maximum profitability of the

national capital equal to 8% in real terms.

For all sources of financing, potential constraints along with related plans should be

identified.

Where investors and operators differ, the EU co-funding rate should be identified from the

investor financial analysis. Since the financing gap will be depend on the investor revenues,

the relationships between investors and operators should be examined especially in reference

to the fee paid by operators to investors. If such fees are established to allow operators to have

a specific profitability, then such profitability cannot be higher than the maximum one

allowed by the European Commission in establishing the EU rate of assistance. Alternatively,

the project financial analysis may be consolidated, that is, it can be carried by considering

tariff revenues against operating and investment costs neglecting the transactions between

investors and operators.

TASK 5: BEST FEASIBLE OPTION

The defined options shall be assessed in incremental terms against the BAU scenario. This

should be done by considering:

(a) economic costs and benefits;

(b) the result of risk analysis.

Once feasible options are assessed, the most desirable one can be chosen by assessing its

economic performance and the eventual policy reforms needed. Relevant guidelines from the

EU-Commission (see footnote 5) and the EIB (railpag) are to be taken into account.

(i) Economic Costs and Benefits

Economic costs should be derived by using conversion factors, allowing for fiscal and other

distortions, on financial costs.

Direct benefits should be concerned with time savings, vehicle operating costs, and accidents.

Environmental externalities may be derived preferably by revealed preference methods or by

sound benefit transfers techniques. Inclusion of project indirect effects may be made. In this

regard, however, the Contractor should ensure that indirect effects are (a) not already included

in direct benefits, and (b) identified by fully taking into account crowding-out effects.

The Contractor shall consider that these parameters may be already available in the relevant

national and regional authorities (e.g. Ministry of Transport).

(ii) Risk Analysis

A risk analysis should be carried out as part of the assessment of each option. This should be

aimed at identifying in a quantified and qualified manner perceived risks – viz. legislative,

economic, business, financial, technical/operational - that might impact on the development of

24

such an option. Appropriate metrics should be developed in order to aggregate the perceived

risks within an overall “risk indicator” for each option.

This exercise shall include the identification of

� critical variables through sensitivity analysis; here, correlation between variables should

be carefully assessed;

� probability distributions emerging either from objective distributions (e.g. based on time

series) or from subjective distributions (e.g. based on opinions of experts);

� expected values of relevant (combination of) critical variables leading to the identification

of the option with the highest economic rate of return.

For the most desirable options, risk analysis should also be carried out on financial indexes. In

this regard, modified financing plans should be assessed in terms of their feasibility.

(iii) Scenario Selection and Policy Reforms

As a general rule, the option to be selected is the one showing the highest expected economic

rate of return.

Where the economic rate of return may be found lower than the social discount rate i.e. the

best feasible option shows a low or negative economic rate of return, the Contractor shall

identify the main causes for such a result and whether adequate policy reforms may lead to

the improvement of the project’s economic performance. The key parameters on which to

assess economic performance in such conditions should be identified together with potential

recommendations for policy reforms.

By the same token, in case an interesting scenario is ruled out because of specific constraints

(for example because of budgetary reasons), this should be brought about by the Contractor,

for discussion at EU, national and regional level. Finally, the Contractor shall also identify the

main interlocutors who should be involved in the policy dialogue to facilitate the adjustment

of the macroeconomic, sector, and regulatory context within which the impact of Rail Baltica

may be maximised in terms of economic growth.

TASK 6: COST-BENEFIT-ANALYSIS OF THE PREFERRED SCENARIO ON THE NATIONAL

LEVELS

Since national governments have to justify the costs they incur for the project primarily with

benefits for their own country the cost-benefit-analysis has to be broken down to the national

level.

TASK 7: CONCLUSIONS AND RECOMMENDATIONS

The main objective of this trans-national level of the feasibility study is to identify the most

desirable feasible scenario for the Rail Baltica corridor evolving from a “top-down” transport

strategy and an EU-wide rail network rationale.

Set against this objective, the Contractor should finally prepare a strategic document

evidencing the main conclusions of his works. Such a document should summarise the

following key issues:

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(1) the characterisation of the recommended scenario for the Rail Baltica together with its

underlying rationale – from economic, financial, business and operational perspective.

The latter should be based on the evidence collected as a result of the analytic work

performed within this feasibility study;

(2) an overview of a blueprint (a plan elaborated in details) for project development

including an overall outline for work planning/phasing, a global investment profile and

an elicitation of the major risks that are perceived to underpin the proposed development

approach;

(3) the elaboration of a set of specific recommendations for project implementation. In

particular, this should address issues such as needs for coordination of the project works

across borders, potential for trans-national call for tenders, interface problems as well as

the overall project management structure.

(4) the identification of specific issues to be addressed in fuller detail in the following

phases of the study.

TASK 8: INVESTIGATION ON INTEROPERABILITY ASSESSMENT – COMPLIANCE WITH

THE INTEROPERABILITY DIRECTIVES

In this task the Contractor shall analyze the compliance of the proposed solutions with the

requirements of: Directive 2008/57/EC on the interoperability of the trans-European

conventional railway system and its consecutive changes; the relevant decisions of the

Commission related to TSI for the conventional railway, including Decision 2006/679/EC

concerning the technical specification for interoperability relating to the "control-command

and signalling subsystem" of the trans-European conventional rail system, Decision

2006/66/EC concerning the technical specification for interoperability relating to the

subsystem rolling stock — noise of the trans-European conventional rail system, Decision

2006/3593/EC concerning technical specification of interoperability relating to the subsystem

"Traffic Operation and Management" of the trans-European conventional rail system, and

Regulation (EC) No 62/2006 concerning the technical specification for interoperability

relating to the telematic applications for freight subsystem of the trans-European

conventional rail system. Also the Consultant shall analyze the compliance of the proposed

solutions with the requirements of draft technical specification for interoperability relating to

the “infrastructure subsystem” and “energy subsystem” of the trans-European conventional

rail system.

In case of eventual discrepancies of the proposed decisions, this should be grounded on

justified reasons and should be described in details in the Report on Interoperability

Assessment.

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TASK 9: IMPLEMENTATION ISSUES

Given the trans-national nature of the project, co-ordination between different national

authorities has necessarily to be ensured. To this end adequate arrangements should be put in

place to guarantee that the whole project shares a common market perspective and

development vision.

Based on the proposed implementation strategy the Contractor is expected to provide

recommendations regarding what it considers the most appropriate structure for project

management that can ensure the maximum levels of synergy between the different parties –

viz. EU, national and regional authorities, railway regulatory bodies, infrastructure managers,

railway undertakings and the project suppliers alike – in order to guarantee the project’s

success.

The appointment of a European Coordinator supported by a team of experts would appear

to be a pivotal element in this context. The Contractor shall identify the different roles of

actors and their expected individual input necessary to create an effective team that shall

notably deal with the following crucial issues:

(a) To strengthen the collaborative set-up for the management of the Rail Baltica

project as a whole avoiding the pile-up of fragmented national approaches; and

(b) To devise and implement the potential policy reforms that might be deemed

necessary in order to maximise the project impact in terms of economic growth.

6. OUTPUTS The main output will be the final report which will cover the issues referred in section 5

TASKS above and which will:

• focus on the forecast of the global demand for and supply of transport services;

• identify the investment and life cycle costs of the scenarios to be compared. The trade-

offs between option features (e.g. infrastructure output in terms of levels of service)

and the other relevant option variables (investment, time, technical and operational

performance) should be assessed identifying the alternative options;

• evaluate the alternative options;

• provide the expected key results and recommendations.

7. TIMING

Duration of the performance of the Study is 10 months as of the date of signing of the

Contract and in accordance with the time schedule as follows:

End

Month

Output Meeting

0 Signing of Contract

27

1 Inception report

5 Interim report Presentation and discussion of results

9 Interim report (revised) Presentation and discussion of results

10 Final report Presentation and discussion of results

Contractor shall start the work on the Study and start preparation of the Inception Report as of

the date of signing the Contract with the Contractor.

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8. REQUIREMENTS

8.1 Personnel

8.1.1 Key experts

8.1.1.1 Key experts’ team

Contractor must provide the required personnel, possessing the relevant experience, in order

to ensure the quality implementation of the tasks under this specification. Contractor must

propose the type of personnel, positions, number and duration of their involvement in the

proposal.

For implementation of the tasks Contractor must appoint experts’ team that includes as a

minimum the following key experts:

A. Project Manager

B. Expert in the field of railway track and structures

C. Expert in the field of railway signalling and telecommunications

D. Expert in the field of railway power supply and overhead contact line systems

E. Expert in the field of organisation and operation of the railway transport

F. Expert in the field of railway transport marketing and economics

G. Expert in the field of traffic analysis and forecasting

H. Expert in the field of environment analysis

I. Expert in the field of logistics

J. Expert in the field of territorial (spatial) planning

K. Expert in the field of law

Contractor will be obliged to comply with the following rules:

1. Regarding the key experts:

a) Replacement of key expert may be solely allowed with the approval of the

Steering Committee;

b) Withdrawal of key expert and replacement with another key expert shall be solely

allowed for health reasons that do not allow the expert to continue his work on the

Study;

c) A key expert might cover several field of expertise, provided that his

qualifications and experience complies with the requirements laid down in TOR,

however, one expert cannot perform tasks of more than 3 experts (3 areas of

expertise).

2. Withdrawal, replacement and involving of experts other than those listed in the

proposal, may be solely allowed by approval of the Steering Committee.

29

3. Replacement of experts shall be made, using persons with at least equivalent

experience and skills.

4. Replacement of experts and involving additional experts (including support staff), may

not, under any circumstances, serve as reason for request and receiving of any

payment other than the price Contracted.

8.1.1.2 Specific requirements to the key experts

For the needs of evaluation of key experts’ expertise, a Study shall be considered finalized if,

as of the date of proposal submission, is approved and accepted by the Contracting Authority

concerned, or a final payment under the Contract has been made to the Contractor.

Requirements to the key experts are as follows:

A. Key expert 1: Project Manager: (this function can be performed by any of the key

experts)

Project Manager shall be responsible for day-to-day management of performance of the

Study, and shall coordinate the Study activities with the Contracting Authority and/or the

Steering Committee.

Main functions of the Project Manager are:

• To manage and co-ordinate day-to-day work of the team of experts, to ensure in-time

launch and completion of the Study;

• To manage and monitor the Study progress;

• To manage the administration of performance of the Study;

• To create and maintain close contacts and good working relations with the Contracting

Authority and the Steering Committee;

• To support the team of experts during performance of the Study in all aspects, which

are within his/her competence and are subject of this specification.

Qualification and skills

University degree in business administration, economics or degree required for any of other

key experts.

Specific professional experience

General management experience in addition to specific professional experience as expert 2, 5

6 or expert 7.

Experience in development or review of feasibility studies of transport infrastructure

investment projects – minimum 3 projects of this type (feasibility study on transport

infrastructure) completed.

Experience as project manager - minimum 2 projects completed.

30

B. Key expert 2: Railway track and structures expert

He/she shall perform activities related to design of railway lines and structures (bridges,

culverts, platforms, etc.), in particular the formulating and assessment of the potential

construction scenarios, guidelines on the strategy for operation and maintenance of the

railway infrastructure and all tasks, described in this technical specification, relevant to

his/her field of specialization. He/she has to be familiar with the technical norms associated

with 1435 mm vs. 1520 mm.


University degree in civil engineering or transportation.

Main professional experience

At least 3 years experience in design of railway infrastructure and railway structures.


Experience in the design of railway tracks and railway engineering structures (bridges,

culverts, platforms, level crossings, etc.) – participation as an expert and/or expert assistant in

at least 3 projects between 2003 - 2008 or later, of which at least one project is completed, in

the last 3 years.

C. Key expert 3: Signalling and telecommunications expert

He/she shall perform the activities related to railway signalling and telecommunications, in

particular the formulating and assessment of the potential construction scenarios, guidelines

on the strategy for operation and maintenance of the railway infrastructure and all tasks,

described in this technical specification, relevant to his/her field of specialization.


University degree with specialization in railway signalling and/or telecommunications.


At least 5 years experience in design of railway signalling and/or telecommunications.


Experience in the design of railway signalling and/or telecommunications - participation as an

expert and/or expert assistant in at least 3 projects between 2003 - 2008 or later, of which at

least one project is completed, in the last 3 years.

31

D. Key expert 4: Expert in railway power supply and overhead contact line

He/she shall perform the activities related to railway power supply and overhead contact line,

in particular the formulating and assessment of the potential construction scenarios, guidelines

on the strategy for operation and maintenance of the railway infrastructure and all tasks,



University degree with specialization in power supply and/or overhead contact line


At least 5 years experience in design of railway power supply and overhead contact line


Experience in the design of railway power supply and overhead contact line - participation as

an expert and/or expert assistant in at least 3 projects between 2003 - 2008 or later, of which

at least one project is completed, in the last 3 years.

E. Key expert 5: Expert in organisation and operation of railway transport

He/she shall perform the activities related to organisation and operation of railway transport,

in particular the formulating and assessment of the potential construction scenarios,

guidelines on the strategy for operation of the railway infrastructure and all tasks, described

in this technical specification, relevant to his/her field of specialization.


University degree with specialization in organisation and operation of transport


At least 5 years experience in organisation and operation of railway transport


Experience in the design of organisation and operation of railway transport - participation as

an expert and/or expert assistant in at least 3 projects between 2003 - 2008 or later, of which

at least one project is completed, in the last 3 years.

F. Key expert 6: Expert in marketing of transport and railway transport economics

32

He/she shall perform the activities related to marketing of transport and railway transport

economics, in particular the identification of the core business of Rail Baltica and all tasks,



University degree with specialization in marketing of transport and/or transport economics


At least 5 years experience in railway transport economics or other discipline related to

railway transport economics.


Experience in railway transport economics - participation as an expert and/or expert assistant

in at least 3 projects between 2003 - 2008 or later, of which at least one project is completed,

in the last 3 years.

G. Key expert 7: Expert in traffic analysis and forecasting

He/she shall perform the activities related to transport economics, in particular those

concerning demand forecasts and traffic analyses and all tasks, described in this technical

specification, relevant to his/her field of specialization.


University degree in relevant area


At least 5 years experience in traffic analysis and forecasting


Experience in railway traffic analysis and forecasting - participation as an expert and/or expert

assistant in at least 3 projects between 2003 - 2008 or later, of which at least one project is

completed, in the last 3 years.

H. Key expert 8: Environmental Expert

He/she shall perform the activities related to the environmental assessment of any new

alignment and the location of any logistics centres.


University degree in relevant area

33


At least 5 years experience in the environmental assessment of transport infrastructure

projects


Experience in the environmental assessment of transport infrastructure projects - participation

as an expert and/or expert assistant in at least 3 projects between 2003 - 2008 or later, of

which at least one project is completed, in the last 3 years.

I. Key expert 9: Logistics Expert

He/she shall perform the specific activities related to the logistics of the road/rail interfaces

and possibly rail/rail (1520/1435mm) interfaces especially concerning the transit traffic from

Russia, other CIS countries and other neighbouring countries.


University degree with specialization in logistics or transportation


At least 5 years experience in the field of rail related logistics


Experience with rail/rail and road/rail interfaces (logistics terminals) - participation as an

expert and/or expert assistant in at least 3 projects between 2003 - 2008 or later, of which at

least one project is completed, in the last 3 years.

J. Key expert 10: Expert in territorial (spatial) planning:

He/she shall perform the specific activities related to the issues of territorial (spatial) planning

in particular regarding assessment of the potential construction scenarios and their compliance

with the local territory plans adopted at the national level of each of the Baltic states.


University degree in relevant area (geography, architecture or similar)


At least 5 years experience in the field of territorial (spatial) planning


Experience with territorial (spatial) planning in transport development projects - participation

as an expert and/or expert assistant in at least 3 projects between 2003 - 2008 or later, of

which at least one project is completed, in the last 3 years;

K. Key expert 11: Law Expert

34

Law expert shall perform analysis of the legal issues of Rail Baltica project relating to the

scenarios analyzed in the report. Law expert in its analyses is required to cover particular

requirements of laws of each of the Baltic states (Estonia, Latvia and Lithuania) relating to

implementation of each of the scenarios analysed in the study.


University degree in law


At least 5 years experience in the field of national law, and regulations relating to national and

European railway regulation.


Experience in providing legal services, including services in relation to national and European

railway regulation - participation as an expert and/or expert assistant in at least 3 projects

between 2003 - 2008 or later, of which at least one project is completed, in the last 3 years.

8.1.2 Non-key experts

Contractor may hire other experts for the needs of the Study, providing he considers it

necessary for implementation of tasks under this specification.

Their CVs shall not be required together with the proposal. At moment of signing the

awarding Contract, Contractor should submit list of these experts as well.

All experts must be independent and no conflict of interest should occur in fulfillment of their

obligations under the Contract.

Contractor should pay attention to the necessity of providing the active participation of local

experts, and appropriate team of international and local experts.

Selection procedures, used by the Contractor for the non-key experts, must be transparent and

based on pre-defined criteria, including professional qualification, work experience, etc..

Civil servants and other state or local administration staff may not be recruited as experts.

All costs for the key experts, non-key experts and support staff shall be included into the price

offered for implementation of the procurement, and shall not, at any circumstances, be subject

of any other payment on behalf of the Contracting Authority.

8.1.3 Support Staff

Contractor’s team shall include adequate support staff to assist the Key and Non-key experts

in the performance of the Study. Support staff shall perform the necessary technical,

administrative and secretarial duties, including translation services for Study related

documentation, and simultaneous translation during meetings, if necessary.

35

8.2 Office accommodation

Contractor shall provide adequate office accommodation for its team for the duration of the

Study. All office costs shall be at his expense.

8.3 Facilities to be provided by the Contractor

Contractor shall cover all administrative and logistics costs, as well as consumables and other

materials required for performance of the Study, including but not limited to:

• Computer hardware, software and other office facilities;

• All courier, postal and similar services;

• All other communication expenses;

9. REPORTS

9.1 Submission and approval of reports

9.1.1 Submission of reports

Reports shall be submitted in 3 (three) hard (printed) copies in the English language each hard

copy accompanied by the same reports on electronic information carrier (CD’s).

9.1.2 Approval of reports

The work of the Contractor, including all reports, will be approved by the Steering Committee

in the order described in detail in the Contract.

The Contractor will be required to attend meetings with the Steering Committee in order to

keep the Contracting Authorities informed on the progress of the Study. The order and

schedule of the meetings is in detail laid down in the Contract. The Steering Committee has

the right to summon additional meeting with the Contractor if such is deemed necessary.

9.2 Reporting requirements

Inception report

Inception report shall be submitted not later than 1 (one) month after the start of the Study.

The inception report shall include:

• Defining the objectives of the services to be rendered and expected results;

• Submission of detailed work plan and performance plan, including indicators for the

evaluation of progress;

• Possible risks, and problems arising during the period of services;

• An overview of existing projects documentation and information;

• Results of existing field investigation;

36

• Presenting the quality assurance mechanisms for implementation of the work;

• Quality Plan that Contractor shall adhere to during Study implementation. Quality

Plan shall include set of success indicators that shall be used for monitoring and

quality assessment;

• The name list of authorities, with whom was contacts during preparation of project and

meetings protocols;

• Any other administrative, Contract and technical problems encountered/ foreseen and

suggestions for overcoming these problems;

Interim Report

The Interim Report shall cover issues outlined in sections 1 - 4 (inclusive) of the section 5

TASKS above.

Interim report should reflect the working results of the respective phase in a way that gives

the Steering Committee an adequate picture of the main outcomes and the reasons thereof.

The Contractor is strongly advised to follow the formal requirements in the Interim Report.

Final Report

The Final Report shall cover all issues outlined in section 5 TASKS above and fully

correspond to the requirements of Annex II (Structure and Content of the Final Report).

The Final Report should comply with the instructions given to the Contractor with respect to

contents and structure of the Interim Report. Final report should reflect the working results of

the respective phase after their approval by the Steering Committee in a final manner.

The Contractor shall secure that all the formal requirements are followed in the Final Report.

37

10. Annexes to the specifications

Annex I : Structure and content of the Study (final report)

Annex II : Some studies carried out for Commission services of special interest

38

ANNEX I

STRUCTURE AND CONTENT OF REPORT

1. Executive Summary (Executive summary should be also available in French, German,

Polish, Lithuanian, Latvian, Estonian and Finnish)

2. Introduction

3. Methodology

4. Background and context information

5. Macroeconomic and sector context

6. Technical, environmental, regulatory and economic investigation

7. Option identification

8. Technical analyses packages

9. Best feasible option

10. Implementation issues

11. Conclusions and recommendations

39

ANNEX II

SOME STUDIES CARRIED OUT FOR COMMISSION SERVICES OF SPECIAL INTEREST

Studies conducted by DG TREN

Study Title Final

Report

Date

Author

1 Status Report of the Pan-European Transport Corridors

and Transport Areas PAN EURO STAR

autumn

2005

HP Consult, D

2 Scenarios, traffic forecasts and analysis of traffic flows

including countries neighbouring the European Union -

EUN-STAT

autumn

2005

NEA, Rijswijk,

NL

3 Scenarios, Traffic Forecasts and Analyses of Corridors

on the Trans-European Transport Network – TEN-

STAC Phase I

December

2003

NEA, Rijswijk,

NL

4 Scenarios, Traffic Forecasts and Analyses of Corridors

on the Trans-European Transport Network – TEN-

STAC Phase II

July 2004 NEA, Rijswijk,

NL

5 Status of the Pan-European Transport Corridors and

Transport Areas Developments and Activities in 2000

and 2001

April 2002 TINA Vienna

Transport

Strategies, A

6 TINA - Common Transport Infrastructure Needs

Assessment, Identification of the network components

for a future Trans-European Transport Network

October

1999

TINA Secretariat,

Vienna, A

Studies conducted by REGIO

7 Major Amendment No. 1 to the CF Measure

No 2002/PL/16/P/PA/008: Technical assistance for

preparation of the project “Modernisation of the E75

railway line on section Warsaw – Białystok – Sokółka

– Suwałki – Trakiszki (Rail Baltica)” in Poland

in

tendering

phase yet

8 Analysis of Pan-European Transport Corridor I March

2005

Faber Maunsell,

GB

9 Feasibility Study on Rail Baltica Railways Jan 2007 COWI, DK

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